safety manual - ukraina maritime agency co. ltd. books for tanker... · superseded pages must be...

SAFETY MANUAL

WALLEM SHIPMANAGEMENT LTD.


SAFETY MANUAL

No part of this Publication may be reproduced in any form without the permission of the Company , with whom the copyright rests.

Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Approved by : Managing Director


SAFETY MANUAL

PREFACE

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Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : August 2011 Approved by : Managing Director

When it becomes necessary to revise this Manual, corrections will be made by the issue of new pages in the relevant sections. These correction pages will bear a revision number and date which must be entered on the Revision Sheet and initialled by the Master & Chief Engineer for manuals which are respectively maintained by them as detailed in Chapter One section 1.3.

Superseded pages must be destroyed and all changes be brought to the attention

of all concerned. The Master and Officers should not hesitate to contact the Company if in their

opinion any part of the contents requires amendment or revision. Any changes to the manual are to be approved by the Managing Director or Director, Safety & Insurance.

The soft copy of the manual ( CD ) must be readily available to all Officers, but

should not be made available to outside personnel without the Company's agreement. The Chief Engineer & Chief Officer is responsible for maintaining the respective soft copies.

The contents of this book (soft & hard copy) are confidential and are not to be

communicated or shown to persons outside company’s employ.

RECENT REVISIONS ADVISED BY LETTER. COPY IS AVAILABLE WITH MASTER

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

Remark: Changes from previous edition is marked (!)(!!) as applicable.

New Revisions in Blue Font (e-Manual only)

WALLEM

SHIPMANAGEMENT LTD. SAFETY MANUAL

CONTENTS

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Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : May 2014 Approved by : Managing Director

Table of Contents

Section Page No.

PREFACE ...................................................................................................................................... 1

REVISION SHEET............................................................................................................................... 1

MANAGEMENTS REVIEW ................................................................................................................. 1

SIGNATURE CARD............................................................................................................................. 1

1 INTRODUCTION : ....................................................................................................................... 1

1.1 PURPOSE OF MANUAL.................................................................................................... 1

1.2 CODES AND REGULATIONS ........................................................................................... 1

1.3 AVAILABILITY OF MANUAL ............................................................................................. 2

1.4 TRAINING ........................................................................................................................... 2

1.4.1 DRILL SCHEDULES .......................................................................................................... 2

1.5 LOSS TIME INJURY FREQUENCY (LTIF) ....................................................................... 3

1.6 WORK PLANNING & TOOL BOX MEETINGS ................................................................. 4

1.7 TOOL BOX MEETINGS ..................................................................................................... 4

1.8 PERMIT TO WORK ............................................................................................................ 5

2. EMERGENCY ORGANISATION : ............................................................................................... 1

2.1 GENERAL ........................................................................................................................... 1

2.2 ALLOCATION OF EMERGENCY STATIONS .................................................................. 1

2.3 LOCAL EMERGENCIES .................................................................................................... 2

2.4 EMERGENCY STATION SIGNAL ..................................................................................... 2

2.5 EMERGENCY SQUAD ...................................................................................................... 2

2.6 COMMAND ......................................................................................................................... 3

2.7 SPECIAL DUTIES .............................................................................................................. 3

2.8 SUPPORT SQUAD ............................................................................................................ 4

2.9 FIRST AID AND PROVISIONS SQUAD ........................................................................... 4

2.10 PERSONNEL ON WATCH ................................................................................................ 4

2.11 WIVES AND SUPERNUMERARIES ................................................................................. 4

2.12 EMERGENCY HEADQUARTERS (EHQ) ......................................................................... 4

2.13 SUPPLEMENTARY EQUIPMENT STATIONS (SES) ...................................................... 5

2.14 GENERAL EMERGENCY (BOAT) STATIONS ................................................................ 5

2.15 EMERGENCY ORGANISATION IN PORT ...................................................................... 5

2.16 SAFETY OFFICER ............................................................................................................. 7

2.17 SAFETY COMMITTEE ....................................................................................................... 7

2.18 FIRE CONTROL PLANS (SAFETY EQUIPMENT PLANS) ............................................. 7

2.19 FIRE PATROLS .................................................................................................................. 7

2.20 EMERGENCY ORGANISATION CHART ......................................................................... 8

2.21 SAFETY & FIRE PROTECTION WHILST IN SHIPYARD ................................................ 9

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3. EMERGENCY EXERCISES & PROCEDURES .......................................................................... 1

3.1 TRAINING ........................................................................................................................... 1

3.2 LOCAL EMERGENCY PROCEDURES - GENERAL ....................................................... 2

3.3 LOCAL EMERGENCY ALARMS - ACTION ...................................................................... 2

3.4 DISCOVERY OF A FIRE ................................................................................................... 3

3.5 ACCOMMODATION FIRE ................................................................................................. 4

3.6 ENGINE ROOM FIRE ........................................................................................................ 4

3.7 GALLEY FAT FIRES .......................................................................................................... 5

3.8 INCIDENT AT THE MANIFOLD/TANK OVERFLOW (TANKERS) .................................. 6

3.9 TANK EXPLOSION ............................................................................................................ 6

3.10 PUMPROOM FIRE ............................................................................................................. 7

3.11 PROTECTION OF THE FIRE-FIGHTERS ........................................................................ 7

3.12 FIXED FIRE EXTINGUISHING SYSTEMS ...................................................................... 8

3.13 MANOVERBOARD ............................................................................................................ 8

3.14 COLLISION AND GROUNDING........................................................................................ 9

3.15 HELICOPTER EMERGENCY ............................................................................................ 9

3.16 FIRE IN CARGO HOLD ...................................................................................................10

3.17 FIRE IN DECK CARGO ...................................................................................................12

3.18 BUNKERING OIL SPILL ..................................................................................................12

3.19 GENERAL EMERGENCY ALARM - ACTION ...............................................................12

3.20 ABANDON SHIP DRILLS ................................................................................................12

3.21 LOWERING LIFEBOATS ( SIDE LAUNCHING BOATS ) ..............................................13

3.22 TESTING AND MAINTENANCE OF LIFEBOATS ..........................................................14

3.23 TOXIC VAPOUR RELEASE PROCEDURES .................................................................14

3.24 WILLIAMSON TURN DIAGRAM .....................................................................................15

3.25A VESSEL : YEARLY PROGRAMME OF EMERGENCY EXERCISES FOR ALL SHIPS EXCEPT TANKER *............................................................................................... 1

3.25B VESSEL : YEARLY PROGRAMME FOR EMERGENCY EXERCISES FOR ALL TANKER* 1

EMERGENCY DRILL EVALUATION FORM .................................................................................... 2

TRAINING RECORDS LOG .............................................................................................................. 4

RECORD OF TRAINING ON EMERGENCY EQUIPMENT TRAINING ......................................... 5

4 THEORY OF COMBUSTION : .................................................................................................... 1

4.1 GENERAL ........................................................................................................................... 1

4.2 FLASH POINT AND AUTO IGNITION TEMPERATURES ............................................... 2

4.3 CLASSIFICATION OF FIRES ............................................................................................ 2

4.4 FLAMMABILITY .................................................................................................................. 3

4.5 FIRE SPREAD .................................................................................................................... 3

4.6 EXTINGUISHMENT ........................................................................................................... 4

4.7 REMOVAL OF HEAT ......................................................................................................... 4

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4.8 REDUCTION OF OXYGEN ............................................................................................... 5

4.9 DRY POWDER ................................................................................................................... 5

4.10 FOAM .................................................................................................................................. 5

4.11 FIRE EXTINGUISHING CHART ........................................................................................ 6

5 FIRE PREVENTION AND CONTROL OF IGNITION SOURCES .............................................. 1

5.1 GENERAL ........................................................................................................................... 1

5.2 SMOKING ........................................................................................................................... 1

5.3 HOT WORK ........................................................................................................................ 1

5.4 FUNNEL SPARKS ............................................................................................................. 1

5.5 CURRENT ELECTRICITY ................................................................................................. 2

5.6 STATIC ELECTRICITY ...................................................................................................... 3

5.7 ELECTRICAL STORMS (LIGHTNING) ............................................................................. 3

5.8 INCENDIVE SPARKS ........................................................................................................ 3

5.9 FRICTION ........................................................................................................................... 4

5.10 SPONTANEOUS COMBUSTION ...................................................................................... 4

5.11 AUTO-IGNITION ................................................................................................................ 4

5.12 PYROPHORIC IGNITION .................................................................................................. 4

5.13 SAFE HOUSEKEEPING .................................................................................................... 4

5.14 GALLEY FIRES .................................................................................................................. 5

5.15 PAINT STORES ................................................................................................................. 5

5.16 OXYGEN AND ACETYLENE CYLINDERS ...................................................................... 5

5.17 FIRE PREVENTION - MACHINERY SPACES ................................................................. 6

5.18 FIRE PREVENTION - ACCOMMODATION, STOREROOMS & GALLEY...................... 6

5.19 FIRE FIGHTING ON PURE CAR (AND TRUCK) CARRIERS ......................................... 6

6. STATIC ELECTRICITY : ............................................................................................................. 1

6.1 GENERAL ........................................................................................................................... 1

6.2 STATIC ACCUMULATORS ............................................................................................... 1

6.3 CHARGE SEPARATION.................................................................................................... 1

6.4 PRECAUTIONS DURING CARGO OPERATIONS .......................................................... 1

6.5 PIPELINE AND HOSE CLEARANCE................................................................................ 2

6.6 ELECTRICAL CONTINUITY .............................................................................................. 2

6.7 TANK WASHING ................................................................................................................ 2

6.8 PORTABLE TANK CLEANING HOSES............................................................................ 3

6.9 STEAMING OF TANKS ..................................................................................................... 3

6.10 STATIC ACCUMULATOR OILS ........................................................................................ 3

7. ENTRY INTO ENCLOSED SPACES .......................................................................................... 1

7.1 ENERAL .............................................................................................................................. 1

7.2 RESPONSIBILITY .............................................................................................................. 1

7.3 OXYGEN DEFICIENCY ..................................................................................................... 2

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7.4 HYDROCARBON GAS ...................................................................................................... 2

7.5 GAS TESTS FOR ENTRY ................................................................................................. 2

7.6 VENTILATION AND LIGHTING ......................................................................................... 3

7.7 PRECAUTIONS DURING ENTRY & ENTRY PROCEDURES ........................................ 3

7.8 ENCLOSED SPACE ENTRY CHECK LIST ...................................................................... 4

7.9 CARGO PUMPROOMS ..................................................................................................... 5

7.10 OPENING UP EQUIPMENT AND PIPELINES ................................................................. 5

7.11 ENTRY INTO NON-GAS FREE SPACES ........................................................................ 5

7.12 CANISTER RESPIRATORS .............................................................................................. 6

7.13 RESCUE FROM ENCLOSED SPACES ........................................................................... 6

7.14 WORK BOATS IN ENCLOSED SPACE ........................................................................... 6

7.15 ASSESSMENT OF RISK ................................................................................................... 7

7.16 HAZARDS RELATED TO SPECIFIC TYPES OF SHIPS OR CARGO ........................... 7

8 TOXIC GASES AND OXYGEN DEFICIENCY : .......................................................................... 1

8.1 TOXIC GASES ................................................................................................................... 1

8.2 THRESHOLD LIMIT VALUES ........................................................................................... 1

8.3 HYDROCARBON GASES ................................................................................................. 1

8.4 HYDROGEN SULPHIDE (H2S) ......................................................................................... 2

8.5 BENZENE AND OTHER AROMATIC HYDROCARBONS .............................................. 2

8.5 BENZENE AND OTHER AROMATIC HYDROCARBONS (CONTINUED) .................... 3

8.5 BENZENE AND OTHER AROMATIC HYDROCARBONS (CONTINUED) .................... 4

8.6 MERCAPTANS ................................................................................................................... 4

8.7 OXYGEN DEFICIENCY ..................................................................................................... 4

8.8 INERT GAS - OXYGEN DEFICIENCY .............................................................................. 5

8.9 INERT GAS - TOXICITY OF FLUE GAS .......................................................................... 5

8.10 TANK ENTRY - INTO GASFREE SPACES OR TANKS PREVIOUSLY INERTED ....... 5

8.11 TOXIC GAS RELEASE ...................................................................................................... 6

9 GAS DETECTION :- ................................................................................................................... 1

9.1 GENERAL ........................................................................................................................... 1

9.2 INSTRUMENTS .................................................................................................................. 1

9.3 OXYGEN ANALYSERS ..................................................................................................... 1

9.4 LIMITS OF FLAMMABILITY .............................................................................................. 1

9.5 CATALYTIC FILAMENT COMBUSTIBLE GAS INDICATOR .......................................... 2

9.6 NON-CATALYTIC HEATED FILAMENT GAS INDICATOR ............................................. 2

9.7 REFRACTIVE INDEX METER .......................................................................................... 2

9.8 INFRA-RED INSTRUMENTS ............................................................................................ 2

9.9 CHEMICAL TUBE INSTRUMENTS .................................................................................. 2

9.10 ELECTRO CHEMICAL SENSOR INSTRUMENTS .......................................................... 3

9.11 MULTI-GAS INSTRUMENTS ............................................................................................ 3

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9.12 PERSONAL GAS MONITORS .......................................................................................... 3

9.13 INSTRUMENT CALIBRATION .......................................................................................... 3

9.14 OPERATIONAL TESTING & INSPECTION ...................................................................... 4

9.15 TRAINING ON GAS INSTRUMENTS ............................................................................... 4

9.16 FIXED GAS DETECTION SYSTEM .................................................................................. 4

10 BREATHING AND RESUSCITATION EQUIPMENT :- ............................................................... 1

10.1 DIFFERENT TYPES OF EQUIPMENT ............................................................................. 1

10.2 SELF-CONTAINED COMPRESSED AIR BREATHING APPARATUS ........................... 1

10.3 WORKING DURATION OF C.B.A. .................................................................................... 1

10.4 DEMAND TYPE C.B.A. ...................................................................................................... 2

10.5 POSITIVE PRESSURE C.B.A. .......................................................................................... 3

10.6 FACE MASKS..................................................................................................................... 3

10.7 LOW PRESSURE WARNING ........................................................................................... 4

10.8 PRESSURE GAUGE.......................................................................................................... 5

10.9 AIR LINE CYLINDER PACK .............................................................................................. 5

10.10 AIR LINE FILTER UNIT (AFU) .......................................................................................... 5

10.11 ESCAPE BREATHING APPARATUS ............................................................................... 5

10.12 EMERGENCY LIFE SUPPORT APPARATUS (ELSA) ................................................... 6

10.13 FILTER RESPIRATORS .................................................................................................... 6

10.14 RESUSCITATION EQUIPMENT ....................................................................................... 7

10.15 MAINTENANCE ................................................................................................................. 7

10.16 CBA WEARER' TEST ........................................................................................................ 7

10.17 EMERGENCY ESCAPE BREATING DEVICE (EEBD) .................................................... 8

10.18 TRAINING ........................................................................................................................... 8

11. HOT WORK PROCEDURES : APPLICABLE TO ALL SHIPS .................................................... 1

11.1 GENERAL ........................................................................................................................... 1

11.2 HAZARD APPRECIATION ................................................................................................ 1

11.3 PRECAUTIONS FOR HOT WORK ................................................................................... 1

11.4 CONTROL OF HOT WORK FOR ALL SHIPS .................................................................. 1

11.5 HOT WORK ON PIPELINES ............................................................................................. 2

11.6 GAS DETECTION DURING HOT WORK ......................................................................... 2

11.7 HOT WORK WITHIN PORT LIMITS ................................................................................. 3

11.8 PRECAUTIONS DURING GAS CUTTING AND WELDING ............................................ 3

11.9A HOT WORK FOR ALL SHIPS EXCEPT TANKER ( NON TANKERS ) ........................... 5

11.9B ADDITIONAL REQUIREMENT OF HOT WORK FOR ALL TANKERS(OIL, CHEMICAL OR GAS)............................................................................................................................. 6

11.10B.1 ASSESSMENT OF HOT WORK ON TANKER VESSELS AND RESPONSIBILITIES .. 7

11.10B.2 HOT WORK IN CARGO TANKS ON TANKERS .............................................................. 8

11.10B.3 HOT WORK IN CARGO PUMPROOM DURING BALLAST VOYAGE ........................... 9

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11.10B.4 HOT WORK ON THE CARGO DECK OF TANKERS ...................................................... 9

11.10B.5 HOT WORK ON PIPELINES ...........................................................................................10

11.10B.6 GAS DETECTION DURING HOT WORK .......................................................................10

11.11B PRECAUTIONS FOR GRIT BLASTING, MECHANICAL OR HAND TOOLS (TANKER) ..........................................................................................................................................10

11.12B HOT WORK FLOWCHART FOR TANKERS .................................................................11

11.13B HOT WORK GUIDANCE FOR INERTED SHIPS ..........................................................12

11.14B HOT WORK GUIDANCE FOR NON - INERTED SHIPS ..............................................13

HOT-WORK PROCEDURES - AWARENESS BRIEFING .............................................................. 1

11.15B ..........................................................................................................................................14

12. SAFETY DURING TANKER OPERATIONS : ............................................................................. 1

12.1 GENERAL ........................................................................................................................... 1

12.2 FIRE FIGHTING EQUIPMENT .......................................................................................... 1

12.3 SMOKING REGULATIONS ............................................................................................... 1

12.4 DOORS AND WINDOWS .................................................................................................. 1

12.5 AIR CONDITIONING .......................................................................................................... 2

12.6 CONTROL OF VAPOURS ................................................................................................. 2

12.7 FLAME ARRESTORS AND P/V VALVES ........................................................................ 2

12.8 FORECASTLE SPACES.................................................................................................... 2

12.9 LOADING ............................................................................................................................ 2

12.10 DISCHARGING .................................................................................................................. 3

12.11 BALLASTING AND DE-BALLASTING .............................................................................. 3

12.12 SHIP TO SHIP TRANSFER ............................................................................................... 3

12.13 DECK WATCH ................................................................................................................... 3

12.14 MOORINGS AND ACCESS ............................................................................................... 4

12.15 TOWING OFF WIRES OF FIRE WIRES ........................................................................... 4

12.16 SLOP TANKS ..................................................................................................................... 4

12.17 COW NOTICE .................................................................................................................... 5

13. INERT GAS : ................................................................................................................................ 1

13.1 GENERAL .......................................................................................................................... 1

13.2 RESPONSIBILITY ............................................................................................................. 1

13.3 SYSTEM MANUAL ............................................................................................................ 1

13.4 INERTING BEFORE LOADING ........................................................................................ 1

13.5 LOADING ........................................................................................................................... 1

13.6 ON PASSAGE ................................................................................................................... 2

13.7 DISCHARGE ..................................................................................................................... 2

13.8 CRUDE OIL WASHING AND TANK CLEANING ............................................................ 2

13.9 GAS FREEING .................................................................................................................. 2

13.10 INERT GAS SAFETY CONTROLS .................................................................................. 2

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13.11 SAFETY CHECKS WHEN PLANT IS SHUT DOWN ....................................................... 3

13.12 SYSTEM TEST SCHEDULE ............................................................................................. 3

13.13 MAINTENANCE PROGRAM ............................................................................................. 3

13.14 EXCHANGE OF TANK ATMOSPHERE. .......................................................................... 3

13.15 COMPOSITION AND QUALITY OF INERT GAS ............................................................. 4

13.16 INERT GAS SYSTEM FAILURE ...................................................................................... 4

13.17 STATIC ELECTRICITY PRECAUTIONS .......................................................................... 5

13.18 INDIVIDUAL TANK PRESSURE MONITORING AND ALARM SYSTEMS .................... 5

13.19 FLAMMABILITY DIAGRAM ............................................................................................... 7

14. DRY BULK CARGOES - SAFETY CONSIDERATIONS ............................................................. 1

14.1 GENERAL SAFETY ........................................................................................................... 1

14.2 SAFETY DURING CARGO OPERATIONS ...................................................................... 1

14.3 COAL .................................................................................................................................. 2

14.4 DIRECT REDUCED IRON (DRI) ....................................................................................... 4

14.5 SWARF ............................................................................................................................... 6

14.6 SULPHUR ........................................................................................................................... 7

14.7 ASBESTOS ORE ............................................................................................................... 7

14.8 TAPIOCA ............................................................................................................................ 8

14.9 GRAIN ................................................................................................................................. 8

14.10 CEMENT IN BULK ............................................................................................................. 9

14.11 POLLUTION PREVENTION AFTER DISCHARGING ...................................................... 9

15. PERSONAL SAFETY : ................................................................................................................ 1

15.1 SLIPS, TRIPS AND FALLS ................................................................................................ 1

15.2 STAIRS AND WALKWAYS ................................................................................................ 2

15.3 HANDLING LINES.............................................................................................................. 2

15.4 HEARING AND EYE PROTECTION ................................................................................. 3

15.5 PORTABLE LADDERS ...................................................................................................... 4

15.6 WORKING ALOFT OR OVERSIDE .................................................................................. 5

15.7 HANDLING CAUSTICS, ACIDS & OTHER HAZARDOUS MATERIALS ........................ 5

15.7.1 STOWAGE OF CHEMICALS ............................................................................................ 6

15.8 LIFTING EQUIPMENTS ..................................................................................................... 6

15.8.1 SAFETY WHILE LIFTING ITEMS ...................................................................................... 6

15.8.2 SAFETY PROCEDURES FOR LIFTING OPERATIONS ................................................. 7

15.9 SAFETY WHILE OPERATING POWER TOOLS ...........................................................10

15.10 SAFETY WITH USE OF GALLEY EQUIPMENT ............................................................10

16. HEALTH HAZARDS ASSOCIATED WITH CHEMICAL CARGOES:- ........................................ 1

16.1 GENERAL ........................................................................................................................... 1

16.2 POISONS ............................................................................................................................ 1

16.3 CARGOES HAVING SKIN CONTACT HAZARDS ........................................................... 1

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16.4 CARGOES HAVING INHALATION HAZARDS ................................................................ 2

16.5 INGESTION HAZARDS ..................................................................................................... 2

16.6 CORROSIVE CARGOES .................................................................................................. 2

17.0 SAFETY WHILE WORKING ON SYSTEMS ............................................................................... 1

17.1 GENERAL ........................................................................................................................... 1

17.2 LOCK OUT /TAG OUT SYSTEM ....................................................................................... 1

17.3 STEAM SYSTEMS ............................................................................................................. 3

17.4 HYDRAULIC AND PNEUMATIC EQUIPMENT ................................................................ 3

17.5 HIGH PRESSURE (HP) HYDRO-BLASTING EQUIPMENT ............................................ 3

17.6 ELECTRICAL WORK ......................................................................................................... 5

ELECTRICAL WORK SAFETY FLOW CHART ............................................................................... 8

18. HELICOPTER OPERATIONS : ................................................................................................... 1

18.1 GENERAL ........................................................................................................................... 1

18.2 OPERATIONAL INSTRUCTIONS ..................................................................................... 1

19. CHECKLISTS .............................................................................................................................. 1

CHECK LIST NO. 1.1 : ENCLOSED SPACE ENTRY PERMIT & CHECK LIST (REFERENCE SECTION 7.8) ........................................................................................... 1

CHECK LIST NO.1.2 : PUMPROOM ENTRY PERMIT & CHECK LIST ....................................... 1

CHECK LIST NO.1.3 : CARGO COMPRESSOR ROOM ENTRY PERMIT & CHECK LIST ........ 1

CHECK LIST NO. 2.1 : PERMIT TO WORK – ELECTRICAL INSTALLATIONS......................... 1

CHECK LIST NO. 2.1A ...................................................................................................................... 2

PERMIT TO WORK – ELECTRICAL WORK ON MSB AND ESB ................................................... 2

CHECK LIST NO. 2.1B PERMIT TO WORK – HIGH VOLTAGE EQUIPMENT ........................... 3

CHECK LIST NO. 2.1C ...................................................................................................................... 4

CHECK LIST NO. 2.2 : PERMIT TO WORK – ALOFT AND/OR OVERSIDE ............................... 1

CHECK LIST NO. 2.3 : PERMIT TO WORK – PIPELINES & PRESSURE VESSELS .................. 1

CHECK LIST NO.3.1 : HOT WORK PERMIT - TANKERS ( FOR HAZARDOUS AREAS) (REFERENCE CHAPTER 11 & ISGOTT CHAPTER 9.4 & 9.8.13)................................. 1

ADDENDUM TO CHECKLIST NO.3.1 (19.3.1.1) HOT WORK PERMIT – TANKERS ................... 1

CHECK LIST NO.3.2 : ADDITIONAL HOT WORK PERMIT FOR ENCLOSED SPACE- TANKERS & OBOS ........................................................................................................... 1

CHECK LIST NO.3.3 : HOT WORK OFFICE APPROVAL INFORMATION SHEET - TANKERS ( FOR HAZARDOUS AREAS) ........................................................................................... 1

CHECK LIST NO.3.4: HOT WORK PERMIT - NON BULK OIL CARRIERS (REFERENCE CHAPTER 11 ) ................................................................................................................... 1

CHECK LIST NO.3.5 : HOT WORK PERMIT - FOR ENGINE ROOM (REFERENCE CHAPTER 11/ ISGOTT CHAPTER 9.4 & 9.8.13) ............................................................................... 1

CHECK LIST NO.4.1 : SHIP/SHORE SAFETY CHECK LIST NO. 4 (REF. ISGOTT 26.3.3) ....... 1

CHECK LIST NO.4.2 : BUNKERING OPERATIONS ....................................................................... 1

CHECK LIST NO.5 : SHIP/SHORE SAFETY CHECKLIST FOR LOADING OR UNLOADING DRY BULK CARGO CARRIERS ....................................................................................... 1

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GUIDELINES FOR COMPLETION OF THE SHIP/SHORE SAFETY CHECKLIST FOR

LOADING OR UNLOADING DRY BULK CARGO CARRIERS ....................................... 3

CHECK LIST NO.6: BEFORE DIVER'S UNDERWATER INSPECTION OR/AND WORK ........... 1

CHECK LIST NO.7 : SAFETY CHECK LIST FOR PAINTING* IN ENCLOSED SPACES ............ 1

CHECK LIST NO.8 : SAFETY CHECK LIST FOR HYDROBLASTING ......................................... 1

CHECK LIST NO. 9: ISOLATION PERMIT ( LOCK OUT – TAG OUT OR LOTO ) ....................... 1

EMERGENCY SQUAD DUTY CARD.................................................................................................. 1

GENERAL ( FOR ALL EMERGENCY SQUAD MEMBERS) : PREPARATION FOR ENTRY BY FIRE FIGHTERS .......................................................................................................... 1

NO. 1. OF THE EMERGENCY SQUAD .............................................................................................. 1




NO. 5 OF THE EMERGENCY SQUAD ............................................................................................... 5

SUPPORT SQUAD DUTY CARD ....................................................................................................... 1

NO. 1. OF THE SUPPORT SQUAD .................................................................................................... 1

SUPPORT SQUAD DUTY CARD ....................................................................................................... 2

NO. 2. OF THE SUPPORT SQUAD .................................................................................................... 2

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REVISION SHEET

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REVISION SHEET

When It Becomes Necessary To Revise This Manual, Corrections Will Be Made By The Issue Of A New Page(s) In The Relevant Section

These correction pages will bear a section and page number along with date which must be entered on this Revision Sheet and initialled by the Master and Chief Engineer for manuals which are respectively maintained by them as detailed in Chapter One section 1.3 after insertion into this book.

REVISED PAGES(S) MASTER/ CHIEF ENGINEER

REVISED PAGES(S)

MASTER/ CHIEF ENGINEER

NO DATE INITIALS NO DATE INITIALS Complete Safety Manual Revised and Edition No. 3 is the Successor.

Jun 2007

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

Jan 2011

Chapter 2 : Page 7/10 Dec 2007 Preface: Pg 1/1 Revision Sheet: Pg. 1/1 Chapter 1 : Pg. 2/4

Aug 2011

Chapter 3 : Addendum 1/4, 2/4 & 3/4 Chapter 11 : Complete Checklist 19.1.1 (3/3) Checklist 19.3.1 (1/2) Checklist 19.3.1.1 (Addendum to 3.1) Checklist 19.3.2.1 Checklist 19.4.2 (4/4)

Jan 2009

TOC : All Revision Sheet : 1/1 Management’s Review: 2/2 Masters Review : Deleted Chapter 1: 1/4, 3/4, 4/4 Chapter 3: 13-14/15, Addendum 4/4 Chapter 4: 2/6, 3/6, 5/6, 6/6 Chapter 5: 4/10-6/10, 10/10 Chapter 7: All Chapter 12: 4/5, 5/5 Chapter 13: 1/5-3/5 Chapter 14: 1/9 Chapter 15: All Chapter 17: All Chapter 19 Checklists Checklist 19.1.1-19.1.2: All Checklist 19.2.1-19.2.3: All Checklist 19.3.1-19.3.5: All Checklist 19.8: All

Jan 2012

Chapter 3 : Page 5/15 Apri 2009 Chapter 1 : Page 2/4,3/4 Chapter 2 : Page 1/10, 2/10, 4/10, 5/10, 7/10 Chapter 3 : Page 1/15, 3/15, 13/15, Addendum (1/4) Chapter 5 : Page 2/10, 3/10 4/10, 6/10, 10/10 Chapter 7 : Page 1/5, 2/5 Chapter 11: Entire Chapter Chapter12 : Page 1/5, 4/5, 5/5 Chapter 17 : Removed Chapter contents Chapter 19 : Entire Chapter

Jan 2010

TOC : All Revision Sheet : 1/1 Chapter Three : Addendum (1/4) B Chapter 19 : All Checklists only

Aug 2012

Contents : Pg. 1-6 Revision Sheet Management Review : 2/2 Chapter 1 : 3/4 Chapter 2 : 7/10 Chapter 3 : 2/15, 12/15 Chapter 8 : 2/6, 3/6, 6/6 Chapter 9 : 2/4 Chapter 16: 2/3

Jun 2010 TOC : All

Revision Sheet : 1/1 Management Review : 2/2 Chapter 3 Addendum : 1/4A, 1/4B, 4/4 Chapter 5 : 1/10 Chapter 11 : 5/14 Chapter 12 : 3/5 Chapter 14 : 9/9 Chapter 19 - Checklists 19.1.1 : All , 19.2.1 : 4/4 19.2.2 : 1/1, 19.3.4 : 1/1

Feb 2013

Contents : Pg 6/6 Revision Sheet Chapter 19: Emergency Squad Duty Card - 7 pages

Jul 2010

TOC : All Revision Sheet : 1/1 Chapter 3 : Pg. 15 & Addendum (all)

Oct 13

WALLEM


REVISION SHEET

2/2


REVISED PAGES(S) MASTER/

CHIEF ENGINEER

REVISED PAGES(S)

MASTER/ CHIEF ENGINEER

NO DATE INITIALS NO DATE INITIALS

Table of Contents : All Revision Sheet : All Chapter 1 : All Chapter 2 : Pg.9/10 & 10/10 Chapter 3 : Pg 14/15 Addendum (2/5) A & (1/5)B Chapter 7 : All Chapter 9 : Pg. 3/4 & 4/4 Chapter 10 : Pg 1/8 & 6/8 Chapter 11 : 4/14 Chapter 13 : All Chapter 15 : All Chapter 19 : Checklist No. 19.1.1 : All Checklist No. 19.1.3 : All Checklist No. 19.3.3 (New insertion)

May 14

WALLEM


MANAGEMENT’S REVIEW

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Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : - - - Approved by : Managing Director

MANAGEMENTS REVIEW

SECTION REVIEWED

DATE REMARKS INITIALS

Complete manual Dec 1994 Complete manual revised. PT

Complete manual Dec 1995 Manual & Safety practices in conformity. DSH

Complete manual Dec 1996 To include Hot Work Flow chart into section 11 at next revision of Manual.

DSH

Complete manual Dec 97-Jan 98 Emergency Organisation Chart Chptr 2, Emergency Exercises Programme Chptr 3, Hot Work Procedures Chptr 11, Personal Safety Chptr 15, Check List No.3 (19.3.1), Ship/Shore Safety Check list (19.4) & (19.5) revised.

DSH

Complete manual Dec 1998 Complete manual reviewed. No changes are necessary.

DSH

Complete manual Dec 1999 Evaluation of Emergency Drills and Checklist No.1

(Enclosed Space Entry) to be included and amended respectively.

DSH

Chapter 12 Feb 2000 Smoking Regulations to be amended as Fleet Letter after recent incident

DSH

Complete manual Oct 2000 Complete manual reviewed. Sections amended under Chapter 5 (Fire Prevention & Control), Chapter 7 (Enclosed Space Entry), Chapter 8 (Toxic gases), Chapter 11 (Hot Work Procedures), Chapter 14 (Dry Bulk cargoes), Chapter 15 (Personal Safety) and Chapter 17 (O/B/O & O/O ships).

Chapter 19: Checklists 19.1 (Enclosed Space Entry) and 19.3.1, 19.3.2, 19.3.3 (Hot Work) revised completely. Permits to work 19.2.1 (Electrical installations), 19.2.2 (Working aloft/overside) and 19.2.3 (Pipelines & pressure vessels) newly added.

DSH

Chapter 19 Jan 2002 Added new section 19.7 (Checklist & Precautions for painting in Enclosed Spaces)

DSH

Chapter 15 June 2002 Section 15.11 (High Pressure Hydroblasting Equipment) revised completely. Full Chapter 15 replaced in manual.

DSH

Complete manual Dec 2003 No changes are necessary DSH

Chapter 7, 15 &19 Oct 2004 Revised Section 7.9 on Pumproom Procedures Section 15.7 Handling Hazardous Substances Section 15.7 Handling Hazardous Substances

NK

2nd Edition

All Sections Page headers amended to job titles only, not individuals name.

Jan 2006 Revised sections as follows: Chapter 1 1.5 - Tool box meetings Chapter 2 2.17 SIRIS reporting system replaced SAFIR report. Chapter 3 Addendum (1/1) Chapter 5 Fire Fighting on PCCs / PCTCs Chapter 7 Rescue From enclosed Spaces Chapter 8 Toxic Gas Release Procedure Chapter 15 15.5.1 Gangways Chapter 19 19.6 - Divers / Underwater work check list.

CPS

This is a review of Safety Manual on a regular basis done by Safety & Insurance Department. Section(s) reviewed are to be noted above with remarks. In the event of “no comments” an entry to that effect is to be made. All sections are to be reviewed so that the complete Safety Manual is reviewed annually.

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MANAGEMENT’S REVIEW

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SECTION REVIEWED

DATE REMARKS INITIALS

Complete manual Aug 2006 Revised sections as follows: Preface Copies held on board changed to 2 number Revision sheet Change in copies on board and format of the sheet Chapter 1 Entire chapter Chapter 2 2.1 General, 2.6 Command, 2.9 First aid &

Provision squad, 2.13.1 Supplementary equipment station, 2.14 General Emergency station 2.17 Safety committee, 2.20 Emergency organization chart

Chapter 3 3.1 Training, 3.7 Galley, 3.19 Added action on General, Emergency, 3.20 Revised Addendum Page 1, 2 and 3

Chapter 5 5.17 Fire prevention – Machinery spaces Chapter 7 7.5 Gas tests for entry Chapter 11 Relevant sections amended to incorporate

new hot work requirements Chapter 12 12.5 Air conditioning, 12.9 Loading, 12.10

Discharging, 12.13 Deck watch, 12.19 COW Notice,

Chapter 14 14.3 Coal, 14.11 Pollution prevention section added

Chapter 15 15.1 Slips, Trips and falls, 15.6 Working aloft or overside, 15.9 Steam systems

Chapter 19 All Hot work permits revised, Ship shore checklist revised.

CPS

Complete manual Jun 2007 Entire Manual Revised for compliance with 5th Edition of ISGOTT.

CPS

Complete Manual Jan 2009 Entire Manual reviewed and revision as per revision sheet CPS & SR

Complete Manual Jan 2010 Entire Manual reviewed and revision as per revision sheet CPS & SR

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

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

DSH

Complete Manual 01/12 Entire Manual reviewed and revision as per revision sheet DSH

Complete Manual 02/13 Entire Manual reviewed and revision as per revision sheet VMS, SR

Complete Manual 05/14 Entire Manual reviewed and revision as per revision sheet VMS, JCTY

This is a review of Safety Manual on a regular basis done by Safety & Insurance Department. Section(s) reviewed are to be noted above with remarks. In the event of “no comments” an entry to that effect is to be made. All sections are to be reviewed so that the complete Safety Manual is reviewed annually.

(!)

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SIGNATURE CARD

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SIGNATURE CARD All officers joining the vessel must indicate that they have read and understood the contents of the Safety Manual by signing below:-

DATE NAME SIGNATURE DATE NAME SIGNATURE


SAFETY MANUAL

CHAPTER ONE

INTRODUCTION

1/5


1 INTRODUCTION :

1.1 PURPOSE OF MANUAL

The first consideration of the Master and every Officer and seaman/rating on board must be the Safety of the lives on board and of the ship.

This Electronic Format of this Manual (CD ) is to be made available to and be read by all Officers as soon as possible after joining. Crew members should also be encouraged to familiarise themselves with the contents.

The procedures in this Manual must be followed at all times as far as is practicable.

1.2 CODES AND REGULATIONS

This Manual is to be read in conjunction with the Latest edition of the Code of Safe Working Practices for Merchant Seamen and the latest editions of following publications :-

1. Company's Shipboard Management Manual & Fleet Letters on the subject ofsafety.

2. Company's Bridge Procedures Guide.

3. IMSBC Code for solid Bulk Cargoes

4. Guide to Helicopter/Ship Operations.

5. Marine Notices issued by Flag State Authority.

6. SOLAS, 1974 and its protocols

7. IAMSAR.

8. MARPOL 73/78.

ADDITIONAL FOR TANKERS

9. International Safety Guide for Oil Tankers and Terminals (ISGOTT).

10. IMO Inert Gas Systems & ICS/OCIMF Inert Flue Gas Safety Guide.

11. IMO Crude Oil Washing System.

12. ICS Clean Seas Guide for Oil Tankers.

13. ICS/OCIMF Prevention of Oil Spillages through Cargo Pumproom Sea Valves.

14. ICS/OCIMF Ship to Ship Transfer Guide (Petroleum).

15 Ships COW and Inert Gas Manuals.

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Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Rev. Date : May 2014 Approved by : Managing Director

SHIP SPECIFIC MANUALS

1. Training Manual 2. Fire fighting training manual and Operational booklet

1.3 AVAILABILITY OF MANUAL

This Manual (Total 1 Hard Copy & 2 soft copies) is to be made available to all Officers and Crew.

Copies are to be kept at the following locations :- 1. Navigating Bridge (hard copy) (maintained by Master) 2. Engine Control Room (e-Manuals CD) (maintained by Chief Engineer) 3. One CD accessible to all

All newly joined officers should be instructed to familiarise themselves with the contents

as soon as possible after joining, and sign the signature card; Deck Officers and Engineer Officers to sign the Navigating Bridge copy.

The Manuals are the property of the Company, and it is the duty of the Master & Chief

Engineer to ensure that all copies are kept at their respective locations. The Manual must not be made available to outside personnel without the permission of

WALLEM . 1.4 TRAINING Avoidance of accidents and successful response to an emergency situation is entirely

dependent on the level of training achieved, and the Master is to personally concern himself with all aspects of shipboard training in safety and emergency procedures and in the use of safety equipment. Exercises and drills should be conducted in a realistic manner against imaginary or simulated situations.

1.4.1 DRILL SCHEDULES

The drill schedules given in the Addendum of Chapter III of the Safety Manual are

company’s requirements. The vessel shall make all effort to comply with the drill requirements in the matrix. However, if vessel is not able to comply with the frequency mentioned therein, vessel to positively comply with the relevant requirements of SOLAS regulation.

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1.5 LOSS TIME INJURY FREQUENCY (LTIF)

Many accidents on board can be avoided if simple safety checks are carried out. The Onboard safety culture and risk assessment begins with the daily toolbox meeting, which is described in detail in the next section. Wallem has also been promoting a very simple slogan “Engage the Brains BEFORE the Hands.” This involves the following: 1. Stop observe 2. Think – Through task. 3. Identify Hazard (Risk) 4. Use common sense and your seamanship to control possible risks and

COMMUNICATE 5. Go about safely completing the task.

Pocket sized, Pictorial cards with the above quotes are regularly sent to the ships so that they are distributed to the staff. The staff can carry the cards with them and apply the directives mentioned to reduce LTI. LTIs stand for Lost Time Injuries. Lost time injuries are the sum of Fatalities, Permanent Total disabilities, Permanent Partial disabilities and Lost workday cases. (LTIs = Fatalities + PTD + PPD + LWC). LTIF is only considered from the day after the incident and should be reflected in the SIRIS reports. Wallem is continuously reviewing the accident statistics annually and LTIF is calculated and sent to the vessels. Mid Year review may also be carried out. It is our endeavor to have an LTIF, which is lower than the industry LTIF. The LTIF targets are set at the beginning of the year and it is our endeavor to achieve the LTIs that has been set. Wallem is also promoting the following slogan to be practiced, which is detailed as 1. Use your brains before your hands 2. Never walk past a safety and Housekeeping problem 3. Fix the roof before it starts to rain 4. The best way to save money is to spend it wisely.

Chapter 15 in this manual on Personal safety provides guidelines on Personal safety and is to be used as guide to avoid lost time accidents.

Vessels are also supplied with various publications from UK MCA, P & I Clubs and other organizations which are included in the SMS DVD. The contents of these publications are to be discussed during safety meeting. Vessels are to also refer to WFOM booklets and CD’s for additional information and presentation on Personal safety.

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1.6 WORK PLANNING & TOOL BOX MEETINGS

Work Planning is an essential task for all activities on board vessel. The Deck and Engine room operational heads should have a daily work plan meeting. Such planning should preferably be done on the day previous to the day the work is to be done to allow sufficient time to study and assess the jobs to be done, both onsite and offsite, by consulting relevant manuals or guidelines as well as discussing with the office where felt necessary. This is essential to achieve safety of execution and operational efficiency, through proper allocation of manpower, equipment or machinery and other resources, ensuring good co-ordination and communication between departments and within the departments involved. The plan meeting can be done either in person or by phone. The Tool Box meeting must still be held before the work is started so that any changes in conditions can be allowed for to ensure smooth and safe operations. The conduct and a brief note of the work planning meeting should be inserted in the same register or log in which the toolbox meeting is recorded. The work of outside contractors working on board shall be included in the work planning meeting.

1.7 TOOL BOX MEETINGS Toolbox Safety Meetings are 5 to 10 minutes on-the-job meetings held to keep seamen alert to work-related accidents (and illnesses)

Toolbox Safety meetings can be used to address actual problems on the job. The person leading the meeting can draw on the experiences of seamen in the group, and use that experience to remind all present, especially the newer ones – of the dangers of working with particular kind of machinery, tools, equipment, materials and the job physical environment. Toolbox meeting are to be held before each mooring operation. Outside contractors working on board shall also be included in the toolbox meeting. If a team is carrying out the work, the team leader can be included in the meeting and the team leader would then have a toolbox meeting with his team. The co-ordination of work between the outside contractors and the ship’s crew should be part of the tool box meeting.

What to talk about? Talk about work practices, machinery, tools, equipment, attitudes and anything else that may cause or contribute to a work-related accident or illness; keep the topic relevant.

Choose a topic you think needs safety review. If you notice that oil rags or oil on floor plates aren’t being cleaned up promptly, discuss it.

If there has been an accident or a near accident on the job, or an incident received as “experience feedback” form the office; talk about it. What happened? Where did it happen? How can it be prevented from happening again.

How to run a Good Meeting

Hold the meeting on the job, preferably where everyone can sit or relax. Hold the meeting at the beginning of the work day, right after lunch, or after a

break. Choose the topic carefully. Topics should be about HSE. Don’t choose too broad a topic. You can’t cover “Hand Tool Safety” in a 10

minute meeting. Instead, try a topic like “Defective Hand Tools”.

(!!) (!!) (!!)

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INTRODUCTION 5/5


Encourage as much people participation as possible, yet keep your meeting

short. Meetings should be interactive and suggestions from all members to be carefully

considered.

1.8 PERMIT TO WORK

Permits are used for hazardous and dangerous operation or areas. Permits are used to determine and record the risks associated with a job and is a tool for risk assessment. Various Permits to Work are given in Chapter 19 and are to be used for the specific task. The Permit is to be issued by the responsible officer as stated in the Permit. Each permit is to be numbered and one copy is to be posted at the site. It is recommended that permits are numbered as 01/07, 02/07 etc and the numbering started afresh the next calendar year. If the same permit is used in different departments, the number to be prefixed by D or E. (Ex: Working aloft permit).

Some of the Permits have a declaration of closure. The Permit is to be closed by responsible officer and date / time of closure to be inserted in the permit. Adherence to the requirement of the permit and the identification of any deviation from the specified controls or expected condition is essential in safely completing the task. Any closure of permit due to change in safe condition or controls as specified in the permit are to be fully investigated. The reason for early closure due to change in condition or control may also require a SIRIS report to be prepared and sent to the office.

WALLEM


CHAPTER TWO EMERGENCY ORGANISATION

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Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : Jan 2010 Approved by : Managing Director

2. EMERGENCY ORGANISATION :

2.1 GENERAL The ship's Emergency Organisation comprises all members of the ship's company who will

be directly involved in responding to a general emergency. It includes personnel under training who are additional to the normal ship's complement but does not include wives and other supernumeraries.

The Emergency Organisation is centered on an EMERGENCY SQUAD under the

command of a senior officer and which will take whatever action is necessary and possible to deal with an emergency. On the sounding of the EMERGENCY STATION SIGNAL or fire alarms the Emergency Squad will muster at the EMERGENCY HEADQUARTERS from which position they will collect their equipment.

Selected personnel will be assigned to SPECIAL DUTIES. Their actions will largely be

governed by the circumstances but their principal functions will be to provide technical support.

A SUPPORT SQUAD under the command of an officer will muster at a nominated spot

adjacent to the mustering point of the emergency squad. The main functions of this squad will be to provide support and back-up for the Emergency Squad and to prepare the lifeboats for launching.

A FIRST AID AND PROVISIONS SQUAD will muster outside the Hospital or

adjacent to the mustering point for support squad.

2.2 ALLOCATION OF EMERGENCY STATIONS The stations or duties shall be recorded on the Emergency Station Bill. The substitutes for the Emergency squad In Charge and the Support squad In-Charge

should be mentioned in the Emergency station bill. When officers are changed or when a major crew change takes place, the Emergency

Organisation should be mustered as soon as possible and certainly before the vessel leaves port. An emergency exercise should be held within 24 hours of leaving the port.

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2.3 LOCAL EMERGENCIES

Situations which are considered local emergencies are many and varied and may include

any of the following:- The various emergencies and the procedures / checklist to deal with the emergencies are given in the Major Casualty Contingency Manual (MCCM). Descriptive procedures are given in Chapter 3 of this manual. The checklists for the various emergencies are provided in the MCCM and are to be used during drills so as to familarise the staff with the emergency procedures. Machinery or control system alarms are not normally considered to be general

emergencies and the Emergency Station Signal should only be sounded if a mechanical or control system failure has resulted, or may result in a local emergency.

2.4 EMERGENCY STATION SIGNAL THE SIGNAL FOR A LOCAL EMERGENCY IS THE CONTINUOUS SOUNDING OF THE

EMERGENCY ALARMS ACCOMPANIED BY FOUR LONG BLASTS ON THE SHIP'S WHISTLE.

2.5 EMERGENCY SQUAD The Emergency Squad will normally consist of the following personnel:- 1. Chief Officer 2. 2nd Engineer 3. An Engineer Officer or Petty Officer 4. Chief Petty Officer/Bosun/Serang 5. Petty Officer or Rating

6. Rating

7. Rating

8. Rating

9. Rating. 10. Rating

The Chief Officer and Second Engineer will always be Nos. 1 and 2 of the Emergency

Squad, with the Chief Officer normally in charge when tackling any emergencies outside of the engine room and the Second Engineer taking charge of emergencies within the machinery spaces. The Second Officer and Third Engineer will substitute for Chief Officer and Second Engineer respectively in case either is a casualty. If the Third Officer is in charge of the support squad, then the third officer will substitute for Chief Officer in case the Chief Officer is a casualty. The final composition of the Emergency Squad will always rest with the Master, Nos. 3 - 10 will be chosen from the most suitable officers and ratings.

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2.6 COMMAND The Master will be in overall command of the emergency and will normally proceed to the

Bridge whether the ship is at sea or in port. Should the Bridge be inaccessible or be in danger of being cut off by the emergency, an

alternative command position will be established. The Third Officer will go to the Bridge, if not already on watch, to take over navigating

duties and assist the Master. He will fix the ship's position and prepare an information slip. The Support Squad incharge will be the Second officer. The 3/O or the officer designated for distress communication will prepare to send messages as directed.

The duty AB will remain on watch and take the helm if required. He will be responsible for

taking down the lifeboat radio, EPIRB, SARTs, VHF sets, etc. & ensuring these are placed inside the lifeboat he is instructed to by the Master.

2.7 SPECIAL DUTIES CHIEF ENGINEER If not in the Engine Room at the time of the emergency he will

proceed first to the Emergency Headquarters and once informed of the nature of the emergency will act on his own discretion and in consultation with the Master.

ELECTRICIAN or ETO As directed by Chief Engineer. He may be required to isolate

electric circuits or to stop/start machinery. COMMUNICATIONS The Third officer will handle communication as directed by the

Master. Where Third Officer is not GMDSS qualified, the Second Officer will change Emergency Stations duties with him after Master verifies that the Third Officer is a capable substitute for Second Officers’ duties.

DUTY ENGINEER During manned engine room operations the Duty Engineer will

remain on watch even if he is a member of the Emergency Squad. The Engineers not on watch will muster with the Emergency Party or the support squad. During unmanned engine room operations the Duty Engineer will always proceed first to the Emergency Headquarters to establish the nature of the emergency. If the automatic fire detection system in the engine room is the cause of the alarm, investigation must be undertaken by properly equipped senior engine room personnel.

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2.8 SUPPORT SQUAD The Support Squad will be under the charge of the Second Officer or Third Officer and the

main duties will be to: - supply extra equipment to the Emergency Squad - provide extra (or substitute) manpower - form additional hose parties if instructed - conduct boundary cooling or boundary starvation as directed - prepare lifeboats and life rafts if required

2.9 FIRST AID AND PROVISIONS SQUAD The Squad will comprise of all members of the Catering Staff in the charge of the

Senior Cook or Messman and will muster outside the Hospital or adjacent to the mustering point for support squad.

The Cook/ Messman will report to the Bridge through the support squad. The squad will

standby for transportation and care of casualties, and the supply of extra water and of blankets to the lifeboats.

2.10 PERSONNEL ON WATCH The Engineer Officer and Ratings on watchkeeping duty will remain on watch. Any other

personnel in the Engine Room will proceed to their emergency stations. The duty rating on the Bridge will remain on watch. The Navigating Officer on watch will be

relieved by the Third Officer. 2.11 WIVES AND SUPERNUMERARIES

Wives and supernumeraries will report to the Bridge. 2.12 EMERGENCY HEADQUARTERS (EHQ) The Emergency Headquarters, as the name implies, is the main centre of the emergency

organisation along with the Emergency Squad. Vessels inducted into management, if not already provided with an EHQ, must have one established immediately on takeover.

An Emergency Headquarters will be established in the accommodation or at a suitable

location where :- a) it is unlikely to be cut off by fire or smoke; b) it affords reasonable access to Upper Deck, Engine Room, Accommodation; c) it should be sufficiently large to accommodate emergency equipment; having two

doors is an advantage. This is the mustering position for the Emergency Squad. The EHQ contains sufficient equipment to enable the Emergency Squad to proceed and

tackle the emergency.

The BA sets and the Fireman’s suit in the EHQ to be kept hung and be ready for use. The Fire Control/ Safety Plan to be amended for inclusion of the EHQ and class to approve

in due time.

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2.13 SUPPLEMENTARY EQUIPMENT STATIONS (SES)

2.13.1 Tankers SES No. 1 Forward in the ship / Amdiship on Large vessels SES No. 2 At the after end of the Tank Deck SES No. 3 Adjacent to Engine Room access or inside ER. 2.13.2 Tankers & Chemical Carriers with Multi Cargo Pumprooms SES No. 1 Forward in the ship SES No. 2 - 3 Top of each Cargo Pumproom SES No. 4 Adjacent to Engine Room access or inside ER. NOTE - The total number of SES in these ships will depend on the number of

Cargo Pumprooms. The example above assumes a Chemical Carrier with 2 Cargo Pumprooms.

2.13.3 Bulk Carriers & Other Ships SES No. 1 Forward in the ship SES No. 2 Adjacent to Engine Room access or inside ER.

Details of the equipment contained in these stations is shown on the ship's Safety Equipment Plan.

2.14 GENERAL EMERGENCY (BOAT) STATIONS THE GENERAL EMERGENCY (BOAT) STATIONS SIGNAL WILL BE SEVEN OR MORE

SHORT BLASTS FOLLOWED BY ONE LONG BLAST ON THE SHIP'S WHISTLE AND REPEATED ON THE EMERGENCY ALARMS.

THE ORDER TO ABANDON THE SHIP WILL BE GIVEN ONLY BY THE MASTER

OR HIS DEPUTY. 2.15 EMERGENCY ORGANISATION IN PORT Sufficient personnel should always remain on board to deal with emergencies. The telephone number of the Port Emergency Services together with any other means of

summoning assistance, should be posted in prominent positions preferably near a VHF, Inmarsat phone, etc.

The local Fire or Emergency Services will usually assume control in a major emergency.

The ship's Emergency Organisation will therefore be prepared to:- a) tackle the emergency in the first instance, and b) liaise with and assist the local Fire or Emergency Services if and after they

have taken control. When the Emergency Alarms are sounded in port, all members of the ship's company will

muster on deck, outside the Emergency Headquarters, with the following exceptions:- a) The Master will proceed to the Bridge. If he is ashore, another Officer must

be detailed to man the Bridge.

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b) The Chief Engineer Officer will proceed to the Engine Room unless the

emergency is in that space in which case he will join the Emergency Squad and don suitable equipment before entry.

c) Watchkeepers in the Engine Room will remain on watch d) Supernumeraries, visitors and shore labour will identify themselves to the

bridge before they proceed ashore. An Emergency Party will be formed from the personnel remaining on board. If the emergency is in the Engine Room, the senior Engineer Officer will direct operations.

The senior Deck Officer will direct operations to deal with a situation outside the machinery spaces.

The Bridge will be the main command and communications centre and will form a link with

the Shore. If there is a possibility of the Bridge becoming isolated due to the nature and location of the emergency, the command and communications centre will transfer to the Emergency Headquarters.

Any information on the Bridge, from the fixed fire detection equipment, must be passed to

the Emergency Squad without delay. The leader of the Emergency Squad must keep the Bridge informed of the situation so that

up-to-date information may be passed ashore. The Engineer Officer on watch will ensure that sufficient water for fire fighting is provided

and, if required, additional electrical power. The Officer in charge of the Emergency Squad will:- a) Inform the Bridge of the emergency situation and manpower available b) Take immediate steps to contain the emergency c) Pass the following information on to the Senior Fire Service Officer:- 1) Location and type of emergency

2) Action already taken 3) Equipment and manpower available 4) Details of stability 5) Details of cargo 6) Tank disposition 7) Crew list, number of casualties (if any) and persons not accounted

for. In many ports, the Senior Fire Service Officer automatically assumes

control of the emergency. NOTE - When berthed at offshore moorings or island jetties, the ship is considered

to be at sea and must be prepared to tackle emergencies unaided.

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Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : June 2010 Approved by : Managing Director

2.16 SAFETY OFFICER

The Chief Officer is the 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 and the Chief officer to co-ordinate with Second Engineer to ensure that documented risk assessment has been carried out prior all important and critical jobs.

2.17 SAFETY COMMITTEE

Each ship will form a Safety Committee comprising representatives from all sections of the Ship's Company with the Master as Chairman. Details are provided in SBM I

2.18 FIRE CONTROL PLANS (SAFETY EQUIPMENT PLANS)

The Fire Control Plans are to be located in prominently marked weather proof containers outside the accommodation and should consist of:-

i) One copy of the ship's Fire Control Plan ii) Cargo and Stability Information iii) Up to date crew list. Note : These plans are to be amended for any additions or changes in safety equipment,

eg. establishing an EHQ where previously none existed when a vessel is taken over for management.

2.19 FIRE PATROLS Please refer to Section 1.17 of the Bridge Procedure Manual.

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2.20 EMERGENCY ORGANISATION CHART

* The Duty Engineer will remain on watch, or if UMS he will proceed to the Engine

Room via the EHQ. His place in the Emergency Squad will be taken by another off watch Engineer. Two Engineers will muster with the Emergency Squad.

** Third officer or Second Officer will assume Bridge Duty and Communications. *** Master to decide and specify Alternate In charge for Support Squad.

GMDSS STATION Third Officer**

FIRST AID & PROVISION

SQUAD Chief cook Crew cook Messman Messman

SUPPORT SQUAD Second officer Cadet *** Petty Officer*** Rating Rating Repairmen

COMMUNICATION Third officer **

BRIDGE Master

Third Officer** AB

SPECIAL DUTIES Chief Engineer

Electrician / ETO

FIRST AID & PROVISION

SQUAD Chief cook Crew cook Messman Messman

SUPPORT SQUAD Second Officer Cadet *** Petty Officer *** Rating Rating Repairmen

GMDSS manning

GMDSS manning with Additional deck officer

EMERGENCY SQUAD

1. Chief Officer 2. 2nd Engineer* 3. An Eng. Officer* 4. An EO or PO* 5. PO/Bosun 6. Rating 7. Rating 8. Rating 9. Rating 10. Rating

EMERGENCY SQUAD

1. Chief Officer 2, 2nd Engineer* 3. A Deck Officer 4. An Eng. Officer* 5. An EO or PO* 6. PO/Bosun 7. Rating 8. Rating 9. Rating 10. Rating 11. Rating

SPECIAL DUTIES Chief Engineer

Electrician

BRIDGE Master

Third Officer** AB



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Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Rev. date : May 2014 Approved by : Managing Director

2.21 SAFETY & FIRE PROTECTION WHILST IN SHIPYARD

TO REALISE THAT SAFETY OF THE SHIP DURING REPAIRS IS A RESULT OF A COMBINED EFFORT OF TWO PARTIES “THE SHIPYARD AND THE SHIP CREW”.

The vessel must have a daily safety meeting with shipyard personnel during repairs at dry dock or at anchor or at lay-berth. The minutes of meeting should be recorded. In most dry-docks, the minutes are recorded by the shipyard personal. In such cases, a copy of the minutes can be obtained and kept on board as record of the safety meeting. If the yard is not maintaining a record of the Safety Meeting, one of the vessel's officers to maintain the records and file them on board. Under normal operating conditions both at sea and in port the Crew is responsible for the Safety of the ship in accordance with procedures established by our SMS. During the ship’s stay in the Yard however, either for repairs or during construction, the Safety of the ship and its personnel is to a large extent dependent upon the Shipyard’s own Safety Management System. The Situation is aggravated by the fact that during the repair period a number of the ship’s systems may be out of operation. The ship and personnel aboard may thus be exposed to unexpected and unfamiliar risks and hazards. The Meeting should establish to incorporate measures to demonstrate that all shipyard personnel are competent to perform their tasks safely. It is important to ensure that all personnel are conversant with the working conditions at the work site, the rules and standards related to the working environment and the HSE hazards and risks associated with the planned work. It must be ensured that that all subcontractors understand the principles and requirements of the system. Ensure that Yard’s personnel and contractors comply with all relevant national statutory requirements, approved codes of practice and other guidance on HSE matters. A permit to work system is in force in a written statement of the procedures to safeguard personnel working in potentially dangerous areas or in with potentially dangerous substances. The Shipyard should make available a Safety Arrangement Plan based on the general arrangement of the vessel. The plan should be displayed in prominent areas and updated promptly. The Shipyard should periodically prepare and issue to the on-site Owner Representative a written HSE report comprising an overview of all accidents, incidents and near-miss events. It is strongly recommended that shipyards have a formal Environmental Management System in place.

ORGANISATION OF FIRE PROTECTION ON BOARD DURING VESSEL'S STAY AT SHIPYARD The Master should consider the following points and agree on their implementation with the

shipyard on arrival. Find out who is the Safety & Fire Protection co-ordinator at the yard and direct all formalities

through that person. Make clear, as early as possible, what the responsibilities are between Vessel and the yard. The vessel's Chief officer & Deputy should instruct the yard about the vessel's fire protection system

and hand over the fire plan. He should also, together with other people concerned, be present at the briefing on the yard's safety regulations before the work starts.

Before the job is started, the required certificates and permissions should be issued. This applies to all

jobs executed by yard staff, vessel's crew, contractors called in by the yard or contractors called in by the owner/vessel.

(!)



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The vessel's Chief officer should instruct the Emergency Squad about the special conditions applicable

whilst in shipyard. He should also consider possible language difficulties vis-a-vis the yard. The Duty Officer shall:- - during "hot-work" - check that the fire-watchman and the fire-fighting equipment are readily

available. - after "hot-work" - perform a "fire check-up". - check the exists from the engine room, tanks, holds, accommodation etc. - during shipyard meal breaks, checks to areas where hot-work being done is to be made

specially for smoldering material. The vessel's Chief Officer or his Deputy shall if possible remain onboard during the whole stay at the

yard. The vessel's Chief Officer & his Deputy should be continuously updated about the vessel's fire fighting

situation with regard to open fire-doors and changed fire zones and take all the required precautions to facilitate alarm, detection, sectioning and guarding. It should be possible to activate, if needed, the permanent fighting systems (for example Halon and CO2), which have been temporarily shut off during the yard stay, or to replace them by other equivalent systems. The yard should be immediately informed about any changes in the vessel's fire protection status.

An alarm system between the vessel and the yard and/or the fire brigade should always exist. If there

is a fire onboard, the alarm should be immediately activated. The vessel's own safety system should as far as possible be kept intact. The following points should be

specially considered: - Arrange necessary and adequate lighting for escape from the engine area and other areas

which are difficult to evacuate.

- Cables, hoses, etc. should not be hauled through fire doors, thereby making it impossible to close the door.

- If some fire doors must be held open, then it is possible to prevent fire and smoke spreading in the initial stage by covering the opening with a light, noninflammable material, for example fibre-glass cloth.

- When hand fire-extinguishers, CO2-bottles and similar equipment have to be recharged, this should be done as far as possible onboard. If it is deemed more practicable to bring such equipment ashore, replacement equipment must be brought onboard.

- All the vessel's hydrants shall be kept under necessary pressure wherever possible. Note the freezing risk.

- If the vessel is equipped with a water sprinkler installation, this should be connected, as required, to water from ashore with enough pressure/flow.

- Wet sprinkler systems in the accommodation areas should not be cut off. It should also be possible to activate the water sprinkler system on car decks and similar spaces.

- The fire-watch, if possible a member of the vessel's crew, should make "fire rounds" 24 hours a day. This person must be made well aware of the vessel's safety systems and also of the possible risks. He must also know what steps to take in case of fire. The fire-watch shall inspect all areas where "hot-work" has been carried out and he should pay special attention to flammable material in dust bins and similar spaces.


CHAPTER THREE

EMERGENCY EXERCISES & PROCEDURES 1/15


3. EMERGENCY EXERCISES & PROCEDURES

3.1 TRAINING

All personnel must receive instruction in: a) Procedures for raising the alarm. b) Action to be taken upon discovery of a fire or other emergency. c) Function of the Emergency Organisation. d) Use of safety equipment. e) Preparation and lowering of lifeboats. f) Closing down procedures. g) Rescue from enclosed space. h) Action in the event of oil cargo or bunker leakage or spill. The Emergency Squad will train and rehearse to take necessary action in any type of emergency

that may arise and will familiarise themselves with all parts of the ship. Training will be provided for officers, petty officers and ratings on Emergency equipment. A

guidance format is available in Addendum 4/4 of this chapter. This is to be used after incorporating any additional changes which may be specific to the ship. Training to be carried out and records maintained for the training on the Emergency equipment.

An emergency exercise should be held once a week. This should alternate between exercising the

Emergency Organisation in simulated emergency conditions, and training in the use and operation of systems and equipment. Exercises should be planned with care, and dull routines avoided; the use of substitutes and reserves should be included from time to time.

Instructions in the use of the ship’s fire extinguishing appliances, life saving appliances and in survival at sea shall be given at the same interval as the drills and shall be covered within any period of two months. Every crew member shall be given instructions which shall include but not be necessarily be limited to : 1. Operation and use of ships inflatable liferafts 2. Problem of hypothermia, first aid treatment for hypothermia and other appropriate first aid

procedures 3. special instructions necessary for use of ships life saving appliance in severe weather and severe

sea conditions 4. Operation and use of fire extinguishing appliances.

A Sample form for maintaining record in training of emergency equipment is provided in Addendum

4/4.


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3.1 TRAINING (Continued) At the end of this chapter is an addendum which is a suggested yearly programme for

emergency exercises. The notes therein are self-explanatory. Page 2 and 3 of the addendum are Drill Evaluation forms which have to be filled for each fire

drill. Standard Logbook entries are to be made for each drill. Addendum 4 provides guidance on the equipment on which training is to be imparted.

3.2 LOCAL EMERGENCY PROCEDURES - GENERAL Anyone may initiate an emergency by simply pressing the Emergency Alarm Switch. This will bring

the Emergency Squad to the Emergency Headquarters and alert the remaining members of the Emergency Organisation.

A person having sounded the Emergency Alarms must also report the location and nature of the

emergency to the Bridge or to the Emergency Headquarters.

3.3 LOCAL EMERGENCY ALARMS - ACTION a) The Emergency Squad will muster at the Emergency Headquarters with the utmost speed. The first officer to arrive at the Emergency Headquarters will contact the Bridge to advise or

enquire about the nature and location of the emergency. In any case, communications must be established with the Master. On leaving the

Emergency Headquarters, the Emergency Squad will use portable UHF/VHF transceivers for communications.

b) Personnel assigned with Special Duties will proceed to their stations. c) The First Aid and Provisions squad will proceed to their muster point. d) The Support Squad will muster and await instructions. e) Wives and Supernumeraries will report to the Bridge for instructions. f) Communications will be established between Bridge and Engine Room. g) The Emergency Squad will collect the necessary equipment and proceed to the scene of

the emergency. Engine Room Fire Indication:- 1. When unmanned engine room The Duty Engineer must not go direct to the engine room but should report to the

Emergency Headquarters.


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3.3 LOCAL EMERGENCY ALARMS - ACTION (Continued)

2. When manned engine room If small and localised, the person discovering the fire will use the nearest portable appliance

to try and extinguish the fire, having first raised the alarm. In the case of a larger fire, personnel in the engine room should first assemble at the

Control Room where the senior engineer will decide whether an attempt should be made to tackle the fire or whether the engine room should be evacuated. He will also contact the bridge by telephone.

In every case of fire the Duty Engineer will ensure that there is sufficient water pressure for

fire fighting purposes, and if necessary start a second alternator. If at sea, the Master will decide if it is necessary to ring "Stand-by Main Engine". The sounding of

the Emergency Alarms does not automatically assume that the main engine must be brought to the stand-by condition, this will be decided by the Master.

3.4 DISCOVERY OF A FIRE Most fires are small to start with and can often be extinguished by rapid application of a portable

extinguisher or other appliance. Where it is possible to do this without risk of becoming trapped by flames or smoke, the person discovering the fire should take such action while sending someone else to raise the alarm.

Greater caution is necessary where smoke is seen passing a closed door. Opening the door could

cause the fire to flare up and spread rapidly making it impossible to close the door again. This action should therefore be avoided unless it is believed that there may be someone trapped inside in which case the door should only be opened after first feeling it to make sure it is not hot, and then keeping low and opening it very carefully. If the compartment is thought to be unoccupied or if the door is hot, it is much safer to keep it closed until the Emergency Squad are ready with the charged hoses.


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3.5 ACCOMMODATION FIRE The following must be considered by the Emergency Squad when tackling an Accommodation,

Storeroom or Gallery fire:- 1. The speed with which the fire is tackled is of the utmost importance. 2. The accommodation will probably fill with smoke -breathing apparatus will be necessary, as

will protective clothing. 3. Dual purpose nozzles will be used to provide water spray and/or jets. 4. Knowledge of the accommodation layout is essential - the fire fighters will be operating

"blind". 5. Ventilation fans should be stopped and fire flaps closed in the immediate area of the fire. 6. Electrical currents should be isolated to avoid the danger of water acting as a conductor on

"live" circuits. 7. Fire fighters will always operate in pairs. 8. Remember every fire has 6 sides, close observation of these sides must be carried out,

hoses prepared and boundary cooling carried out as necessary. The Chief Officer will keep the Master informed of the situation and of progress in fighting the fire,

by Walkie-talkie or telephone. 3.6 ENGINE ROOM FIRE The Engine Room is a high risk area with most of the combustible materials being CLASS B (Oil).

Although a fire may start from an electrical source, it will, if unchecked, very likely spread to oils and fuels.

Foam is the best fire fighting medium to fight an oil fire and the Emergency Squad will proceed to

the scene of a fire in the Engine Room with the portable foam making equipment (if onboard) and the semi-portable foam equipment.

If an outbreak of fire occurs when the engine room is manned the person discovering it should, after

raising the alarm, try and extinguish it using the nearest portable appliance. If, however, the fire is too large to be tackled in this way personnel in the engine room should first

assemble in the way of Control Room where the senior officer will decide whether an attempt should be made to tackle the fire with hoses and foam or whether the engine room should be evacuated. He will also contact the bridge by telephone. Needless to say such decisions and necessary actions must be taken quickly.


CHAPTER THREE


Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : April 2009 Approved by : Managing Director

3.6 ENGINE ROOM FIRE (Continued) If a fire is indicated in the engine room when it is in the unmanned condition the Duty Engineer must

on no account proceed there on his own. Instead he will report to the Emergency Headquarters. The fire fighting team will be formed by members of the Emergency Squad under the direction of the Second Engineer.

The Chief Officer will take charge of supporting operations such as:- a) arranging the supply of additional equipment and foam compound, and b) taking such actions as are necessary to prevent the spread of fire outside of the

machinery spaces, and c) arranging the evacuation of any casualties. The Chief Engineer will have overall charge of the situation and will keep the Master closely

informed. He will assess whether the fire can be contained by means of portable appliances or whether

activation of the fixed fire extinguishing system is necessary, and will advise the Master accordingly. The decision and timing for activating the fixed fire extinguishing system is very important. Many

vessels have had to be abandoned as a result of unnecessary delay and indecision, or the Engine room not effectively sealed. The Chief Officer is to assist in checking 100% battening down of engine room openings, vents, including funnel flaps and door(s).

The Chief Engineer will also ensure that emergency stops, fuel trips etc. have been activated as the

situation may require, and that emergency power and fire pump have been started. Prior entry into the Engine room after total flooding, sufficient time should be allowed to elapse and

consultation should be carried out with the office and owners, as necessary. 3.7 GALLEY FAT FIRES Cooking oils can be readily heated to their ignition temperatures and serious fires can result. Water

must never be used when tackling such fires as a violent boil-over will result. Preferred methods of extinguishment are smothering with a fire blanket or the application of dry

powder. Foam should only be used by fully trained personnel due to the risk of watery foam resulting in a boil-over.

The flammable vapours given off by overheated cooking oils and fat are readily ignited and the

danger will persist until the material has cooled to below its ignition temperature. Galleys should always be regarded as areas of high fire risk and deep-friers must never be left

unattended when being used. Fires can spread readily through grease-coated vent ducts and these must be cleaned at least once a week.

In vessels fitted with High temperature trips in the deep fryers, the trips are to be regularly tested

and records of these tests to be maintained. Cause of fire needs to investigated, therefore evidence to be preserved as practical.


CHAPTER THREE



3.8 INCIDENT AT THE MANIFOLD/TANK OVERFLOW (Tankers) The cargo manifold constitutes a high risk area. An accident occurring in this area may be divided

into two situations:- 1. Spillage through a fractured pipe or other cause that has not resulted in a fire. 2. A spillage that has resulted in fire. The first consideration is to cut off the supply of fuel to the area. If the vessel is discharging, this can

only be done by stopping the ship's pumps and closing a valve between the pump and the fracture. If loading, it will be necessary for the Shore Installation to stop the supply and the means of communication or special signals must be established before loading is commenced.

The Chief Officer will direct the operations. The large surface area created by the spillage will allow the oil to give off gas far more rapidly than

would normally be the case, and if a source of ignition is present, the resulting fire would be a major conflagration. The Chief Officer must ensure that all possible sources of ignition are isolated or removed, that accommodation entrances and ports are securely closed, and the spillage area covered with foam as soon as possible and before cleaning up operations are commenced. Spillage to be contained in tank deck area and portable pump(s) used to transfer spill into slop tanks. Refer vessel's VRP or SOPEP.

Some cargoes may give off toxic gases. The possibility of release of toxic gas would be known from

the cargoes MSDS sheet or if the vapor space of tank had been checked. If there is a possibility of release of toxic gas, persons carrying out cleaning operation to wear positive pressure breathing apparatus. In case of large spill, toxic vapour release procedure to be followed as detailed in 3.23 of this chapter.

Any spillage of oil or tank overflow will be considered an emergency situation and the emergency

alarms must be sounded. 3.9 TANK EXPLOSION An explosion in a cargo tank or hold is the most serious situation that any Emergency Organisation

can be called upon to fight. In the loaded condition there may be little that the Emergency Squad can achieve, and the saving of life is of the first importance. In the light condition, there may be a greater chance of taking some effective action. The following points should be considered by the Master following such an explosion:-

1. Possibility of isolating the fire by the Emergency Squad putting up a "water wall" around the

periphery of the fire. 2. Arresting the transfer of heat into adjacent accommodation spaces by spraying poop front

bulkheads etc. 3. Bringing foam making equipment into action. 4. Evacuation of "non-essential personnel". 5. Adjust course and speeds necessary to minimise fire spread.


CHAPTER THREE



3.9 TANK EXPLOSION (Continued) The Master may consider inerting the pumproom with CO2 (where fitted) in order to prevent the

spread of fire from an explosion in the after slop tanks or hold. However, this action should only be taken if the pumproom is gas-free. Electrostatic charge separation may occur at the CO2 nozzles and provide a source of ignition in the pumproom.

3.10 PUMPROOM FIRE In the event of a fire in the Cargo Pumproom the CO2 system or other fixed fire extinguishing

system should be activated without delay, after ensuring the space is battened down and all ventilation closed down.

The possibility that the common bulkhead between the Pumproom and the Engine Room may have

been ruptured as a result of an explosion must be considered when releasing the CO2 and Engine Room personnel should be warned to keep well clear of the area unless wearing breathing apparatus.

Heat transmission through the bulkhead may be considerable and boundary cooling should be

commenced without delay. 3.11 PROTECTION OF THE FIRE-FIGHTERS An attempt at extinguishing a fire is unlikely to succeed unless the fire-fighters are adequately

protected against heat, smoke and toxic products of combustion. Although speed is essential in fighting all fires it is preferable that the fire-fighters take an extra few

seconds to equip themselves properly than to be later forced back by heat and smoke. Protective clothing should be worn by all members of the Emergency Squad who will be either

fighting the fire or operating in the vicinity of it. Additional protection from heat can be obtained by using water spray with nozzles set to produce a

spray angle of about 60o, by tackling the fire from as low as possible, by keeping low and, where possible, by using the ships structure for protection.

All fires will produce smoke and many, where plastics and other modern materials are involved, will

produce toxic vapours. Compressed air breathing apparatus is therefore essential. Lifelines should be used by fire-fighters operating in enclosed spaces where there may be difficulty

in finding their way back to the point of entry.


CHAPTER THREE



3.12 FIXED FIRE EXTINGUISHING SYSTEMS Foam or CO2/Halon systems provide the means of extinguishing a major fire in the engine room. This is a "once off" shot and there are several important points to be considered. 1. Timing can be critical. If the fire is allowed to develop and generate a large amount of heat,

the convection currents and subsequent turbulence may prevent the fixed fire fighting medium effectively reaching the seat of the fire.

In general, if a serious fire cannot be brought under control within about 10 minutes

the Fixed fire extinguishing system should be activated. 2. The decision to use the system will be made by the Master acting on advice from the Chief

Engineer. 3. The fixed fire extinguishing mediums are hazardous to personnel and the engine room

must be evacuated before they are released. (It is noted that Halon does not displace Oxygen, nevertheless evacuation will be the standard procedure.)

4. All ventilation fans must be stopped, fire flaps shut and doors closed. Verified by both Chief

Office & Second Engineer. 5. The Master should endeavor to take way off the vessel and put the ship in the most

advantageous position regarding sea and traffic conditions. (Note: Halon as a fire fighting medium is being phased out due to environmental concerns

and is now only found on some older ships) 3.13 MANOVERBOARD The signal for man overboard is the same as that for Local Emergency Stations.

The action to be taken will be similar regardless of whether a person has fallen overboard from own ship, or a person from another vessel or craft is seen already in the water.

Anyone seeing a person in the water should immediately throw a lifebuoy and raise the alarm.

The Emergency Squad will muster at the Emergency Headquarters and then proceed to the rescue boat. Lifejackets will be worn by the boat crew and a spare lifejacket carried for the casualty.

The Chief Officer will take charge of lowering the boat. A Deck Officer will be in charge of the boat. An Engineer will be in charge of the boat engine. The boat's crew will be members of the Emergency Squad.


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3.13 MANOVERBOARD (Continued) The following procedure should be adopted by the Officer of the watch in the event of a man

overboard:- 1. Commence the Williamson turn or 60o - 60o turn, (see diagram at the end of this Chapter) 2. Release a lifebuoy from the Bridge wing on the side the person has fallen overboard. 3. Sound Emergency Stations. 4. Post two lookouts with binoculars. 5. Put the engines at Stand-by Below and inform the Engine Room. 6. Instruct the Emergency Squad to go to Rescue Boat Stations. They are to ensure boat

equipped with immersion and thermal suits, and UHF/VHF transceivers. 7. If at night, arrange for an extra man to operate the searchlight or signalling lamp. 3.14 COLLISION AND GROUNDING The Chief Officer will establish the extent of the damage following a collision or grounding, if the

point of impact is outside the Machinery Spaces. He will report to the Master and take whatever action is necessary to deal with the damage and to stop the ingress of water or the leakage of oil.

The Master will, together with the Chief Officer, calculate the effect of the damage on the vessel's

stability and stress before ordering any redistribution of weights (transfer of ballast, etc.). Tankers are to contact the Class ERS with which they have been enrolled. All details to be sent in

specific form of the ERS and any distribution of weights to be only done after approval from the ERS. ERS drills are to carried out once a year during the working hours of ERS in consultation with the superintendent.

The Second Engineer will take charge if the point of impact is within the Machinery Spaces. The

Chief Engineer will take charge of pumping out arrangements. The Master must be kept informed of problems and progress.

3.15 HELICOPTER EMERGENCY 3.15.1 Accident on Deck - Action Master/OOW Sound the alarm, make any necessary course and speed alterations to keep fire and

smoke clear of deck, or to reduce vessels motion, advise shore and maintain communication with the officer in charge on deck.

Officer in Charge on Deck

Co-ordinate rescue and fire fighting operations, constantly report on situation to the Master.

When fire is extinguished and crew rescued, investigate damage with the Chief Engineer and check re-ignition risk.

Rescue Party When ordered approach helicopter wearing protective clothing to effect rescue, using axe,

wire cutters and crowbar as necessary.


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3.15 HELICOPTER EMERGENCY (Continued)

Stores Party Stand by with portable extinguishers to tackle small outbreaks of fire. Fire Hose Party Provide water spray cover for helicopter crew and rescue party. The spray should be

controlled so as not to destroy the foam blanket. Foam Party Start foam system when instructed and lay a foam blanket over the helicopter

and the deck. NOTE: Serious helicopter accidents usually involve spillage of fuel which may ignite and

spread. 3.15.2 Helicopter Ditching - Action Master/OOW Sound the alarm, make necessary alterations of course and speed to effect rescue, advise

shore and order lifeboat preparation. Manoeuvre to effect rescue and direct rescue using UHF/VHF transceiver.

Officer in Charge on Deck Order launch of inflatable liferaft if helicopter ditches near to ship. Detail lifeboat crew,

supervise launching of lifeboat and on the Master's instructions give the order to slip. Lifeboat Crew Don lifejackets and protective clothing, and prepare boat for launching and rescue. Ensure

engine is operational and UHF/VHF transceiver has been placed in the boat. Slip lifeboat when ordered, recover survivors, secure liferaft and return to ship.

3.16 FIRE IN CARGO HOLD The initial action for dealing with a fire in a Cargo Hold will be the same regardless of whether the

ship is at sea or in port. Upon discovering such a fire, either visually or through the smoke detector, the Emergency Alarm

must be raised at once and the Emergency Squad mustered. The Chief Officer, or the SENIOR NAVIGATING OFFICER ON BOARD WILL DIRECT OPERATIONS. His action will be governed by circumstances, but initially he must investigate the situation and assess the gravity of the fire. If personnel are, or have been working in the affected hold, a search must be made before commencing remedial action. The investigation will determine if the fire can be dealt with using hoses, or if the fixed fire extinguishing system will be required. Whatever the outcome the Emergency Squad should rig fire hoses around the affected Hold and cool the Deck.

The following are further guidelines should the fixed fire extinguishing system be required:- a) The Hold should be sealed and fans stopped.


CHAPTER THREE



b) When preparing the fixed fire extinguishing system for use, it is vital for all members of the

Emergency Organisation to follow the instructions of the Chief Officer (or his Deputy) to avoid the danger of CO2 being released before personnel are clear and the Hatch is sealed.

c) Whenever possible a check of the temperature in the Hold on fire and the surrounding

spaces should be made. d) Hatches must only be opened when the Local Fire Service is in attendance, and never at

sea. When such a fire occurs in port the Local Fire Service must be called without delay and upon arrival

the Senior Fire Service Officer will normally assume control of the operation. It must be remembered that the concentration of CO2 in the Hold must be maintained to

compensate for leakage. Reignition is likely to occur if the hatch is opened too soon and this may well be uncontrollable. Should entry be essential, every precaution must be taken to prevent reignition and the temperature of the hatch carefully monitored.


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3.17 FIRE IN DECK CARGO In the event of a fire occurring in a Deck Cargo it may be necessary for the Master to take the way

of the vessel in order to reduce the airflow over the deck. Whilst it is impossible to lay down specific guidelines for dealing with such a fire, the Chief Officer

should direct the Emergency Squad to bring as many fire hoses as possible into action from an upwind position. Remember the cargo concerned may be totally incompatible with water and may react violently, with disastrous results.

With fires involving chemical cargoes it is important for the Emergency Squad to remain well upwind

and to avoid splashing each other. The same applies to a spillage (not resulting in a fire) of a chemical cargo on deck. The spillage should be washed overboard using a considerable quantity of water applied IN THE FORM OF A SPRAY ONLY. Breathing Apparatus and Protective Clothing will probably be required.

3.18 BUNKERING OIL SPILL Quick reaction is essential in containing the spill on deck. The source of oil spill must be stopped.

The Chief Officer will direct containment and oil clean up. The risk of fire should be appraised and precautions taken to ensure oil soaked mopping equipment, rags and absorbent material does not become a fire hazard.

3.19 GENERAL EMERGENCY ALARM - ACTION

When the General Emergency Alarm (boat station) alarm is sounded, all the crew and passengers on board will proceed to their respective boat station. Crew designated for EPIRB, SART and GMDSS radio in the Muster list will bring the subject equipment to their designated lifeboat. All the crew and passengers on board will wear as much clothing as possible. The crew and passengers will don the immersion suit first. Immersion suits may either be in the cabin or in the designated boxes on the boat deck near the mustering point. Some immersion suits have inbuilt floatation and do not require a lifejacket to be worn. Other Immersion suits would require lifejacket to be worn on top of the immersion suit. Crew are to be trained and well aware of the type of immersion suit on board and to don an Immersion suit or an Immersion suit with lifejacket as required. The lifejackets would be located either in the cabins or in the designated boxes on the boat deck near the mustering point. The location of the lifejacket would be as per the location mentioned in the Ships’s Safety plan. Instructions would be received after mustering for launching and boats to be prepared accordingly for launching.

3.20 ABANDON SHIP DRILLS Abandon ship drill are to be held weekly. They may be carried out separately or along with emergency drills i.e. before or after emergency drills. The various life saving equipments are to be checked during abandon ship drills. Emergency lighting for abandonment are to be tested during each abandon ship drills. The three monthly lowering of lifeboats in the water are to be carried out as an abandon ship drill. THE ORDER TO ABANDON SHIP WILL BE GIVEN VERBALLY BY THE MASTER OR HIS DEPUTY


CHAPTER THREE



3.21 LOWERING LIFEBOATS ( Side Launching Boats )

MSC 1326 states that the operating crew should not be onboard during launching, unless the

Master considers it necessary and uses his overriding authority. Please refer to General Letter II, letter No. 67

Lifeboats, except free-fall lifeboats, shall be moved from their stowed position weekly, without any persons on board, to the extent necessary to ensure satisfactory operation of launching appliances, if weather and sea conditions permit.

In addition, Lifeboats, except free fall lifeboats shall be lowered into the water and manoeuvered at intervals not exceeding three months. Lifeboats fitted with sprinkler system are to try out the sprinkler system at this time.

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 General Letter 67 in section 2 (safety) of the General letter file. This may be available in Electronic format on board. These procedures have to be complied with when lowering lifeboats.

3.21.1 FREE FALL LIFEBOATS

In the case of Lifeboat arranged for free fall launching; the procedures detailed herein are to be followed. The crew shall board the lifeboat, properly secure themselves in their seats and commence the launch procedure up to but not including the actual release of the lifeboat (i.e., the release hook shall not be released).This is to be done at least once every three months during an abandon ship drill.

The lifeboat shall then be lowered into the water by means of the secondary means of launching and then manoeuvred in the water by the operating crew. MSC 1326 states that the operating crew should not be onboard during launching, unless the Master considers it necessary and uses his overriding authority. Please refer to General Letter II, letter No. 67 At intervals of not more than six months, the lifeboat shall either be launched by free-fall with only the operating crew on board (Ref MSC 1326), or simulated launching shall be carried out. Please carefully go through onboard procedure manual provided by the life boat and davit manufacturer for free fall, davit and simulated launching and recovery procedures. When the recovery of the free fall lifeboat is done by davit, it is important to remember that freefall lifeboats should be recovered with a crew of maximum of 4 persons. Other crews are to board the vessel by embarkation ladder or gangway. Simulated launching is to be done every 6 months if the boat is not launched by Free fall. Simulated launching is done by launching the boat but keeping the falls tight so that the lifeboat does not free fall into the sea but only moves a short distance on the ramp. Please refer to the procedure manual of the life boat and davit manufacturer and comply with the procedures therein for simulated launching. However, it is important to note that the simulation is to be done with only the operating crew in the lifeboat (max 3 persons). Importantly, there should not be too much slack on the falls, otherwise the running distance on the sliding ramp will be to long. For vessels with rigid Lifejackets, Lifejackets are not to worn during launching but should be taken on board and put on as soon as the boat is afloat. The wearing of the life jacket during launching may lead to injury/casualty. For vessels with inflatable lifejackets, the vessel is to be guided by the free fall lifeboat manufacturer’s instructions. It is possible to board the free fall lifeboat and have the lifejacket donned during the launching with inflatable lifejackets. However, the lifejacket should not be inflated till the boat is afloat.


CHAPTER THREE



The specific procedure applicable to the vessel should be part of the training manual and be practiced during Abandon ship drills.

3.22 TESTING AND MAINTENANCE OF LIFEBOATS

Refer to MSC.1/Circ.1206/Rev.1 and SMMS for the routine testing and maintenance.

Ensure that the wire falls are inspected periodically as per (MSC.1/Circ.1206/Rev.1- available in SMS Documentations DVD LSA & FFA ) with special regard for areas passing through sheaves, and renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is the earlier. Also refer to SMS Documentation DVD, “General Letters” \ Safety Section \ Letter No.17, for the Guidance on the Latest requirements for the Safe Servicing, Maintenance and Drills of Lifeboats.

3.23 TOXIC VAPOUR RELEASE PROCEDURES

Toxic gas release is considered as an emergency situation and procedure outlined in this section are to be followed The following precautions are to be taken in case of release of toxic gas either in the pump room, deck or accommodation:

1. Monitoring of areas affected using Draegar tubes, toxic gas meters, etc.

2. Personnel working in the vicinity of a suspected release should wear Self Contained Breathing Apparatus. Do not depend on your sense of smell. H2S gas can be smelt at a low concentration of 1 PPM. However, if the concentration of the gas is 100 – 150 PPM, the sense of smell is quickly lost, giving a false sense of security.

3. Call emergency stations, carry out emergency evacuation procedure, cease all cargo operations, and close all tank valves.

4. Muster all personnel at a safe area.

5. Accommodation air conditioning to be on recirculation.

6. Maintain positive atmospheric pressure in the accommodation.

7. Activate emergency response procedures for clean up. Careful planning for protection of the people involved in the clean up.

8. Seek assistance from shore personnel if available.

9. Inform all shore personnel to vacate the ship.

10. Once the situation is under control, continue to monitor the atmosphere carefully till the danger is over.

(!) (!)


CHAPTER THREE


Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Rev. Date : Oct 2013 Approved by : Managing Director

3.24 WILLIAMSON TURN DIAGRAM WILLIAMSON TURN A. MAN OVERBOARD 1. Rudder Hard-over to bring stern away from man. 2. Release lifebuoy & Activate MOB button in GPS/ECDIS. 3. Sound Emergency Alarm. 4. Main Engine on "STAND-BY". 5. Place lookouts. B SHIP'S HEAD 60° OFF ORIGINAL COURSE Reverse rudder to same angle in opposite direction. C. SHIP ON RECIPROCAL COURSE 1. Steady. 2. Stop ship to position the man overboard on the bow or beam.

A.

B.

C.


CHAPTER THREE

EMERGENCY EXERCISES & PROCEDURES ADDENDUM (1/5) A


3.25A VESSEL : YEARLY PROGRAMME OF EMERGENCY EXERCISES FOR ALL SHIPS EXCEPT TANKER * Master signature: Planned = o Done =

FREQ

JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

1. Accommodation Fire 2 M

2. Engine Room Fire 2 M 3. Cargo Hold Fire 2 M 4. Galley Fat Fire 2 M 5. Deck Cargo Fire 3 M 6. Bunker Tank Overflow or Transfer leak / Oil Pollution 3 M 7. Loss of Stability and Jettison Cargo 4 M 8. Cargo shifting 4 M 9. Collision 6 M 10. Grounding 6 M 11. Flooding (Cargo Hold, Engine Room) 6 M 12. Structural Failure 6 M 13. Abandon Ship 1 W 14. Manoverboard & Recovery of person from water (As

per Ship Specific plan) 3 M

15. Rescue at Sea 6M 16. Rescue from Enclosed Space 2 M 17. Helicopter Emergency 6 M 18. Notification/ Alerting & Handling Media 6 M 19. Emergency towing drill 6 M 20. DPA Notification drill 6 M 21. QI Notification Drill ( 3M or prior each U.S. call) 3 M 22. Emergency Steering Drill (3 Months) 3 M 23. Bridge Emergency drills (within 3 Months all elements

to complete ) (Refer BPM Section VII) 3 M

24. Engine room Emergency drills 3 M 25 Launching L/boats/Lower Free fall L/boat by secondary

means 3 M

26 Launching Rescue boat ( only for Ships with separate rescue boat)

1 M 27 Launching Free Fall Lifeboat / Simulated Launching 6 M 28 Security Drill in accordance with Part A Section 9 of SSP 3 M 29 Fire and Abandon ship drill (within 24 hours) & ISPS drill ( within 1 week). when crew change 25% or more

As reqd

* Master to add and/or delete exercise types to suit vessel type. 1. The listed exercises, where suitable to vessel type, are to practice at the frequency mentioned. The making of above programme is to ensure no emergency procedure is

missed from being practiced. The Frequency mentioned is for guideline and vessel to adjust as per vessel type but each drill to be practiced at least once a year. 2. Drill cards from section V of the MCCM to be used to maintain event log of the drill and completed cards to be filed on board. 3. Emergency drill evaluation forms are to be filled for each drill and details of drill noted in the Log book after exercises. 4. Copy of above programme to be available in deck log book. 5. In addition to the above, drills for various casualty procedures as mentioned in Section V of MCCM should be carried out at least once a year.

(!)

(!)


CHAPTER THREE

EMERGENCY EXERCISES & PROCEDURES ADDENDUM (1/5) B


3.25B VESSEL : YEARLY PROGRAMME FOR EMERGENCY EXERCISES FOR ALL TANKER* Master signature: Planned = o Done =

FREQ

JAN FEB MAR APR MAY JUN JUL AUG SEP OCT NOV DEC

1. Accommodation Fire 2 M 2. Engine Room Fire 2 M 3. Mast Riser Fire / Manifold Fire 2 M 4. Pumproom Fire (* if vessel does not have pump room) 3 M 5. Galley Fat Fire 2 M 6. Tank Explosion 3 M 7. Grounding 6 M 8. Collision 6 M 9. Flooding (Engine Room) 6 M 10. Structural Failure 6 M 11. Rescue at Sea 6 M 12. Manoverboard & Recovery of person from water (As per

Ship Specific plan) 3 M

13. Abandon Ship 1 W 14. Helicopter Emergency 6 M 15. Starting from a Dead Ship drill 3 M 16a Tank Overflow / Pollution 3 M 16b. Cargo / Bunker transfer leak 3 M 17. Gas or Toxic Vapor release 6 M 18. Rescue from Enclosed Space 2 M 19. Notification/ Alerting & Handling Media 6 M 20. DPA Notification drill 6 M 21. Emergency towing drill 6 M 22. QI Notification Drill ( 3M or prior each U.S. call) 3 M 23. Emergency Steering Drill (3 Months) 3 M 24. Bridge Emergency drills (within 3 Months all elements to

complete ) (Refer BPM Section VII) 3 M

25. Engine room Emergency drills 3 M 26. Launching L/boats / Lower Free fall L/boat by secondary

means 3 M

27. Launching Rescue boat (only for Ships with separate rescue boat)

1 M

28. Launching Free Fall Lifeboat / Simulated Launching 6 M 29. Security Drill in accordance with Part A Section 9 of SSP(*) 3 M 30. Fire and Abandon ship drill (within 24 hours) & ISPS drill ( within 1 week). when crew change 25% or more

As reqd

* Master to add and/or delete exercise types to suit vessel type 1. The listed exercises, are to be practiced at the frequency mentioned. The making of above programme is to ensure no emergency procedure is missed from being

practiced. The Frequency mentioned is for guideline and vessel to adjust as required. 2. Drill cards from Section V of the MCCM to be used to maintain event log of the drill and completed cards to be filed on board 3. Emergency drill evaluation forms are to be filled for each drill and details of drill noted in the Log book after exercises. 4. Copy of above programme to be available in deck log book. 5. In addition to the above, drills for various casualty procedures as mentioned in Section V of MCCM should be carried out at least once a year.

(!)

(!)


CHAPTER THREE EMERGENCY EXERCISES &

PROCEDURES

ADDENDUM (2/5)


EMERGENCY DRILL EVALUATION FORM

Name of Vessel: Date/Time of Exercise: Nature of Exercise: Evaluating Person/Body: Mustering/Deployment time, for Squads: a) Emergency Squad: b) Support Squad: c) First Aid Squad: d) Roving Commission: e) Bridge Backup, including Helmsman: f) Additional Squads/Staff:

Observation Yes

No

Rating Excellent Good Average Poor Bad

1. Were staff notified in advance, of the planned exercise 2. Was the exercise carried out without prior notification, during

normal rest hours

3. Activation of the ships Fire Alarm & PA System Was the vessel's General/Fire Alarm system in full working order, and were bells/horns audible in all sections of the accommodation/machinery spaces/ Pumproom (where applicable)/Galley & Provision stores

4. Were alarms sounded correctly for the exercise at hand, and was the ship's whistle sounded to alert staff located on main deck areas/spaces

5. Was the vessel's Emergency Station Muster List correctly filled out, with duties assigned in a clear and legible manner. duties assigned in a clear and legible manner.

6. Were copies of the Muster List posted in numerous conspicuous locations

Were the following points included in the Muster List: a) Names/rank of backup personnel, for critical duties/jobs

7.

b) Names/rank of substitute personnel, in case key staff are incapacitated

c) Clear instructions to Passengers/Supernumeraries, in an Emergency

d) Description of General/Fire and Boat Station alarms

e) Abandon ship to be carried out only after word of mouth from the Master

f) Person in charge (with assisting personnel) of LSA/FFA maintenance

8. Crew Reaction Was mustering time of various squads satisfactory (see times above)

9. Were all staff in appropriate gear, with regard to PPE (Personal Protective Equipment)

10. Was adequate approved communication equipment available to all staff concerned

11. Crew Mustering Are the crew mustering well and any casualty being identified?

12. Was time taken to deal with the Emergency at hand satisfactory

13. Were all efforts made to ensure that all available personnel were deployed for dealing with the Emergency at hand

14. Deployment & Action of Teams The performance of the teams in following their roles and fighting the fire or dealing with emergency

15. Were instructions from the Master understood by all parties concerned, and any doubts/queries clarified immediately



PROCEDURES

ADDENDUM (3/5)


Observation

Yes No

Rating Excellent Good Average Poor Bad

16. Was adequate Bridge Team backup available, in order for the Master to give his full attention to the Exercise

17. Was an event log maintained, in addition to Checklist from MCCM and the Fire Plan?

18. Command & Control Item 12 to 15 refer to Command and control. Performance of command and control is critical in dealing with any emergency.

19. Communication Communication between Bridge and the teams and between the teams themselves.

20. Medical & Treatment (if applicable) Casualty evacuated correctly and proper initial treatment given and transferred to Hospital for further treatment.

21. Abandon Ship Correct procedure followed. SART and GMDSS radios taken to the mustering point along with additional blankets, food and other items.

22. On completion of the Exercise, was a comprehensive debriefing held.

23. Did the debriefing include the following topics: a) Time taken to actually deploy staff, and begin tackling the

emergency

b) Any failure of equipment, or inadequacy of LSA/FFA

c) Any failure/shortcomings on part of staff, in dealing with the emergency

d) Suggested improvements in dealing with a similar emergency the next time

e) Procedures in case of incapacitation of key personnel involved

f) Suggestions/Input from all staff, towards improving vessel's response

24. TRAINING REQUIREMENTS

Has any training needs been identified for any individuals If “Yes” have these needs been recorded and necessary training given. (Refer training record sheet for recording the training and maintain this on board)

Comments :

__________________ ________________ _______________ * Evaluating Body **Master Chief Engineer * Evaluating body would be office personnel (Superintendent, Training superintendent or Owners representative) witnessing

and auditing the drill. During normal fire drills on board, the Master or an officer designated by the master will carry out drill evaluation with this form and would be the evaluating body.



PROCEDURES

ADDENDUM (4/5)


TRAINING RECORDS LOG

Date Name Training Required Training Completed Remarks



PROCEDURES

ADDENDUM (5/5)

Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : Oct 2013 Approved by : Managing Director

RECORD OF TRAINING ON EMERGENCY EQUIPMENT TRAINING SOLAS requires Instructions in the use of the ship’s fire extinguishing appliances, life saving appliances and in survival at sea to be given at the same interval as the drills and to be covered within any period of two months. Given below is a format for Guidance. Ship staff to prepare a list as below and maintain record of training. The training given to ship staff is to be also entered in the deck log. The purpose of the list is to ensure that instructions in all equipment are covered and that no equipment is missed out.

EQUIPMENT DEMONSTRATED / EXPLAINED DATE DATE DATE

1. FIRE EXTINGUISHERS - OPEARTION AND FIRE USED ON

2. VENTS AND FLAPS - LOCATION AND OPERATION

3. QUICK CLOSING VALVES AND VENT TRIPS

4. FIXED FIRE EXTINGUSIHING SYSTEM FOR ENGINE ROOM

5. FIXED FIRE EXTINGUSIHING SYSTEM FOR PUMPROOM

6. LOW EXPANSION FOAM FOR DECK

7. EMERGENCY GENERATOR

8. EMERGENCY FIRE PUMP - LOCATION AND START

9. EMERGENCY EXIT FOR E/ROOM AND LIFT

10. CABA SYSTEM - TESTS BEFORE USE & DONNING

11. EEBD - DONNING AND USE

12. STRETCHER - USE AND OPERATION

13. FIRST AID AND HYPOTHERMIA

14. LTA,EPIRB AND SART

15. EMERGENCY TOWING ARRANGEMENT - AFT & FORD

16. LIFEBOAT LAUNCHING & LIFERAFT LAUNCHING

17. L/BOAT ENGINE,SPRINKLER AND AIR SYSTEM

18. LIFEBOAT EQUIPMENT

19. OIL SPILL EQUIPMENT - LOCATION AND USE

20. EMERGENCY STEERING

21. IMMERSION SUITS AND TPA

22. GMDSS RADIO FOR LIFEBOATS

23. ENCLOSED SPACE RESCUE

24. ONBOARD FIRE DETECTION SYSTEM


CHAPTER FOUR THEORY OF COMBUSTION 1/6


4 THEORY OF COMBUSTION : 4.1 GENERAL Combustion may be defined as a chemical reaction accompanied by the evolution of

heat and light. Combustion can only occur if three factors, fuel, oxygen and heat come together in the

right proportions. This basic fact is illustrated by the fire triangle Fuel may exist in solid, liquid or gas. The burning of most materials produces a flame,

this occurs when gases or vapours given off by a liquid or solid material are ignited. The majority of materials which surround us will, or can be made to, burn if the conditions are right. Fuel in one form or other, may be considered to be ever present.

Most materials require the presence of about 12% oxygen by volume to support

combustion, and, as the air we breathe contains 21% oxygen, there is a plentiful supply under normal circumstances.

The heat side of the triangle can be provided in two ways. - by an external source of ignition, - by heating the fuel above its self-ignition temperature by :- a) an external source of heat or b) a chemical reaction within the substance e.g., oxidation.

fuel

heat oxygen




4.2 FLASH POINT AND AUTO IGNITION TEMPERATURES Flash Point is the lowest liquid temperature at which the small flame initiates a flash of

flame across the surface of the liquid, thereby indicating the presence of a flammable gas/air mixture above the liquid.

Auto Ignition Temperature is the temperature at which self-sustaining combustion

occurs in a combustible material without initiation by a spark or flame. The following are some examples of Flash Points and Auto Ignition Temperatures:- Fuel Flash Point Auto Ignition Temp Methane - 175o C 536o C Gasoline - 50o C 280o C Diesel Oil 71o C 338o C Fuel Oil 40o - 90o C 255o - 410o C Lubricating Oil 200o - 280o C 250o - 415o C Cooking Oil* 200o C approx 310o - 360o C Wood approx 232o C dependant on mass and surface area (*Wide variations can occur dependant on type of oil) The following temperatures have been included for purposes of comparison:- Match Flame 900o - 1100o C Cigarette 600o C+ 60 watt Open Light Bulb 120o C 4.3 CLASSIFICATION OF FIRES Fire classifications are different for different parts of the world as follows:

Comparison of fire classes American European Australian/Asian Fuel/Heat source Class A Class A Class A Ordinary combustibles Class B Class B Class M Flammable liquids

Class C Class C Flammable gases Class C UNCLASSIFIED Class E Electrical equipment Class D Class D Class D Combustible metals Class K Class F Class F Cooking oil or fat




4.3 CLASSIFICATION OF FIRES (Continued)

It is important to be aware of the type of fire extinguisher to be used based on the heat source which is given in detail in section 4.11.

4.4 FLAMMABILITY The main factors which determine flammability are:- Flammable Range, which is the range between the Upper and Lower Flammable (or

Explosive) Limits usually expressed as UFL (or UEL) and LFL (or LEL). Below the LFL, the mixture of petroleum and air is too weak to burn, and above the UFL there is insufficient air present to support combustion. The Flammable Range of most petroleums lies between 1% and 10% by volume in air.

Volatility or Vapour Pressure, is the tendency of a liquid to vaporise or give off gas. It is usually expressed in terms of Reid Vapour Pressure (RVP). RVP is useful for comparing the volatilities of a wide range of petroleum liquids in a general way.

Flash Point (Refer to Section 4.2) 4.5 FIRE SPREAD Every fire has in effect six sides and may be spread by conduction, convection or

radiation. Conduction occurs most readily in solids. A steel bulkhead, for example, will readily

conduct heat and a fire on one side may quickly ignite paint or other materials in contact with the other side of the bulkhead.

Convection a) Currents can circulate in liquids or gases due to density differences as a result

of heating. b) In a fire, convection currents can convey hot gases produced by combustion

upwards e.g., through liftshafts and stairwells.




4.5 FIRE SPREAD (Continued) Radiation Radiation may be regarded as rays of heat travelling through space without necessarily

heating anything during their transmission until the rays are absorbed by something that they strike e.g., the heating effect of the sun.

Prevention of fire spread can be achieved by any, or a combination of the following:- a) Surrounding the fire with water curtains. This technique is more applicable to

fires in large spaces or open locations. b) Cooling the adjacent surfaces such as bulkheads, decks and deckheads. c) Removing combustible materials from adjacent areas or compartments. 4.6 EXTINGUISHMENT The principles of fire extinguishment can be most easily understood by referring to the

FIRE TRIANGLE. OXYGEN HEAT FUEL OXYGEN, of which there is an adequate supply in the surrounding air, HEAT, in the

form of an ignition source, and FUEL, which can be any combustible material. Extinguishment of a fire can be accomplished by the removal of one or more of the

sides of the triangle as follows:- 1. REMOVAL OF HEAT by cooling to below the Flash Point of the substance. 2. REDUCTION OF OXYGEN to 11½% by volume or less by smothering. 3. REMOVAL OF FUEL which might entail shutting of a liquid or gas source or

the removal of solid combustible material from the fire area. A fourth method of extinguishment is the interruption of the chemical process of combustion and can be accomplished by the use of chemical dry powder. 4.7 REMOVAL OF HEAT Water is the most effective and most readily available medium for extinguishing fires of

a general nature and particularly those involving Class A materials. The high thermal capacity of water and the latent heat of vaporisation produce the

cooling effect. The latter is far the more important factor as it takes several more times as much heat to convert a certain weight of water at its boiling point into steam as is required to raise the same amount of water from its normal temperature to its boiling point.

Water is most efficient when applied in the form of a spray of water fog.




4.8 REDUCTION OF OXYGEN Methods vary from the application of CO2 or other inert gas or of foam, in the case of

liquid fires, to simply cutting off the air supply by smothering with a fire blanket or other suitable means.

Whichever method is used, it must be remembered that there is little or no cooling effect and the re-introduction of air before the material has cooled to below its ignition temperature will result in re-ignition.

CO2/Halon can be applied by various means ranging from hand-held extinguishers to large fixed installations. Its effectiveness is generally limited to enclosed spaces and it is important to shut off ventilation, particularly with large fires.

Foam can also be supplied from a variety of appliances ranging from portable extinguishers through foam branch pipes to large fixed installations.

It is effective with most types of oil fires and should be applied so that a blanket is formed over the entire liquid surface. The foam should be directed onto a solid surface and allowed to flow gently without disturbing the surface of the burning liquid.

Some liquid chemicals are water mixable. Special alcohol based foams are needed for these.

Sand is also effective in smothering small surface fires as in the case of a thin layer of oil burning on engine room plates.

4.9 DRY POWDER

General purpose dry powder extinguishers are effective in extinguishing fires of combustible material and flammable liquid fires. They are particularly useful where electrical equipment or circuits are present.

The action of the dry powder is to chemically inhibit flame propagation.

Dry powder extinguishers should be used with "sweeping" motions over the flame area.

Dry powder possesses no cooling properties and precautions must be taken against re-ignition until the fire area has cooled.

Dry chemical is prone to settlement and compaction by vibration. The schedule for inverting or rolling the extinguishers as mentioned in the PMS to be carried out.

4.10 FOAM The methods by which foam extinguishes a liquid fuel fire have not yet been completely

defined. There are a number of contributory factors. The most important being:- a) Interception of the radiant heat from the flames preventing it reaching the fuel

surface and evaporating further fuel.

b) Formation of a sealing blanket over the fuel surface to prevent vapour escaping.

c) Cooling of the fuel.

d) Isolation of the fuel from the oxygen of the air.

e) Dilution of the air with water vapour from the evaporated foam.




4.10 FOAM (Continued) Various factors relating to foams will influence their performance - these relate to their

properties, application rates and methods of application. Normally in tankers and chemical ships conventional foam with an expansion rate of from 8-1 to 12-1 may be used for deck and cargo area coverage.

There are a number of different types of foam concentrates available which include

standard protein foam, fluoro-protein foams and synthetic concentrates. The Synthetic are divided into Aqueous Film forming foam (AFFF) and hydrocarbon surfactant-type foam concentrates for use with alcohols

4.11 FIRE EXTINGUISHING CHART

It is important to be aware of the type of fire extinguisher that can be used on the fuel/Heat source.

Type For use on Do not use on

Water Safe for use on wood, paper and fabric fires Electrical, burning liquid or flammable metal fires

Foam Safe for use on wood, paper and fabric fires

Electrical or flammable metal fires Safe for use on flammable liquid fires

Powder

Safe for use on wood, paper and fabric fires

flammable metal fires Safe for use on flammable liquid fires

Safe for use on gaseous fires

Safe for use on electrical fires

Carbon Dioxide

Safe for use on flammable liquid fires flammable metal fires

Safe for use on electrical fires

Note :

1. Metal fires require special fire extinguishers. Specialist fire extinguishers contain a range of fire extinguishing agents designed to tackle certain metal groups. Specialist fire extinguishers for metal fires work by smothering the fire with a non-reactive agent, which forms a crust and excludes air from contact with the metals.

2. Fire blankets are used for Pan fire and deep fat fries, waste bin fires or for warping around someone whose clothes are burning.


CHAPTER FIVE FIRE PREVENTION AND CONTROL OF IGNITION SOURCES

1/10

Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Rev. Date : Feb 2013 Approved by : Managing Director

5 FIRE PREVENTION AND CONTROL OF IGNITION SOURCES 5.1 GENERAL

Fire is the single greatest cause of serious casualties to ships and of lives lost at sea. The majority of recorded incidents of fire at sea would not have occurred had proper precautions been taken.

It is the responsibility of every person on board to exercise due care and to comply with the

regulations. Fire prevention is mainly a matter of using one's intelligence and developing safety awareness.

PREVENTION IS BETTER THAN CURE

5.2 SMOKING Smoking in bed and the careless discarding of smoking materials is prohibited at all times.

The use of cigarette lighters on tankers is prohibited, safety matches are provided for personal use.

Smoking is to be permitted only in Designated Smoking Areas, as marked within the accommodation. Smokers are encouraged to practice “Safe Smoking”, and respect others – i.e. be polite smokers. All Smoking Areas are to have safe self extinguishing ashtrays, of “honeycomb” design, where cigarette stubs are pushed vertically into slots, with the lighted end facing downwards.

No smoking in bed is to be permitted, and warning notices to that effect are to be posted in cabins. Waste bins in the accommodation, Wheelhouse and Control Rooms are to be of non-flammable

metallic type (not plastic), preferably with a lid. * For Danish flag vessels – please refer to additional restriction on smoking in Appendix 9 of Tanker

Operation Manual

At sea, smoking is permitted at the discretion of the Master and will be restricted to cabins and messrooms, the wheelhouse and the engine control room/position. Under no circumstances will smoking or the carriage of matches be permitted anywhere on the open decks, or in pumprooms, store rooms or paint rooms, even when the vessel is gas free. In Dry Bulk Carriers smoking will not be permitted in cargo areas.

In port, smoking will be subject to terminal regulations. In the absence of such regulations on board

Tankers and Chemical Carriers smoking will be restricted to one designated room for officers and one for crew, in the after part of the ship. This regulation will also apply

during ship/ship or ship/barge operations or when at cargo buoy moorings. For tankers, smoking regulations must come into effect when “first line is ashore”.

5.3 HOT WORK Hot work includes welding and burning and the use of blow torches. It must always be remembered that when hot work is being carried out heat may be conducted

through a bulkhead and start a fire on the other side. An efficient fire watch on both sides is therefore essential. (See Chapter 11 for details of Hot Work procedures).

5.4 FUNNEL SPARKS Sparks or hot soot from the funnel or from the funnel of a nearby ship may act as a source of ignition

and where this danger is apparent, cargo, tank cleaning or gas freeing operations must be stopped and any openings, including pumproom doors, closed.



2/10


If there is danger of spark during soot blowing, a proper fire watch to be kept at the stern as there have

been instances of mooring ropes and lifeboat covers catching fire from the sparks. Probability of soot fires are more at first engine movements and next hour after the exhaust gas economiser has been water washed in port. Chief Engineer to always alert the bridge to watch the funnel if the EGB has been washed.

The risk can be reduced by blowing boiler tubes shortly before arrival at a port, however, engineers

should always request permission from the Bridge Watchkeeping Officer before commencing this operation.

Funnel spark arrestors must be maintained in good, clean condition. 5.5 CURRENT ELECTRICITY Most electrical equipment, unless certified flameproof or intrinsically safe, is capable of producing

sparks of sufficient intensity to ignite a flammable gas. As most of the electrical equipment and fittings within the accommodation and galley is not of the safe

type, it is important to keep flammable vapours out of these areas. Unless certified gas free, the use of non-safe electrical equipment outside the accommodation and

machinery spaces is prohibited. Non-safe electrical equipment will generally include:- wandering electrical leads; portable electric lamps (unless certified safe); non-approved torches and hand lamps; transistor radios, recorders, etc.; walkie-talkie radios (unless certified safe) and mobile telephones; electrically operated cameras and flash guns; ungrounded radio antennae. Gas-tight light fittings must be inspected regularly for cracked glasses, frayed cables or other signs of

damage. If damaged, they must first be isolated electrically and then repaired. Care must be taken to ensure that electrical appliances within the accommodation are of a reliable

make/model, and are kept disconnected when not in use or left unattended. These include kettles, toaster, microwave, coffee makers, sandwich oven, conventional ovens, blenders, irons, vacuum cleaners etc. The use of portable electric hot plates & B-B-Q equipment at any location is prohibited, and all such appliances must be kept locked away.

Staff are to be made aware of the effects of steam on electrical appliances. Placing of kettles, etc.

away from switches and other electrical equipment should be ensured. To avoid overloading of electrical circuits, the use of 2-3 way outlet multipliers (multi-plugs) should be

avoided, especially for high wattage appliances, such as microwaves and vacuum cleaners. Temporary or jury-rigged connections are to be avoided at all costs. Master, C/E & E/E should verify this during their inspection rounds.

A regular weekly inspection must also be made of electric motors, equipment and fittings within the

accommodation, store rooms and engine room.



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5.6 STATIC ELECTRICITY

This subject is covered in Chapter 6. 5.7 ELECTRICAL STORMS (LIGHTNING)

A number of serious fires and explosions have occurred as a result of lightning striking ships and igniting cargo vapours.

Cargo, tank cleaning and gas freeing operations must be suspended when electrical storms are in the vicinity. All openings to cargo tanks must be securely closed and cargo tank vent by-pass valves closed. See also 12.7 regarding flame arrestors. Base of vent upriser must be free of cargo condensate, which may have collected due carry over.

Should an upriser fire occur during loading, ballasting or gas freeing it is essential not to stop the outward flow of gas through the riser as this could draw the flames into the cargo holds or tanks and result in an explosion. If possible, the fire should be extinguished by inert gas or fixed CO2 system (if a suitable connection is fitted) while the riser and surrounding areas are kept cool with water spray.

As a preventive measure, the wire mesh must be cleaned regularly to prevent Mast Riser fires. In addition, Oil and chemical tankers must be retro fitted with C02 / Water fire extinguishing system for the Mast Riser if they do not have a Fire Extinguishing system for the Mast Riser.

5.8 INCENDIVE SPARKS

The risk of ignition of petroleum vapours from incendive sparks created by hand tools such as chipping hammer and scraper is only slight. Non Ferrous tools are only less likely to give rise to an incendive spark. Particles of sand or grit or other rock like substances are likely to become embedded and can then cause incendive spark on impact with ferrous or other hard metals.

Power tools such as pneumatic scaling hammers and wire brushes and grit blasting have a significant potential for producing sparks. Hammering, chipping, power tools & grit blasting outside of the engine room is only permitted provided that the area is gas free throughout the period of work. Any holds or tanks that are not gas-free must be inerted. The area to be clear of combustible material and the work area must not be subject to vapour release. The ship must not be engaged in any cargo, bunkering, ballasting, tank cleaning, gas freeing, purging or inerting operations. Mechanical tools should not be used when the ship is alongside a terminal unless permission from the terminal has been obtained. Mechanical tools and Grit blasting are to be only done when adequate fire fighting equipment is ready for immediate use. Aluminium equipment should not be dragged or rubbed across steel since it may leave a smear, which

if subsequently struck by a hammer or a falling object, can cause an incendive spark. Aluminium structures are to be protected with a plastic or wooden strip to prevent smears being transferred to steel surfaces.

Magnesium anodes can produce an incendive spark on impact with rusty steel. Such anodes are not to be fitted in tanks. Aluminium anodes can give rise to incendive spark on violent impact and are not allowed except at low levels in permanent ballast tanks.

Zinc anodes do not generate an incendive spark on impact with rusty steel and are not subject to any

restriction in their use.. The use of aluminium based paints is prohibited anywhere outside of the engine room on Tankers.



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5.9 FRICTION The overheating of cargo pump bearings, couplings and seals can cause pumproom fires.

For tankers, the High Temperature trips and alarms for cargo and ballast pump to be in full operational conditions at all times and are to be regularly tested prior cargo operations. Additional precautions and check are to be carried out during operations if any of the trips/alarms are not operational and the defect to be rectified at the earliest. The alarm setting of the cargo pump bearing and coupling alarms needs to be checked / changed (if required) based on the flash point of the cargo. This is to be done prior to discharge operations.

Overgreasing can often be as dangerous as insufficient grease and the pump manufacturers'

recommendations should always be observed. 5.10 SPONTANEOUS COMBUSTION Damp or oil-impregnated organic materials such as rags, cotton waste, canvas, bedding, sawdust or similar absorbent material may oxidise and produce heat resulting in spontaneous combustion. Such materials must be kept dry and stored away from paint, oil and greases. Waste and soiled material must never be allowed to accumulate. It should be disposed of safely on completion of the work and certainly at the end of the day. Spontaneous combustion has also been known to occur when oil-stained towels or boiler suits have

been left in tumble-driers after completion of the drying cycle. These machines must always be emptied before the laundry room is vacated.

5.11 AUTO-IGNITION

Many serious shipboard fires have occurred in Engine rooms as a result of fuel or lubricating oil

spraying onto hot surfaces. It also occurs when oil spills onto laggings, vapourises bursts into flame. Oil saturated lagging should be removed and replaced by new lagging. Oil feeder lines require particular attention to avoid oil being sprayed from leaks. 5.12 PYROPHORIC IGNITION Rust in the ullage spaces of crude oil cargo tanks can react with the hydrogen sulphide contained in

"sour" crudes to form a material that, on exposure to air, undergoes pyrophoric oxidation. The material becomes incandescent during this process and if the atmosphere in the ullage space lies within the flammable range fire or explosion will result.

Instances of pyrophoric reaction in cargo tanks are not common and the process can be safely

controlled by ensuring that the atmosphere in the ullage space is maintained inerted to below 8% oxygen at all times until tanks have been washed ready for gas-freeing.

5.13 SAFE HOUSEKEEPING General tidiness and good housekeeping are essential aspects of fire prevention. Accumulations of

rubbish, such as packing material and shavings, full waste paper baskets, and ash trays containing paper are common examples of potential fire hazards.



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5.14 GALLEY FIRES

The most common types of galley fires are caused by the heating of oils and fats to their self-ignition temperatures. Serious fires have occurred as a result of ignition of cooking oil in deep fryers and these must never be left unattended.

Accumulations of grease and oil on the surfaces of stoves, on ventilator grills and in uptake trunkings

not only present a risk of self-ignition but can cause a fire to spread rapidly. These surfaces must be cleaned frequently.

Fire blankets are the readily available as fire smothering equipment and should be used. Have fire

blankets and fire smothering equipment readily to hand. Catering staff that operate the equipment must always follow safe procedures. Above all, never use water to extinguish an oil fire, and never ever carry a pot/pan of hot oil to the area out of the area in which you are working. Water will instantly turn to steam and explode, and shower hot and burning oil everywhere.

5.15 PAINT STORES Most paints contain high levels of solvents and other volatile materials. If paint drums are left unsealed

or become damaged, flammable vapours can readily accumulate. Particular attention must be paid to the condition of the flame proof electrical fittings. Smoking or the carriage of smoking materials into paint stores is prohibited. Paint store(s) are designated and are protected by a fixed sprinkler system. Storing paint in non-designated stores is not permitted. The Bunker samples as required by Annex VI are to be

kept in the Paint store. On tankers, cargo oil samples are to be stored in this space. 5.16 OXYGEN AND ACETYLENE CYLINDERS Oxygen and Acetylene cylinders must be stowed in special lockers and the gas distribution system provided is to be used. The following must be noted :- - Never use cylinders as rollers, supports, props, etc. - Replace faulty regulators, flash back arrestors, hoses, etc. to keep equipment always in good

condition. - Never use hammers, spanners or other tools to force a top valve open. Use hand power only. - Do not subject cylinders to abnormal mechanical shocks. - Acetylene mixed with air or oxygen is explosive within wide limits. - Pure Oxygen vigorously increases combustion. Oil, grease or fat in contact with oxygen will

self-ignite. - Use approved safety devices such as flashback arrestors and non-return valves. - Always ensure good ventilation in rooms or spaces where cylinders are stored or used. - Always close valves on completion of job. Disconnect hoses and fit back cylinder caps when

not in use, ie. prior arrival port for tankers. - Fixed gas distribution piping system should be tested annually and recorded by Chief

Engineer. - Refer to the Unitor Poster on Cylinder Safety, provided to all vessels. Post copies in ECR,

workshop and/or Oxygen & Acetylene bottle storage spaces.



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5.17 FIRE PREVENTION - MACHINERY SPACES The engine room is the area of greatest fire risk in any type of ship and a high level of safety

awareness is required of all engine room personnel. Fire prevention measures will include the following:- i) Good housekeeping; ii) Smoking is prohibited except in the Control Room and Workshops; iii) Frequent inspection of the Machinery Spaces for the purpose of removing fire hazards; iv) Correct maintenance of machinery and fire-fighting equipment; v) Keeping bilges clean and free from oil and water; vi) Keeping spaces well ventilated; vii) Engine room to steering gear door to be kept shut with door closer fully functional.

5.18 FIRE PREVENTION - ACCOMMODATION, STOREROOMS & GALLEY An accommodation fire will involve Class A material (fibrous material). Smoking regulations must be made known to every member of the ship's crew. Smoking in bed is prohibited at all times regardless of the type of ship. Bridge pyrotechnics should be kept in a metal box, preferably in a locker away from the Wheelhouse.

The box & compartment should be marked with the IMO signage for pyrotechnics. Regular inspections should be made to ensure that electrical fittings are safe and approved. The removal of light glasses or the shading of electric light bulbs is dangerous and is forbidden. The Chief Cook/Steward is responsible for ensuring that the Galley stove and other electrical

appliances are switched off before the Galley is vacated. He will also ensure that the stoves, hot-plates and ventilation exhausts are kept free from accumulations of fat and grease at all times.

Electric lights and appliances must not be left switched on in unattended spaces.

5.19 FIRE FIGHTING ON PURE CAR (AND TRUCK) CARRIERS

The following measures are recommended for fighting fires on PPC / PCTC:

1. Prepare a muster list for car deck fire.

2. Prepare fire zones securing / cooling chart

3. Keep check list for fire fighting in car decks in bridge fire wallet, ECR, Co2 flooding station, EHQ, ballast control/deck office on car deck, in water proof fire wallet near gangway.

4. It is very important for all deck officers and also engineers to know how to operate the main ramps and the internal ramps, and gas tight doors.

5. Try out the Co2 alarm for the car decks and confirm that it can be used as stated.



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6. Make the fire drill charts for " in port" fire in car decks based on your own vessel's configuration and post it up at prominent locations.

7. Carry out the special "in port" fire drill.

AA) GUIDELINES AND STRATEGY FOR FIGHTING FIRE IN CAR DECKS WHILE VESSEL IS IN

PORT

A) IDENTIFICATION OF CONSTRAINTS:

The major constraints with respect to fighting fires in car decks while the vessel is carrying out cargo operations in port are: 1. The car decks are open to shore via the ramps.

2. The fire zones are breached due to open gas tight and watertight doors and movable ramps within the vessel.

3. Stevedores are on board, and several other categories of shore personnel are likely to be onboard. Thus marshaling, headcount, accounting for correct numbers is difficult and time consuming. Lack of specified mustering point for stevedores.

4. Possibility of injured persons in fire zone who need to be rescued, thus delaying CO2 release.

5. Panic among stevedores and shore staff may confuse them in which direction to evacuate vessel quickly, furthers wasting time.

6. Language difficulties with shore staff.

7. The car deck fans are running.

8. Non-explosion proof lighting is ON.

9. Cargo operations are in hand at various levels within the vessel. Thus manpower is scattered, and may delay response. On the other hand should a fire occur where ship staffs are expected to be present then it is detected much faster, and can be tackled effectively by a well-trained crew.

10. Communications facilities are stretched to the limit.

11. Vessel does not have fixed general alarm bells in the car decks to raise fire alarm swiftly within the car decks. Only the CO2 system release alarm sounds in the car decks.

12. The vessel could be replenishing bunkers, luboils, stores and spares stretching resources and increasing risks.

13. Time between start of fire and its detection varies according to where the fire is located, and type of detection system in use.

14. Time from detection to action to fight fire by nearest fire extinguisher (first resort) is variable depending on location of fire/ extinguisher and personnel.

15. The likely hood that detection is by shore staff or others who have no means to communicate with ship staff, and may just leave the scene without taking any action to fight the fire or raise the alarm.

16. Access to seat of fire by fire fighting tugs, or fire engines is non-existent or very difficult. Thus cannot rely on assistance from local Fire brigade.



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BB) PRACTICAL PROCEEDURES TO MITIGATE CONTRAINTS AS ABOVE:

1. The vessel has prepared a painted placard (plywood) on a wooden stand:

“FIRE / EMERGENCY” MUSTER POINT FOR SHORE STAFF

This placard is posted on the jetty next to the gangway bottom when in port. Below the placard is a blackboard for free writing.

2. The vessel uses a Ship / shore checklist prior to commencing cargo operations, which is completed jointly with the stevedore foreman. In this initial meeting vessel obtains from stevedores the total number of persons working on board and numbers employed in the car stock yard who may at times come on board.

3. The foreman must be physically shown the muster point placard/location. Vessel will obtain a translation of the placard in the local language, and have this written on the blackboard, as well as total number of stevedores employed. This is so that headcount can be taken by anyone quickly. Information exchange with foreman and stevedores to include:

(i) Idea behind the muster point and ask that he pass the information to all under his charge.

(ii) Show stevedore fastest exit routes from decks. This can be done when gang is working.

(iii) Show the stevedores and duty personnel of the vessel nearest fire extinguishers and hoses. This can be done when gang is working.

(iv) Emphasize importance of calm evacuation, and orderly mustering in case of fire/emergency.

(v) Explain that when evacuation of vessel is required klaxon / air horn alarm of CO2 system will sound and/or order will be by word of mouth.

(vi) Obtain shore emergency contact telephone numbers and VHF contact details.

4. So far as practicable vessel to keep a track of suppliers and other personnel visiting the ship by means of a register of visitors.

5. The Chief officer is to know the names/number of ship staff employed for cargo work in any given watch and record in cargo log book.

6. Plan and only open gas tight doors, watertight doors, access hatches and doors, which are necessary to be opened for cargo work at that port. The cargo logbook is to be used to record which of these are open/shut. Thus minimize need for closure and have better over all control.

7. From Point No.5 it follows that fans and non-explosion proof lighting need be ON only for fire zones, which are breached for cargo work.

8. If not working cargo in port, it is preferably to maintain gas tight integrity of fire zones, unless maintenance or other operational demands otherwise require. Do not leave ramps open when they are not required for cargo work or other maintenance.

9. Attempt to have as many portable radios available and in use with persons in charge of cargo work, and key persons to man radios all the time.

10. Familiarity and operational status of ramps, doors are to be well publicized. If any work is to be done on any components associated with these equipment’s then duty personnel must be made aware in advance.

11. Crew to be thoroughly drilled for “ in port fire scenario” as realistically as possible. Scatter personnel on various decks, and make surprise decision which deck the fire is located at. They must be very familiar with operation of fire extinguishers, and location of these equipments in the car decks, as well as means of isolation of compartments (ramps/access/fire



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dampers/doors). Drills to be recorded and evaluated, and improvements made when / where necessary.

12. The fire line hose connection to the CO2 system is to be made ready prior arrival port and kept next to it but not connected. If a vessel has single flange on main manifold rail of the Co2 system then one hose is sufficient. Should separate flanges be provided for each fire zones CO2 line distribution pipe, then at least two hoses must be made ready to connect. Spanners, hammers, spare gaskets and other tools to be handy. Ensure bolts are not rusted and flanges easily opened. Time the efficiency of connection and improve upon it. Time the efficiency of disconnection and re-blanking for CO2 release. Some vessels may have a valve fitted in way of this water line connection. The valves flange itself can then be blanked. Then if CO2 release is to occur after water sprinkling, this valve can be closed and CO2 release carried out rapidly.

13. The CO2 alarm can normally be activated manually without actual release of CO2. This is to be tried out during weekly emergency equipment trials.

14. On vessel’s with open rack type fire hose containers, if the fire hose box is next to a hydrant, then one end of the hose can be kept connected to the hydrant.

15. Speed of action is vital. The best way to fight the fire is when it is still small, and to attack with a Dry powder Fire extinguisher. A well-trained crew will not run away, but confidently attack the fire with nearest extinguishers before it goes out of control. Time required to start fire pump and use water spray from hoses may be too long, and on a gasoline fire-using water may actually cause the fire to spread. Thus fire hose may be used if absolutely certain that it will work to quickly extinguish the fire, or to protect rescue personnel, taking care not to delay evacuation of the space. Remember that individual hold branch line valves of the fire line, on the garage deck are normally kept closed, and time will be required to open these for water to reach a particular car deck / hold.

16. Should the fire go beyond fighting with extinguishers then choice has to be made whether to use CO2 or water sprinkling through CO2 line. Factors to be borne in mind are:

(i) CO2 diffuses rapidly throughout the space and depletes oxygen concentration, thereby starving the fire. However the SPACE MUST BE GASTIGHT or else effect is drastically reduced or is completely ineffective. Thus if gas tightness has been achieved rapidly and space is confirmed evacuated then CO2 is the best answer for that space. Water sprinkling can still be done in the other fire zones for cooling should this be necessary.

(ii) If space is not sealed gas tight and evacuated, then water sprinkling till gas tightness is achieved is the only answer e.g. Fire zone where ramps are located, as these take time to close. However the CO2 diffusers are generally very widely spaced, and it must be realized that water may not get sprinkled directly on the seat of fire, but may contain its spreading especially on the deck where the sprinklers are located. From the lashing hole perforations water will pour down and not sprinkle on the deck below. CO2 can always be introduced as soon as gas tightness is achieved and space evacuated, provided the water line is shut off positively and water from the CO2 manifold is drained out into the hold. Remember when CO2 is released icing occurs.

17. The fire detection equipment for the car decks is to be kept “ON”. (On some vessels the detection system is so sensitive that false alarms come even from exhaust fumes and tendency is to isolate and switch off loop where cargo work is going on. This must be avoided so far as practicable.)

18. Always have contingency plan in mind to abort replenishment being carried out of any form especially for bunkers and luboils.



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CC) ACTUAL FIRE FIGHTING IN PORT SUGGESTED DRILLS/MEASURES:

1. When Fire is detected (by whatever means), normal Fire alarm to sound and also manually sound the CO2 alarm for car decks. This is the first time this alarm will sound. TRAIN THE CREW THAT THIS IS TO WARN OF FIRE IN CAR DECKS AND CREW ON DUTY IN THE CARDECK AFFECTED ARE TO FIGHT THE FIRE WITH FIRE EXTINGUISHERS AND NOT EVCUATE AT THIS TIME.

2. Announce on the PA system location of the fire for all in accommodation and engine room to know how to react.

3. If the fire is controlled and extinguished it is the best situation. If this does not happen and fire is going out of control then to inform by portable radio, assist to make compartment gas tight, and then evacuate to normal muster station to report work done and for headcount.

4. Other crew's who are on duty in car decks to shutdown compartments as they evacuate them, and ensure no one left inside. Once this is done they are to proceed to normal Fire fighting station for reporting work done and headcount.

5. Designate persons to operate external ramps, and internal ramps should this be necessary depending on immediate seat of fire. REMEMBETR ISOLATE AFFECTED COMPARTMENT QUICKLY FIRST TO RELEASE CO2 QUICKLY, RATHER THAN WASTE TIME CLOSING ALL OPEN COMPARTMENTS. Once this is achieved go to normal Fire station for reporting work done and headcount.

6. On the Garage deck simultaneous to 1, 2, 3 personnel in accommodation to prepare water sprinkling connection to CO2 system, start fire pump, and same time prepare rescue team in SCBA sets as may have injured to pull of fire zone. Shutdown car deck fans and dampers. Shutdown lighting circuits as required.

7. Engineers to disconnect and cast off any bunker or other barges, or disconnect any bunker hoses from shore tank trucks.

8. Prepare to pump out bilge of car decks incase of water sprinkling. Remember adverse stability effects which occur with water accumulation especially on higher decks.

9. Stevedores and shore personnel should have assembled ashore, and to be confirmed their headcount.

10. At about this stage Master would have to decide if to use sprinklers or go with CO2 if all parameters are met. Remember water sprinkling can go simultaneous to rescue effort, and closing down. If fire compartment is closed, and sure no one inside, then CO2 should be released if fire is beyond control of extinguishers. Before CO2 release again CO2 alarm will sound and it is at this second alarm that actual release is to occur.

11. Inform shore authorities by VHF or other available means of the fire.

12. Inform WALLEM when time best permits per standard emergency reporting procedures in the MCCM.

It must be recognized that measures mentioned here are different from normal fire fighting procedure at sea. At sea we look to muster personnel at fire station then start fire fighting. In port crew is already at fire location and in the area where fire fighting works are to be done, hence it would waste time to first muster then work. Therefore process is reversed here and work is done first then muster occurs. This means good walkie-talkie communication and knowing how many persons on duty in cardecks is vital to save both time and life.

The ship is to make a separate muster station bill for in port fire fighting on car decks based on above guidelines, and conduct drills accordingly. This has to be ship specific and difference to be informed to all concerned. A lot of flexibility will have to be built in here.


CHAPTER SIX STATIC ELECTRICITY 1/4


6. STATIC ELECTRICITY : 6.1 GENERAL Static Electricity presents a hazard during the handling of petroleums, and a large number of tanker

explosions have been attributed to this cause. Electrostatic charging may occur when two dissimilar materials are in moving contact with each other,

as with a liquid or gas passing through a pipe or with droplets of one liquid falling through or moving about in another liquid. A static charge will seek to discharge itself to earth and sometimes create incendiary sparks. If this occurs in the presence of a flammable vapour, ignition with a possible explosion may occur.

6.2 STATIC ACCUMULATORS Many refined petroleums contain few impurities and, having been charged by pipeline flow, will hold

this charge for some time. These are known as Static Accumulator oils, and precautions are required in their handling. Examples of Static Accumulator oils are given at the end of this Chapter. Crude oils and black oils, by comparison, contain many impurities and charge recombination occurs readily.

6.3 CHARGE SEPARATION Charge separation, or the generation of static electricity, may occur in several ways of which the

following are typically encountered in tanker practice:- During pipeline flow when handling static accumulator cargoes. During tank cleaning with either water or crude oil. When oil and water are mixed, as in slop tanks. If oil is sprayed or splashed. If steam or CO2 is injected from a nozzle or open ended pipe. Charge separation will increase with higher flow rates, and if water and oil are mixed together. 6.4 PRECAUTIONS DURING CARGO OPERATIONS A potential hazard exists when:- The cargo is a static accumulator, particularly where the receiving tanks are not inerted and contain

flammable vapour. The cargo is at or above its flash point. Charging of static accumulator oils will be greatly increased by the presence of water in the cargo or in

the tank, and will continue while the water settles through the oil. Dangerous charge levels may exist for some time after loading has stopped. The following precautions must be taken if tanks are not effectively inerted:-




6.4 PRECAUTIONS DURING CARGO OPERATIONS (Continued) Flow rates must not exceed 1 metre/second in any part of the pipeline system until the tank has been

filled to a depth of one metre, or the bottom longitudinals are covered. When the bottom structure is covered and all water has been cleared from the line, the rate can be increased to the lesser of the ship or shore pipeline maximum follow rates. However, flow rate for bulk loading to be increased to a maximum of 7 m/sec.

Steel ullage tapes and metal sampling cans must not be used during loading or for a period of up to 30

minutes after completion of loading any tank. There is no restriction on use of fixed ullage gauges which are permanently bonded to the ship. Precautions are also not normally required for inerted tanks. The 30 minutes wait is also not required if the tanks have full length sounding pipes.

On no account will loading overall or splash filling be permitted with volatile cargoes, whether or not

they are static accumulators, or with non-volatile cargoes being loaded into the non-gas free tank. 6.5 PIPELINE AND HOSE CLEARANCE The clearance of hoses and lines with compressed air is not permitted. 6.6 ELECTRICAL CONTINUITY When a charged liquid flows through a non-conducting flexible hose part of the charge may be picked

up by the intermediate flanges. They must therefore be effectively bonded to maintain electrical continuity to earth through the hull or to the shore.

A hazard may also exist when connecting hoses or chiksans due to a different electrical potential

between ship and shore; the separate bonding wire still used at many terminals is of insufficient diameter to safeguard against this, and sparks can still be generated at the manifold.

An effective safeguard is the fitting of an insulating flange on the shore end of the pipeline or, where

flexible hose strings are used, to include one hose in each string which is not bonded. This will block the flow of current through the hose string while the system remains earthed either to the ship or to the shore.

The Chief Officer should always check the bonding arrangements before connection. 6.7 TANK WASHING The injection of water through tank cleaning machines can create charged mists and the formation of

charged droplets in tanks, even when using cold sea water. The entrainment of oil particles, as in closed cycle washing, the introduction of tank cleaning

chemicals, or the use of hot water, can greatly increase the charge levels. The degree of charging will also increase in proportion to water throughput and nozzle velocity. Unless the cargo tanks are effectively inerted, with an oxygen content not exceeding 8% by volume,

and a supply of good quality inert gas maintained throughout, the following restrictions must be observed:-

a) The use of fixed high capacity tank cleaning machines is prohibited using either crude oil or

water as a washing medium.




6.7 TANK WASHING (Continued) b) The number of portable machines used at any time in one tank will be restricted to 4 where

their individual throughput does not exceed 35 cubic metres/hour or 3 where their individual throughput is between 35 and 60 cubic metres per hour. Machines with a capacity greater than 60 cubic metres per hour must not be used.

c) The use of heated water (above 60oC), re-cycled water or chemicals is not allowed. d) Tanks must be stripped dry before commencement of washing. Dipping with metal sounding

rods is not allowed during washing or for 1 hour afterwards. 6.8 PORTABLE TANK CLEANING HOSES Before the commencement of any tank cleaning all hoses to be used must be tested to ensure

electrical continuity of the internal bonding wires. Any defective wires must be replaced. The use of external bonding wires is prohibited. Before connecting any tank cleaning hose to a hydrant, the hydrant should first be opened to clear any

residual oil or scale. Hoses must be connected to hydrants before the machines are lowered into the tanks and must remain connected until after machines have been withdrawn. Hoses and machines must always be withdrawn on completion of washing each tank.

6.9 STEAMING OF TANKS The introduction of steam at high velocity can create high charge levels in a tank and should never be

used to clean tanks after volatile cargoes. Steaming can only be carried out in tanks that have been either inerted or water washed and gas freed. The concentration of hydrocarbon content of the tank should not exceed 10% of the Lower Flammable Limit prior to Steaming. Precaution to be taken to avoid build up of steam pressure within the tank,

6.10 STATIC ACCUMULATOR OILS NON-VOLATILE Flash Point 60oC Heavy gas oils or above Clean diesel oils High flash jet fuels-JP5 Lubricating oils VOLATILE Flash Point Kerosenes below 60oC Heating oils Kerosene jet fuels-Avtur Jet A-1 JP1 Gasoline jet fuels-Avtag Jet-B JP4




6.10 STATIC ACCUMULATOR OILS (Continued) Flash Point Naphthas below 60°C White spirits Motor gasolines Aviation gasolines Natural gasolines


CHAPTER SEVEN ENTRY INTO ENCLOSED SPACES 1/8


7. ENTRY INTO ENCLOSED SPACES 7.1 GENERAL The contents of this Chapter apply to all types of ships although certain additional precautions

are necessary in ships carrying petroleum cargoes. It is of the utmost importance that the precautions applying to entry into enclosed spaces are

understood by every member of the crew.

Enclosed space means a space which has any of the following characteristics: 1. limited openings for entry and exit; 2. inadequate ventilation; and 3. is not designed for continuous worker occupancy, and includes, but is not limited to, cargo spaces, double bottoms, fuel tanks, ballast tanks, cargo pump-rooms, cargo compressor rooms, cofferdams, chain lockers, void spaces, duct keels, inter-barrier spaces, boilers, engine crankcases, engine scavenge air receivers, sewage tanks, and adjacent connected spaces. This list is not exhaustive and a list should be produced on a ship-by-ship basis to identify enclosed spaces. If in doubt, a compartment should be regarded as an enclosed space.

Further information on safe entry into enclosed/confined spaces is contained in the Code of

Safe Working Practices for Merchant Seamen and the ICS/OCIMF ISGOTT. Please also refer to sec 7.16 of this chapter for information hazards related to specific types of ships or cargoes.

7.2 RESPONSIBILITY Responsibility for safety, both before entry into an enclosed or confined space and during the

entire operation, rests with the Master and a Competent Officer. They must undertake a proper assessment of risk prior to entry. They must also make sure that adequate steps are taken to eliminate or control the hazards and that all personnel understand the nature of any hazards which remain and the precautions to be followed. The responsibility covers conditions of work for shore based employees as well as for members of the ship's crew.

Master (Responsible Person): Means a person authorized to permit entry into an enclosed

space and having sufficient knowledge of the procedures to be established and complied with on board, in order to ensure that the space is safe for entry.

Competent Officer: Means a person with sufficient theoretical knowledge and practical

experience to make an informed assessment of the likelihood of a dangerous atmosphere being present or subsequently arising in the space. This would normally be the Chief Officer or Second Engineer.

Authorized Team Leader: Means a person who has sufficient knowledge and practical

experience in conducting tasks safely in the enclosed spaces and is authorized by the Competent officer and Master (Responsible Person) to lead the team for carrying out tasks in enclosed space after being briefed and familiarized with carrying out the task safely and with the safe enclosed space entry procedures as per company’s SMS by the competent officer and/or Master (Responsible Officer)

Attendant: Means a person who is suitably trained within the safety management system,

maintains a watch over those entering the enclosed space, maintains communications with those inside the space and initiates the emergency procedures in the event of incident occurring

(!) (!)




7.3 OXYGEN DEFICIENCY Lack of oxygen should always be suspected in tanks and other compartments that have been

closed for some time, particularly if they have contained water or have been subjected to damp or humid conditions.

Low levels of oxygen may also exist in cargo holds of bulk carriers as a result of oxidation

processes in the cargo. Iron ore, particularly if damp, coal, grain and tapioca have all been known to consume oxygen in the atmosphere or to displace it by the evolution of other gases.

Inert gas, by virtue of its very low oxygen content, will not support life. Its presence must always

be suspected in the cargo tanks and in adjacent compartments in Tankers, OBO's and Chemical Carriers.

The effects of oxygen deficiency are described in Chapter 8. 7.4 HYDROCARBON GAS

The presence of hydrocarbon gas must always be suspected in the cargo tanks, pumprooms and adjacent compartments in Tankers.

Even where a tank has previously been tested and found gas free a danger may exist from gas

released from sludge, scale and other residues, particularly if they are disturbed or subjected to a rise in temperature. Toxic gases may also be formed in the course of fermentation or decomposition of animal and vegetable materials.

7.5 GAS TESTS FOR ENTRY No entry will be permitted into any enclosed space unless the atmosphere inside has been

tested and found to contain sufficient oxygen and is free of hydrocarbon and toxic gases where applicable.

The first test, in all ships, will be to ensure that the atmosphere throughout the space contains

21% oxygen by volume as determined by representative samples (at different levels and different openings, where applicable) with a properly calibrated oxygen meter.

The second test, applicable to tankers, will be to ensure that no hydrocarbon gases are

present and zero readings on a properly calibrated explosimeter must be obtained throughout (at different levels and different openings, where applicable.)

In product and chemical tankers further tests will be required to ensure that the space to be entered is free of toxic gases. In crude carriers, tests for specific toxic contaminants, such as benzene and hydrogen sulphide, should be undertaken depending on the nature of the previous contents of the space. These tests will be made with chemical tube detectors or other instruments calibrated for specific gases. Always ensure that not more than 50% of the occupational exposure limit (OEL) of any toxic vapours and gases are present in the enclosed space. (It should be noted that the term Occupational Exposure Limit (OEL) means and is equivalent to the Permissible Exposure Limit (PEL), Maximum Admissible Concentration (MAC) and Threshold Limit Value (TLV) or any other internationally recognized terms. Different terms as mentioned are in use in different parts of the world and all the terms are mentioned for reference) If above conditions cannot be met, additional ventilation should be applied to the space and re-testing should be conducted after a suitable interval.

(!) (!)




Gas testing prior to entry should be carried out with ventilation to the enclosed space stopped, and after conditions have stabilized, in order to obtain accurate readings. Gas testing when persons are inside the space should be carried out with ventilation running. It should be emphasized that the internal structure of the space, cargo, cargo residues and tank coatings may also present situations where oxygen-deficient areas may exist, and should always be suspected, even when an enclosed space has been satisfactorily tested as being suitable for entry. This is particularly the case for spaces where the path of the supply and outlet ventilation is obstructed by structural members or cargo.

For double hull vessels, particular caution is to be exercised when entering double bottom space. due to dangers associated with their design.

7.6 VENTILATION AND LIGHTING

Ventilation must be carried out before entry is permitted into any enclosed space and continued

throughout the period of entry. During pre-entry atmosphere sampling, Ventilation should be stopped and a minimum period of about ten minutes should be allowed to elapse before readings are taken in order to not affect the readings obtained.

If forced ventilation is used at least four air changes must take place before entry is allowed.

Where only natural ventilation is possible the space must be allowed to 'breathe' for at least 24 hours.

In certain spaces, such as double bottom tanks, the most effective way of ensuring full

ventilation may be to fill the compartment with clean sea water and then pump it out allowing fresh air to be drawn in.

Regardless of the method employed no entry will be allowed until tests have shown that a safe,

breathable atmosphere exists.

Pumprooms and duct keels in tankers and bulk carriers are provided with fixed ventilation systems which must be in operation for at least 15 minutes before any entry is permitted.

All vessels have been provided with 24V DC light with step down transformer. This is to be used

by all Non tankers for enclosed space entry on board their vessels. Tankers to use the 24V Light with transformer for enclosed space entry within the Engine room and Pneumatic (air) lights in tank deck area.

7.7 PRECAUTIONS DURING ENTRY & ENTRY PROCEDURES

The atmosphere should be tested frequently whilst the space is occupied and persons should be instructed to leave the space should there be deterioration in the conditions. Tankers are provided with muti-gas detectors that monitor the levels of oxygen, carbon monoxide and other gases as appropriate. Multi gas detectors must be calibrated and tested prior to their use. Ventilation should continue during the period that the space is occupied and during temporary breaks. Before re-entry after a break, the atmosphere should be re-tested. In the event of failure of the ventilation system, any persons in the space should leave immediately. Particular care should be exhibited when working on pipelines and valves within the space. If conditions change during the work, increased frequency of testing of the atmosphere should be performed. Changing conditions that may occur include increasing ambient temperatures,

(!) (!) (!)

(!!)




the use of oxygen-fuel torches, mobile plant, work activities in the enclosed space that could evolve vapours, work breaks, or if the ship is ballasted or trimmed during the work. In the event of an emergency, under no circumstances should the attending crew member enter the space before help has arrived and the situation has been evaluated to ensure the safety of those entering the space to undertake rescue operations. Only properly trained and equipped personnel should perform rescue operations in enclosed spaces. If all areas of the enclosed space cannot be checked from the top or outside the space (Example is J type tank), the tank will be ventilated and gas checks done from outside the space. The Enclosed space entry checklist would be completed and entry done to the point where gas checks were done. Further checks for gas from this location to the inaccessible areas from outside the space would be done prior proceeding further to those areas.

Safety harnesses should be worn and, unless impractical, lifelines should be used. Appropriate protective clothing should be worn, particularly where there is any risk of toxic substances or chemicals coming into contact with the skin or eyes of those entering the space.

No one may enter an enclosed space without the permission of the competent officer in charge

who will first ensure that the necessary tests have been completed and that the requirements of the ENCLOSED SPACE ENTRY CHECK LIST are complied with in full.

Normally not more than one senior officer from any department will enter an enclosed space at

one time. Failure to observe correct procedures can lead to persons being unexpectedly overcome when entering enclosed spaces.

7.8 ENCLOSED SPACE ENTRY CHECK LIST The Check List will be completed by a competent officer in charge of entry or the Master. A

separate Check List will be completed for each entry operation, ie. each enclosed space, and will include details of the following:-

i. Spaces to be entered. ii. Reason for entry - inspection, maintenance, repairs etc. iii. Entry and exit points. iv. Results of atmosphere checks as applicable to type of ship and cargo. v. System for recording who is within the space - Section D vi. Times of entry and expected duration. vii. Method and frequency of communication, e.g. walkie-talkies. viii. Name of link man. It is important to position a responsible member of the crew in constant

attendance outside the enclosed space, to act as a communications link. The link man to be trained in the actions to be taken in the event of an emergency

ix. The officer on the Bridge (if ship at sea) will maintain communications with the link man as he will be able to sound the emergency alarm without delay if a problem occurs.

x. Details of ventilation methods and, where appropriate, checks that inert gas has been isolated.

xi. Personal gas detector to be used by persons entering and their function should be tested first.




xii. Use of ELSAs or EEBD is recommended only for evacuation of casualty. Check condition

and gauge before use. xiii. At least two compressed air breathing apparatus with fully charged air cylinder must be

positioned outside the point of entry, together with resuscitation and rescue equipment. A rescue harness complete with lifeline and two fully charged safety torch to be ready at the entrance to the space.

Check List in Chapter 19

7.9 CARGO PUMPROOMS Entry into cargo pumprooms is a normal operational requirement during cargo & ballast

operations, as well as tank cleaning. Special precautions must be observed in line with industry safe practices, when entering & working within pumprooms. It must be remembered at all times that a pumproom usually contains the largest concentration of cargo pipelines in any space within the ship, and leakage (or release) of a volatile product from any part of the system could lead to a rapid generation of flammable gas and/or a toxic atmosphere. The pumproom may also contain a number of potential ignition sources, unless formal structured maintenance inspection and monitoring procedures are adhered to. Reference is drawn to ISGOTT section 10.10 and 10.11 for Pump rooms entry and Pumprooms operational precautions respectively.

7.9 CARGO PUMPROOMS (contd..)

Procedures for entry into pumprooms, regular (24 hour) checks and continuous monitoring are detailed in the WALLEM “Pumproom Procedures” poster and are to be strictly followed at all times.

7.10 OPENING UP EQUIPMENT AND PIPELINES There is always a risk that cargo liquid or vapour may be released when opening up equipment

and piping associated with the cargo system.

The associated sections of the cargo system should first be flushed through with clean sea water, localised ventilation arranged as necessary. Breathing apparatus or escape sets should be kept in the vicinity of the work and continuous gas monitoring conducted while opening up lines, valves or equipment.

Prior to any work on pipelines and pressure vessels, Permit to Work 19.2.3 in Safety Manual to be filled out and signed.

7.11 ENTRY INTO NON-GAS FREE SPACES

Entry into a space that is NOT GAS FREE OR DOES NOT CONTAIN 21% OXYGEN WILL

ONLY BE PERMITTED FOLLOWING A RISK ASSESSMENT & APPROVAL FROM OFFICE. SUCH CASES WILL BE REGARDED AS AN EMERGENCY (WHERE SAFETY OF LIFE IS AT STAKE).

The number of persons entering will be kept to a minimum but will be not less than two, and

each will wear a positive pressure breathing apparatus and be connected by lifeline to handlers outside the space. The persons entering should be well trained in the use of breathing apparatus and aware of the dangers of removing the face mask in unsafe condition. Means of continuous communication to be provided and a system of signal should be agreed between personnel involved.

Under these circumstances entry will be considered an emergency and a rescue team fully equipped with breathing apparatus and with rescue equipment will be standing by at the

(!) (!)

(!)




entrance. Spare sets of breathing apparatus, a resuscitator and rescue equipment should also be available at the entrance to the space.

In addition, a responsible officer must continuously supervise the operation . Ventilation is to be provided where possible. All essential work carried out should be in a manner to avoid ignition hazards in spaces that are not gas free.

7.12 CANISTER RESPIRATORS

No filter respirators or canisters will be used on Wallem managed vessels for protection against toxic gases.

7.13 RESCUE FROM ENCLOSED SPACES

1. The rescue must be well planned and drills on rescue must be regularly conducted.

2. Unplanned rescue, such as when someone instinctively rushes in to help a downed co-worker, can easily result in a double fatality, or even multiple fatalities if there are more than one would-be rescuers.

3. Rescuers must be trained in and follow established emergency procedures and use appropriate equipment and techniques.

4. Under no circumstances should the stand by crew member enter the tank to attempt to a rescue before help has arrived and the situation has been evaluated to ensure the safety of those entering the tank to undertake rescue operations.

5. When an accident involving injury to personnel occurs in an enclosed space, the first action must be to raise the alarm.

6. Although speed is often vital in the interests of saving life, rescue operations should not be attempted until the necessary equipment and assistance has been mustered.

7. Steps for safe rescue should be included in the preparation for the enclosed space entry and equipment such as self contained breathing apparatus, lifelines and resuscitation equipment should be kept in readiness.

8. Whenever it is suspected that an unsafe atmosphere has been a contributory factor to the accident, breathing apparatus and where practicable, lifelines must be used by the persons entering the space.

9. Every member of the rescue team should know what is expected of him. This can only be achieved through regular drills in rescue from enclosed spaces.

10. The officer in charge of a rescue must remain outside the space, from where the most effective control can be exercised.

7.14 WORK BOATS IN ENCLOSED SPACE

Workboats used for tank repair work and tank Inspection in enclosed spaces should be fit for the task for which they are employed. The Enclosed space entry checklist and procedures are to be followed.

In addition, following precautions are to be taken:

1. All deck apertures, such as tank washing plates should be opened and effective ventilation maintained continuously while persons are in the tank.

2. The work boat should only be used when the water surface is calm.

3. The work boat should only be used in tanks containing clean ballast water

(!)




4. The water level in the tank should be either stationary or falling. On no account must the level of

the water be rising while the boat is in use.

5. All personnel working in the compartment should wear a buoyancy aid 7.15 ASSESSMENT OF RISK

Each vessel has to ensure that a risk assessment is conducted to identify all enclosed spaces on board the ship. After identifying all the enclosed spaces a diagrammatic representation of the enclosed spaces to be made and posted conspicuously on the notice board and public places onboard. This risk assessment should be periodically revisited to ensure its continued validity.

In order to ensure safety, the competent person should always make a preliminary assessment of any potential hazards in the space to be entered, taking into account previous cargo carried, ventilation of the space, coating of the space and other relevant factors. The competent person’s preliminary assessment shall determine the potential for the presence of an oxygen-deficient, oxygen-enriched, flammable or toxic atmosphere. The competent person should bear in mind that the ventilation procedures for an adjacent connected space may be different from the procedures for the ventilation of the enclosed space itself.

The procedures to be followed for testing the atmosphere in the space and for entry should be decided on the basis of the preliminary assessment. These will depend on whether the preliminary assessment shows that: (i) There is minimal risk to the health or life of personnel entering the space; or

(ii) There is no immediate risk to health or life but a risk could arise during the course of work in

the space; or

(iii) A risk to health or life is identified.

Where the preliminary risk assessment indicates minimal risk to health or life or potential for a risk to arise during the course of work in the space, the precautions described in “Enclosed Space Entry Checklist” (19.1.1) sections “A”, “B”, “C” (Additional for Tankers), “D” and “E” should be followed, as appropriate. Where the preliminary assessment identifies a risk to life or health, Office is to be informed so that a joint risk assessment is carried out for entry into the space. This would require entry with B.A . set and would require additional measures. This would be decided on a case by case basis and only done when the entry cannot be postponed for reasons of safety.

Throughout the assessment process, there should be an assumption that the space to be entered is considered to be hazardous until positively proved to be safe for entry.

The checklist 19.1.1 is a form of risk assessment and is to be diligently followed to ensure safe entry.

7.16 HAZARDS RELATED TO SPECIFIC TYPES OF SHIPS OR CARGO

Dangerous goods in packaged form The atmosphere of any space containing dangerous goods may put at risk the health or life of any person entering it. Dangers may include flammable, toxic or corrosive gases or vapours that displace oxygen, residues on packages and spilled material. The same hazards may be present in spaces adjacent to the cargo spaces. Information on the hazards of specific substances is contained in the International Maritime Dangerous Goods (IMDG) Code, the Emergency Procedures for Ships Carrying Dangerous Goods leakage of dangerous substances has occurred, the precautions specified in section 9 should be followed. Personnel required to deal with spillages or to remove defective or damaged packages should be appropriately trained and wear suitable breathing apparatus and appropriate protective clothing.

(!!)




Liquid bulk ( Tankers ) The tanker industry has produced extensive advice to operators and crews of ships engaged in the bulk carriage of oil, chemicals and liquefied gases, in the form of specialist international safety guides. Information from the guides have been included in this chapter of the Safety Manual. Solid bulk ( Bulk Carriers) On ships carrying solid bulk cargoes, dangerous atmospheres may develop in cargo spaces and adjacent spaces. The dangers may include flammability, toxicity, oxygen depletion or self-heating, as identified in the shipper's declaration. For additional information, reference should be made to the International Maritime Solid Bulk Cargoes (IMSBC) Code. Use of Nitrogen as an inert gas* Nitrogen is a colourless and odourless gas that, when used as an inert gas, causes oxygen deficiency in enclosed spaces and at exhaust openings on deck during purging of tanks and void spaces and use in cargo holds. It should be noted that one deep breath of 100% nitrogen gas will be fatal. Oxygen-depleting cargoes and materials A prominent risk with such cargoes is oxygen depletion due to the inherent form of the cargo, for example, self-heating, oxidation of metals and ores or decomposition of vegetable oils, fish oils, animal fats, grain and other organic materials or their residues. The materials listed below are known to be capable of causing oxygen depletion. However, the list is not exhaustive. Oxygen depletion may also be caused by other materials of vegetable or animal origin, by flammable or spontaneously combustible materials and by materials with a high metal content, including, but not limited to: • grain, grain products and residues from grain processing (such as bran, crushed grain,

crushed malt or meal), hops, malt husks and spent malt; • oilseeds as well as products and residues from oilseeds (such as seed expellers, seed

cake, oil cake and meal); • copra; • wood in such forms as packaged timber, round wood, logs, pulpwood, props (pit props

and other propwood), woodchips, woodshavings, wood pellets and sawdust; .5 jute, hemp, flax, sisal, kapok, cotton and other vegetable fibres (such as esparto grass/Spanish grass, hay, straw, bhusa), empty bags, cotton waste, animal fibres, animal and vegetable fabric, wool waste and rags;

• fish, fishmeal and fish scrap; • guano; • sulphidic ores and ore concentrates; • charcoal, coal, lignite and coal products; • direct reduced iron (DRI); • dry ice;

metal wastes and chips, iron swarf, steel and other turnings, borings, drillings, shavings, filings and cuttings; and

• scrap metal. Fumigation When a ship is fumigated, the detailed recommendations contained in the Recommendations on the safe use of pesticides in ships (MSC.1/Circ.1358) should be followed. Spaces adjacent to fumigated spaces should be treated as if fumigated.


CHAPTER EIGHT TOXIC GASES AND OXYGEN DEFICIENCY 1/6


8 TOXIC GASES AND OXYGEN DEFICIENCY :

8.1 TOXIC GASES Toxic can be described as poisonous to human life and, in most cases where the carriage of liquid cargo is concerned, the toxic components will consist of H2S, aromatic hydrocarbons such as benzene, lead additives, mercaptans, etc. Carbon monoxide is also a toxic gas. The main hazard with inert gas is the deficiency of Oxygen. Toxic hazards to which shipboard personnel are exposed to arise from release of gases from cargo – Crude oils, petroleum and chemical products, methane gas from some dry bulk cargoes, batteries, sewage tanks, fire in certain types of cargoes such as sulphur, etc.

8.2 THRESHOLD LIMIT VALUES An indication of the toxicity of gases is provided by their Threshold Limit Values (TLV's) which

is the airborne concentration under which it is believed that nearly all workers may be exposed day after day with no adverse effect. There are three different types of TLV’s and the time weighted average (TLV-TWA) is of utmost importance.

TLV-TWA: Time weighted average (TLV-TWA) is the airborne concentration averaged over an 8 hour period and is expressed in parts per millions (ppm) The TLV-TWA of a gas is the highest concentration to which it is believed a person can be

exposed for eight hours a day over an indefinite period without any harmful effects. It is expressed in parts per million (ppm) by volume. The TLV-TWA of H2S is 5 ppm.

Short term exposure limit (TLV-STEL): The airborne concentration of toxic substance averaged over any 15 minute and is also expressed in parts per million (ppm). Ceiling (TLV-C) – the concentration that should not be exceeded during any part of the working exposure.

8.3 HYDROCARBON GASES

Comparatively small quantities of hydrocarbon gas when inhaled can cause symptoms of

diminished responsibility and dizziness similar to drunkenness, with headache and irritation of the eyes. The inhalation of a sufficient quantity can be fatal.

These symptoms can occur well below the lower flammable limit and the effects can vary widely

between one person and another. The smell of petroleum gas mixtures varies widely and in some cases the sense of smell can be

adversely affected, particularly in respect of sour crudes. The absence of smell must never be taken to indicate the absence of gas.

The TLV-TWA of petroleum’s can vary considerably but a TLV-TWA of 300 ppm is generally

established for most crude oils and gasoline vapours. This corresponds to about 2% LFL.



Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : Jun 2010 Approved by : Managing Director

8.4 HYDROGEN SULPHIDE (H2S) Hydrogen Sulphide gas, which is present in some crude petroleums, has a very disagreeable

smell characteristic of rotten eggs. It rapidly deadens the sense of smell however, and the nose must never be relied upon to indicate its presence.

Hydrogen sulphide can rapidly paralyse the respiratory system and cause instant collapse

even in relatively low concentrations. All tankers have been supplied with the publication, ”The ABCs of Hydrogen Sulphide”, for further reference. This is to be referred to, before the carriage of any cargo containing H2S.

It has a TLV-TWA of only 5 ppm. Precaution against High H2S concentration are necessary if the H2S content in the vapour phase is 5 ppm or above. It is important to distinguish between concentrations of hydrogen sulphide in the atmosphere,

expressed in ppm by volume, and concentrations in liquid petroleum expressed in ppm by weight. For example, a crude oil containing 70 ppm by weight can produce concentrations of 7,000 ppm by volume in the gas leaving ullage port.

Cargoes containing H2S Gas must be handled under closed conditions only. For tankers,

Cargo and bunker fuels should be checked during loading and the absence of H2S should be confirmed by both the result of monitoring and the relevant MSDS information. Records of the monitoring to be maintained on board

Please refer to ISGOTT for table on Physiological effects on human exposure to H2S. (Table

on page 15) The presence of hydrogen sulphide will not be detected by an explosimeter. The normal method

of measurement is by chemical tube devices.

8.5 BENZENE AND OTHER AROMATIC HYDROCARBONS

The aromatic hydrocarbons include benzene, toluene and xylene. These chemicals are components in varying amounts, (in excess of 0.5% by volume), in many typical petroleum cargoes such as crude oil, gasolines, gasoline blending components, reformates, napthas, special boiling point solvents, turpentine substitute and white spirits.

The Threshold Limit Value (TLV-TWA) of an aromatic hydrocarbon is generally less than that of other hydrocarbons in petroleum vapours. Over exposure to benzene in particular, may have chronic effects which can lead to disorders of the blood and bone marrow. Personnel engaged in operations involving the products containing benzene and other aromatic hydrocarbons, should therefore follow the precautions described in Section 2.3.5 of ISGOTT in order to minimise exposure during cargo handling operations.

Benzene primarily presents an inhalation hazard. It has poor warning qualities, as its odour

Threshold is well above the TLV-TWA. Exposure to concentration of benzene vapours of only a few parts per million in air may affect

bone marrow and may cause anaemia and leukaemia. Tankers are to refer to section 11.1.10 of ISGOTT when loading cargoes containing benzne. In

addition, the precautions outlined in Sec 11.1.6.6 (closed loading) and 11.8.4 (measurement and sampling) are to be followed.



Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : Jun 2010 Approved by : Managing Director

8.5 BENZENE AND OTHER AROMATIC HYDROCARBONS (Continued)

If effective closed operations cannot be maintained or if concentrations of vapours are detected to be rising because of still air conditions, consideration should be given to suspending operations and closing all venting point until weather conditions change and wind assists gas dispersion.

Exposure to concentrations in excess of 1000 ppm can lead to unconsciousness and even death. Benzene can also be absorbed through the skin and is toxic if ingested. Personal exposure limits are expressed in terms of Time Weighted Average (TWA) as an

average airborne ppm figure over a period of time, such as working shift of eight hours and as a Short Term Exposure Level (STEL) which gives a maximum level to which personnel could be exposed for a short period, usually 15 minutes. The STEL for benzene is 2 ppm, and for Toluene 60 ppm, and for xylene 60 ppm. The TLV-TWA for benzene is only 1 ppm.

The levels to which personnel are exposed to benzene and other aromatic

hydrocarbonsinherent in hydrocarbon based cargoes is significantly reduced when closed operation techniques are employed.

The following procedures should be followed when handling all cargoes containing benzene

and other aromatic hydrocarbons: - Closed Operations: Cargoes containing benzene and other aromatic

hydrocarbonsshould be handled using the closed operation procedures. This will significantly reduce the exposure hazard to personnel. Please refer to ISGOTT sec 11.1.6.6 for further details

- Vapour monitoring: The operator should check the effectiveness of closed loading

operations by carrying out a survey during each particular operation. These surveys will determine the potential exposure to personnel of benzene and other aromatic hydrocarbons during operations such as loading, unloading, gas freeing, tank washing, connecting and disconnecting hoses, cleaning of hoses, etc.

Spot checks on vapour concentrations can be carried out by ship's personnel toverify

that vapour levels are not being exceeded and to ascertain if personal protective equipment needs to be worn in such circumstances as: custodial measurement; sampling and connection and disconnection of pipelines. These spot checks are carried out using detector tubes and pumps.

- Personal Protective Equipment (PPE). Appropriate Personal protective equipment

(PPE) to be worn when contact with toluene, xylene. They should also be worn for liquid cargos in bulk with a benzene content of 0.5% or more. The wearing of respiratory protection equipment should be applied when there is risk of exposure of benzene vapour in excess of TLV-TWA. EEBD (Emergency escape breathing devices) is to be provided to personnel working in hazardous areas. They are very portable can be easily donned in an emergency.




8.5 BENZENE AND OTHER AROMATIC HYDROCARBONS (Continued) Personnel should be required to wear respiratory protection equipment under the following circumstances: - When TLV-TWA specified by National or International Authorities are exceeded, or are likely to be exceeded. - When monitoring cannot be carried out. - When closed operations cannot be conducted for any reason. In addition to the precautions mentioned above the following should apply:

Prior to entry into at tank which has previously carried petroleum products containing benzene or other aromatic hydrocarbons, the tank should initially be ventilated to a reading of not more than 1% LFL on a combustible gas indicator and then checked using the appropriateinstruments to ensure that the concentration of benzene and other aromatic hydrocarbon vapours are at a safe level and in conformity with any applicable regulation.

8.6 MERCAPTANS Mercaptans are colourless, odorous gas generated by the degradation of natural organisms. Their smell is like that of rotten cabbage. Mercaptans are present in the vapours of pentane plus cargoes and in some crude oils. Mercaptans can be detected by smell at concentration below 0.5ppm. Health effects are experienced only at higher levels. If the concentration is very high, unconsciousness may occur. The incidence of fatality due to mercaptan exposure is extremely low.

8.7 OXYGEN DEFICIENCY

Normal fresh air contains about 21% oxygen and individuals will suffer impairment if the level falls not very far below this.

Oxygen deficiency may exist in enclosed spaces in any type of ship and results from oxidation of steel (rusting) and of organic materials. Very low levels of oxygen may be present after a fire or where steam or CO2 has been injected into an enclosed space.

Acute oxygen deficiency can present an even greater hazard to life than many toxic gases as the effects are rapid and there is no warning.




8.8 INERT GAS - OXYGEN DEFICIENCY Exposure to an atmosphere containing less than 5% oxygen results in immediate

unconsciousness. If resuscitation is delayed for more than about four minutes, irreversible brain damage will occur. Further delay will kill. Exposure to an atmosphere containing less than 21% oxygen is not necessarily incapacitating, but can affect the sense of judgement and balance and could eventually cause unconsciousness. In some circumstances, it could also result in permanent brain damage. An oxygen deficiency is thus much more serious than exposure to hydrocarbon vapours, and for this reason a full scale reading on a portable oxygen analyser (21%) should be obtained throughout the tank before entry is allowed. In addition, precautions are necessary before and during tank entry to ensure that inert gas does not enter a gas free tank via the IG main, cargo pipe lines or possible bulkhead cracks. It should also be remembered that an oxygen deficient atmosphere may not only be present within a cargo tank but also in adjacent cargo pumprooms, permanent ballast tanks, void spaces, at gas exits and when overhauling and entering IG plant.

The importance of this hazard must be impressed upon all personnel.

8.9 INERT GAS - TOXICITY OF FLUE GAS

The presence of toxic gases such as sulphur dioxide, carbon monoxide and oxides of nitrogen can only be ascertained by measurement. However, provided that the hydrocarbon gas content of an inerted tank is less than 2% by volume before gas freeing is started, the dilution of the oxic components of flue gas during the subsequent gas freeing can be correlated with the readings of an approved combustible gas indicator. If by ventilating the compartment, a reading of 1% LFL or less is obtained in conjunction with an oxygen reading of 21% by volume, the toxic trace gases will be diluted to concentrations at which it will be safe to enter. Alternatively, and irrespective of initial hydrocarbon gas content, ventilation should be contained until a steady oxygen reading of 21% by volume is obtained.

8.10 TANK ENTRY - INTO GASFREE SPACES OR TANKS PREVIOUSLY INERTED Practical precautions on inerted vessels in addition to carefully observing normal tank entry

rocedures detailed in Chapter Seven Section 7.8:- (i) Securing the IG branch line gas valves and/or blank(s) in position or, if gas freeing with

the IG blower, isolating the scrubber from the flue gases; (ii) Closing of any drain lines entering the tank from the IG main; (iii) Securing relevant cargo line valve or controls in the closed position; (iv) Secure crude oil washing guns. If possible, isolate the tank branch line from the COW

main. (v) Keeping the inert gas deck pressure on the remainder of the cargo tank system at alow

positive pressure such as 200mm. water gauge. This minimises the possible leakage of inert/hydrocarbon gas from other tanks through possible bulkhead cracks, cargo lines, valves etc.

(vi) Continuously ventilating and regularly sampling the tank atmosphere whenever

personnel are in the tank;




8.11 TOXIC GAS RELEASE In oil and chemical tankers, if the wind velocity is insufficient during loading, then a high concentration of toxic gases may occur in the main deck area. Manifold areas are susceptible to a high concentration of toxic gases, during connection or disconnection of manifolds. Pump rooms are susceptible in case of a leak of cargo from the pipes. In terminals, a sudden release of a toxic gas can result from an accident. On ships, accommodation spaces and ballast tanks can also have a high concentration of toxic gases.

Toxic gas release is considered as an emergency situation and procedure outlined in chapter 3.23 to be followed.


CHAPTER NINE GAS DETECTION

1/4


9 GAS DETECTION :- 9.1 GENERAL Detection and measurement of certain gases is important for the safe conduct of tanker

operations and for the safety of personnel in all types of ships. The main requirements are as follows:- i) Checking safe oxygen levels in enclosed spaces. ii) Monitoring oxygen content of inert gas. iii) Measuring hydrocarbon levels for flammability. iv) Checking for hydrocarbon gas prior to entering pumprooms and enclosed spaces. v) Checking for methane gas concentrations on coal laden bulk carriers. vi) Detection and measurement of other toxic gases. 9.2 INSTRUMENTS A wide range of instruments, both fixed and portable, is available for shipboard use. Individual

units are usually calibrated for specific gases and some have a dual function, for example, combustible gas and oxygen.

It is important to understand the limitations of the instruments as well as their function and

methods of use.

Manufacturers' handbooks should be consulted for full details. 9.3 OXYGEN ANALYSERS In ships fitted with inert gas systems it is essential to check that the oxygen content of the gas

delivered does not exceed 8% by volume. A fixed oxygen analyser is fitted for this purpose. This equipment is considered `essential' on tankers, therefore important spares should be available on board.

A portable oxygen analyser is also supplied for the purpose of checking that the atmosphere

inside the cargo tanks (or OBO holds) remain below 8% by volume. All ships will carry a portable oxygen analyser for the purpose of checking oxygen levels prior to

entry into enclosed spaces (see Chapter 7).

9.4 LIMITS OF FLAMMABILITY The flammable ranges of hydrocarbon gases vary, but with most common petroleums are

considered to be between 1 and 10% by volume, referred to as the Lower and Upper Flammable (or Explosive) Limits respectively.

Below the Lower Flammable Limit (LFL) the mixture will be too weak to burn, and above the

Upper Flammable Limit (UFL) it will be over rich. A further limiting factor is the amount of oxygen present to support combustion. In this case, the

least quantity required is about 11½% by volume.



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9.5 CATALYTIC FILAMENT COMBUSTIBLE GAS INDICATOR This type of instrument, often referred to as an explosimeter, is used for measuring

concentrations of gas below the LFL. The instrument has a scale from 0 to 100 which represents % LFL or % LEL, and some models

have a second scale reading 0 to 10% LFL to allow for more accurate measurement of the lower ranges.

Instruments of this type will only read accurately in the presence of fresh air and cannot

therefore be used with inert gas. 9.6 NON-CATALYTIC HEATED FILAMENT GAS INDICATOR This type of instrument, of which the Tankscope is a well known example, measures

hydrocarbon gas as % volume. The Tankscope is calibrated from 0 to 20% volume. The presence of air is not a requirement and the instrument can therefore be used in inert

gas. Its purpose is for determining that hydrocarbon gas levels have been reduced to below the

Critical Dilution Line to avoid passing through the flammable zone when gas freeing. See 13.13 Hydrocarbon/O2 Flammable Mixture diagram.

9.7 REFRACTIVE INDEX METER This is an optical device which depends on the difference between the refractive indices of the

gas sample and air. The Riken instrument is an example of this type. Measurement of hydrocarbon gas in the presence of inert gas is affected by the presence of

carbon dioxide unless soda lime is used as an absorbent.

9.8 INFRA-RED INSTRUMENTS

The Infra red instruments contain an infra-red (IR) sensor which is a transducer for the measurement of the concentration of hydrocarbons in the atmosphere, by the absorption of infra-red radiation.

9.9 CHEMICAL TUBE INSTRUMENTS These enable measurement of toxic gases in very low concentrations and are widely used in

chemical tankers. Their main use in crude petroleum tankers is for the detection and measurement of hydrogen sulphide which is present in certain crude oils and which is toxic in very low concentrations.

The instrument consist of a sealed gas tube containing a chemical filing which is designed to react with a specific gas and to give a visible indication of the concentration of that gas. Since the measurement depends on passing a fixed volume of gas through the glass tube, any use of extension hoses should be in strict accordance with manufacturer’s instruction



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9.10 ELECTRO CHEMICAL SENSOR INSTRUMENTS

Electrochemical sensors are based on the fact that cells can be constructed that react with the measured gas and generate an electric current. This current can be measured and the amount of gas determined.

The sensors are low cost and are small enough allowing several to be incorporated into the same instrument, making them suitable for use in multi gas detectors.

There are numerous electrochemical sensors available, covering a number of gases which may

be present in the shipboard environment, such as, ammonia, hydrogen sulphide, carbon monoxide, carbon dioxide and sulphur dioxide. Electrochemical sensors can be used in stand-alone instruments, which may provide a warning at a predetermined concentration of vapour.

9.11 MULTI-GAS INSTRUMENTS Multi-gas instruments are usually capable of housing four different sensors • Hydrocarbon vapours as a %LFL. (Explosimeter function). • Hydrocarbon vapours in inert gas as % vol (Tankscope function). • Oxygen. (Using an electrochemical sensor). • Hydrogen Sulphide. (Using an electrochemical sensor) Care must be taken when using multi-gas instruments to check for hydrocarbons in an inerted atmosphere under pressure as the explosimeter function within the instrument could be damaged if subjected to pressure.

9.12 PERSONAL GAS MONITORS Multi-gas instruments may be supplied as compact units fitted with an alarm for personnel protective use during tank entry and pump room entries. They continuously measure the contents of the atmosphere and automatically provide an audible and visual alarm when the atmosphere becomes unsafe, thereby giving the wearer adequate warning of unsafe condition... Disposable personal gas monitors are also available. These monitors typically have a life of about 2 years.

9.13 INSTRUMENT CALIBRATION Tankers are to refer to Sec 8.2.6 of ISGOTT for details on instrument calibration. Please also

refer to manufacturer’s book on the particular equipment. Use of a self test facility does not mean that an instrument is operating correctly. An instrument

may self-test satisfactorily, but then fail to register a lack of oxygen or the presence of gas. The only way to be sure that a machine is operating satisfactorily is to use a sample check gas.

Equipments should on initial supply, have a calibration certificate which is to be retained on

board Equipments to be landed to shore testing facility for calibration during vessels dry-dock/ repair

period (5 years). Equipments are also to be landed when the accuracy of the equipment is outside the manufacturers stated accuracy. Similarly, the equipment is to landed when accuracy of equipment is outside the range during on board calibration in line with manufacturer’s guidelines. The calibration gas used should be marked on the instrument and the shore

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calibration certificate to be retained on board. Accuracy check is commonly known as calibration check on board and is done with or without calibration gas depending on the equipment.

9.14 OPERATIONAL TESTING & INSPECTION Please refer to Sec 8.2.7 of ISGOTT. Please refer to manufacturer’s book for instructions on

operational testing. Gas measuring instruments should be tested in accordance with manufacturer’s instructions

before the commencement of operation requiring their use. Such tests are designed to ensure that instrument is working properly and may include use of a span gas.

Physical checks should include: - • Cable. • Hand pump. • Extension tubes. • Connections (for tightness). • Batteries. Instruments not passing these operational tests should be re-calibrated before they are returned to operational use. These tests are also to be carried out prior instruments use for tank entry and recorded.

However, these tests and inspection need not be recorded prior instrument use for routine checking of gas in ballast or cargo tanks.

9.15 TRAINING ON GAS INSTRUMENTS

Chief Officer to provide training in the proper use of the equipment to a level suited to the work

duties of the person being trained. Records of such training to be maintained in the calibration log.

9.16 FIXED GAS DETECTION SYSTEM Fixed gas detection systems are installed on some tankers to monitor the flammability of the

atmosphere in spaces such as double hull, duct keel and pump room. Fixed gas detection systems are usually fitted as a means of detecting leakage and should not be used for gas testing prior entry.


CHAPTER TEN BREATHING AND

RESUSCITATION EQUIPMENT

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10 BREATHING AND RESUSCITATION EQUIPMENT :-

10.1 DIFFERENT TYPES OF EQUIPMENT Air may be used in several different ways to provide life support and consequently breathing,

rescue and resuscitation equipment is available in many different forms depending on the particular requirement, and is produced by a number of manufacturers.

The main basic types may be listed as follows:- a) self-contained compressed air breathing apparatus, both demand and positive pressure

types b) air line breathing equipment served by cylinder pack c) air line equipment from ship's air main supply d) short duration escape breathing apparatus e) emergency life support apparatus f) resuscitation equipment.

Underwater diving equipment is not covered by this Chapter. 10.2 SELF-CONTAINED COMPRESSED AIR BREATHING APPARATUS (CBA or SCBA) The self contained breathing apparatus is the most versatile and commonly used item of safety

equipment found aboard ship. In normal use, the wearer draws his air supply from an air cylinder (there are also twin cylinder

models) which is an integral part of the unit and he is thus able to move about independently. Some sets are additionally capable of being fed by an air line thus enabling the wearer to work

for longer periods while having the security of a reserve air supply in his own cylinder should things go wrong. This method is particularly suitable for working in non-gas free pumprooms and cargo tanks in larger ships.

10.3 WORKING DURATION OF C.B.A. The work duration of a self-contained breathing apparatus will vary considerably from one

wearer to another and will also depend on the amount of effort being expended. As a rough guide, it can be assumed that a trained wearer in fit condition and working reasonably hard will consume about 40 litres of free air per minute; an inexperienced person can easily double this rate of consumption.

Compressed air cylinders are of various sizes, usually of either 9 or 6 litre water capacity. Twin

cylinder sets often have two 4 litre cylinders, totalling 8 litre water capacity.

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10.3 WORKING DURATION OF C.B.A. (Continued) The fully charged pressure of cylinders also varies. Some types are charged t as high as 300

bars (4500 psi) but 200 bars / atmospheres/ Kg/cm2 is more common for shipboard use. The maximum charging pressure is always stamped on either the neck or the shoulder of a cylinder.

To obtain the approximate quantity of free air in a cylinder simply multiply the water capacity in

litres by the pressure in either bars, atmospheres or Kg/cm2. For example, a 6 litre cylinder charged to 200 bars -

6 X 200 = 1200 litres (approximately)

On the basis of a consumption of 40 litres/minute the rated Total Duration of such a cylinder

would be - 1200 = 30 minutes 40 However, the Working Duration normally allows for a Safety Reserve of approximately 10

minutes and in this case it will therefore be approximately 20 minutes. Using the same simple calculation, the Working Duration of 9 litre and twin 4 litre 200 bar

cylinders will be found to be approximately 35 minutes and 30 minutes respectively. It must, however, be stressed that these times should be regarded as guidelines only and

individuals should obtain an assessment of their own endurance capabilities by practising under differing conditions.

10.4 DEMAND TYPE C.B.A. In most types of CBA, the air passes from the cylinder to a pressure reducer where the pressure

is reduced to about 10 bars (varies with type and make) before passing to the demand regulator which is attached to the face mask. These sets are often referred to as twin-stage.

In some other types, the air is led at full cylinder pressure direct to the demand regulator. These

sets are known as single-stage. Essentially, from the wearer's point of view, both types meet the same requirements though the single-stage sets are perhaps simpler to maintain.

The air supply hose is attached to a demand regulator which is often attached or screwed direct

into the face mask. The flow into the mask is controlled by a tilt valve which is actuated by a diaphragm in the demand regulator. When the wearer is not breathing, no air flows into the mask. When inhaling, however, a slight vacuum is created in the mask causing inward movement of the diaphragm which pushes against and opens the tilt valve resulting in air supply to the mask. During exhalation, the diaphragm returns to its normal position and the tilt valve closes. The exhaled air exhausts to atmosphere through a separate non-return exhalation valve.




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10.4 DEMAND TYPE C.B.A. (Continued) Correct wearing of the face mask is very important. An incorrect fitted mask will allow outside

atmosphere to be drawn in during the vacuum stage; a similar danger exists if the wearer has a beard or heavy side burns. Spectacles should not be worn wearing a face mask for the same reason.

10.5 POSITIVE PRESSURE C.B.A. This type of breathing apparatus is usually twin-stage though single stage sets are being

developed by some manufacturers. The equipment is designed to ensure that a positive pressure (i.e., above atmospheric) is

maintained in the face mask at all times. The essential difference from the Demand Type lies in the demand regulator and in the exhalation valve.

The demand regulator is fitted with a simple spring loaded piston, usually controlled by an

ON/OFF switch on the front of the regulator. When switched ON, the piston is released and the spring causes it to push against the diaphragm which in turn opens the tilt valve allowing air to flow into the mask. In order to maintain the slight positive pressure in the mask the exhale valve is also spring-loaded and only opens when the wearer further increases the pressure by breathing out. The additional pressure during exhalation also pushes out the diaphragm temporarily stopping the air supply.

In the case of a badly fitted face mask or a beard air will leak outwards thus providing protection

at all times. It must, however, be stressed that in any of these eventualities the loss of air would reduce the normal working duration of the set.

Spectacles should never be worn, as the loss of air would be prohibitive to the wearer.

The fitting of an ON/OFF switch is to enable the face mask to be properly adjusted without loss

of air and must not be regarded as providing optional modes of use. Not all positive pressure sets are fitted with this switch. Because of the increased resistance in the exhalation valve breathing difficulties, and consequent loss of efficiency will result if the positive pressure switch is not put in the On position for use.

POSITIVE PRESSURE SWITCH MUST ALWAYS BE "ON" WHEN IN USE. Positive pressure CBA offers much greater protection particularly when operating in a toxic

environment, and is recommended for Company's tankers. Contrary to popular supposition, it does not result in increased air consumption; in fact tests have shown that, as breathing is easier, consumption is slightly more economical.

10.6 FACE MASKS Most modern face masks are made of neoprene or similar durable and chemical resistant

materials. There are, however, a good many in existence which are made of rubber based materials.




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10.6 FACE MASKS (Continued) Regardless of type, face masks should always be washed in soapy (not detergent) water after

use and then rinsed in clean fresh water, wiped with a clean cloth and allowed to dry gently. Rubber based masks should periodically be treated with paraffin wax to prevent perishing.

Visors should be protected against scratching. Minor scratches and marks are sometimes unavoidable but most can be easily removed by gently polishing with brass polish.

Exhale valves which are allowed to become dirty will not seal properly and toxic atmosphere

may then enter the mask. Rubber valves found in the Demand type sets will become stretched or perished after a while and it is important to renew them in accordance with the manufacturer's instructions.

Many masks are fitted with an inner or ori-nasal mask, the purpose of which is two-fold. All

exhaled air is confined to the space in this inner mask before it is exhausted to atmosphere. This not only reduces the possibility of a build-up of CO2 within the mask as a whole but it effectively minimises misting of the visor.

10.7 LOW PRESSURE WARNING All breathing sets, whether of the Demand type or Positive Pressure are required to have a

device which gives adequate warning when the cylinder pressure is getting low. Most devices are designed to give approximately 10 minutes warning based on a consumption

of 40 litres/minute but the time interval must never be relied upon and the prudent wearer will always check the pressure gauge regularly.

There are three main type of warning devices:- - whistle - bell or gong - reserve air valve. The type of device is often dictated by the National Flag Administration. For example, the British

Department of Trade insist on an approved audible alarm whereas some Scandinavian countries argue that this might not always be heard and insist on an alternative such as the reserve air valve.

The latter device operates by markedly reducing the air flow when the pressure reaches a

certain minimum level. Normal flow is restored by the wearer pulling a toggle or pushing a button.

WHICHEVER IS FITTED NEVER DEPEND SOLELY UPON IT. CHECK THE REMAINING SUPPLY REGULARLY AND OFTEN AND ENSURE SUFFICIENT

AIR REMAINS TO RETURN TO A FRESH AIR ATMOSPHERE.




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10.8 PRESSURE GAUGE Every CBA is fitted with a pressure gauge so positioned that it can be easily read by the user

when wearing the face mask. Pressures are usually indicated in one of the following units:- Atmospheres (1 Atmosphere = 14.7 p.s.i.) Bars (1 Bar = 14.5 p.s.i.) Kg/cm2 (1 Kg/cm2 = 14.2 p.s.i.) 10.9 AIR LINE CYLINDER PACK Basic versions usually comprise either 2 or 4 cylinders mounted on a trolley or suitable carrying

frame. Cylinders are normally of the larger 1800 litre size but can vary. The air pressure is reduced to about 100 p.s.i. (about 7 Bars) and then fed to the operator

through an air hose, generally between 60 and 120 metres in length and stowed on a reel. The air supply can be taken either direct to the demand regulator of a face mask or to the belt manifold connection of a CBA. In the former case, it is advisable that the operator has a back-up life support system (CABA with belt manifold), particularly if he is penetrating the compartment to any depth. This is, of course, a precaution against failure of the air supply.

Air cylinder packs are fitted with both high and low pressure gauges and low pressure warning

device, and it is possible to change empty cylinders for full ones while the equipment is in use. The unit must always be tended by a trained and competent person.

10.10 AIR LINE FILTER UNIT (AFU) The AFU supplies air to the wearer in the same way as the cylinder pack but the source of air is

the ship's compressed air main. As the air is usually wet and contaminated with oil and other impurities it is passed through a system of water traps and filters before entering the wearer's air line.

Maintenance of the equipment is simple but important if the right quality of air is to be produced

and the maker's instructions should be carefully observed. Two pressure gauges are normally fitted, one for inlet air and one indicating the supply pressure

to the wearer. If the system is in good working order there should be little difference between the readings of both gauges but a pressure drop of 10% or more will usually indicate that filters should be changed.

As with the cylinder pack, the wearer should be provided with a back-up air supply in the form of

a CBA. 10.11 ESCAPE BREATHING APPARATUS This equipment is more commonly found aboard gas and chemical tankers where spillage or

escape of cargo could result in a large quantity of toxic vapour being evolved.




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10.11 ESCAPE BREATHING APPARATUS (Continued) Sets normally have a total duration of at least 15 minutes to meet IMO requirements and, as

they will be worn until either the air has been exhausted or the wearer is clear of the dangerous area, warning whistles are not always fitted. The pressure gauge is normally fitted to the cylinder in order to register continuously thus enabling easy checking of sets in storage without having to open the cylinder valve.

10.12 EMERGENCY LIFE SUPPORT APPARATUS (ELSA) This equipment comprises either a small (240 or 400 litres) air cylinder which is contained in a

specially designed jerkin. On opening the cylinder valve, air is supplied to a clear polythene hood which the wearer puts over his head. Air is supplied at a constant flow of 40 litres/minute thus giving a total duration of either 6 minutes or 10 minutes. When not in use, the hood is stowed in a pouch in front of the jerkin.

The equipment is designed for use in enclosed spaces which have been tested and are

believed to be gasfree and containing 21% oxygen. Such testing cannot, however, guarantee the atmosphere in some remote parts of tanks and double bottoms and the ELSA helps to safeguard against the discovery of gassy or oxygen deficient pockets. A pouch for an oxygen alarm is incorporated in the jerkin.

10.13 FILTER RESPIRATORS

No filter respirators or canisters will be used on Wallem managed vessels for protection against toxic gases.

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10.14 RESUSCITATION EQUIPMENT Resuscitation equipment is available in various forms ranging from a simple hand-operated

bellows pump to sophisticated equipment that will give automatic resuscitation for periods of 30 minutes and upwards and which will function even when a victim is in the process of being hoisted out of a compartment.

The media being used for resuscitation are either oxygen or air. If oxygen is used, the

resuscitation equipment must not be taken into a potentially flammable atmosphere unless it is approved for that purpose - oxygen escaping under pressure can cause a spontaneous explosion in such conditions.

Air has the advantage of being readily available and where the equipment is fed by cylinders

these can be readily recharged if there is a medical air compressor on board or, alternatively, can be charged by decanting from a larger cylinder.

10.15 MAINTENANCE It is clearly of utmost importance that breathing and resuscitation equipment be maintained in

efficient working condition at all times. It should be checked by a responsible officer at least once a month and after every occasion when it has been used. Annual servicing should be carried out by the manufacturers or by some other competent person. A record should be kept of all servicing and renewal of parts. Only the manufacturers' spares should be used.

Cylinders should be inspected for scratches or other breakdown of the painted surface and

repainted as necessary. They are required to be hydraulically tested and re-certificated every five years. Cylinders should not be left empty with their valves open as this will allow moist air to enter and corrosion of the internal walls will result.

10.16 CBA WEARER' TEST Before using a self-contained breathing apparatus the following tests should be carried out by

the wearer:- 1. Open cylinder valve and listen for audible leaks (with positive pressure sets, the positive

pressure switch to be OFF).

2. Check pressure gauge and ensure air cylinder full.

3. Close cylinder valve and observe pressure gauge; pressure should not drop by more than 10 atmospheres (or bars) in one minute.

4. Slowly bleed off air pressure and check that low level warning device operates at correct gauge pressure.

5. Re-open cylinder valve and put on face mask.

6. Close cylinder valve and breathe normally until air is exhausted from the system. Face mask should then pull onto the face, indicating that the seal is effective.

7. If all correct, re-open cylinder valve and proceed.

8. If a Positive Pressure type apparatus is used ensure that the positive pressure switch is in the ON position.


CHAPTER TEN

BREATHING AND RESUSCITATION EQUIPMENT

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10.17 EMERGENCY ESCAPE BREATING DEVICE (EEBD)

This is a compressed air or oxygen breathing device used for escape from a compartment that has a hazardous atmosphere. It is primarily for use in accordance with the SOLAS requirements for escape from machinery or accommodation spaces in the event of fire. Additional sets are provided on board and EEBD / ELSA are to be used as emergency escape equipment during enclosed space entry. EEBD sets normally have a duration of 10 minutes. The EEBD sets are of compressed air type or the re-breathing type.

EEBD’s are not to be used for fighting fires or for entering oxygen deficient compartments. A self contained breathing apparatus(SCBA) is to be used for this

10.18 TRAINING

Practical demonstration and training in the use of breathing apparatus should be carried out to give staff experience in the use of breathing and resuscitation equipment.


CHAPTER ELEVEN HOT WORK PROCEDURES

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11. HOT WORK PROCEDURES : APPLICABLE TO ALL SHIPS

11.1 GENERAL

Hot work repairs to ships in service have been the cause of a number of major fires and explosions often resulting in loss of life or serious injury and in several instances leading to the total loss of the ship.

The safe conduct of hot work repairs while in operational service is feasible provided that potential hazards are clearly defined, specific instructions issued, and the operation is controlled and monitored by a responsible person on board.

Please note: All procedures shall be followed even if there is a Superintendent on board the vessel. For Hot work which require Office (SID) Approval, this is to be complied with even if a superintendent is on board.

11.2 HAZARD APPRECIATION

Cargo and ballast tanks, void spaces, duct keels, pipelines and equipment connected to the cargo system must always be considered to contain residual pockets of volatile mixtures, Hydrocarbon gas and/or residues.

Explosion hazards may also be present in bulk carriers. The relatively high incidence of explosions in coal carriers serves as an example of this.

Certain potential hazards are present in all ships and will require particular precautions to be taken. Serious fires and explosions have resulted from:-

- hot work in the vicinity of fuel tanks - hydrogen emission from ballast tanks with cathodic protection - ignition of flammable materials of all types - ignition of flammable vapours in paint stores - conduct of heat through steel from safe to an unsafe areas - hot work on inert gas plant

11.3 PRECAUTIONS FOR HOT WORK

The following precautions must be observed on every occasion when hot work is intended:- 1. Fire fighting equipment to be laid out ready for use. If welding or cutting is on the

compartment boundary, equipment to be in readiness on both sides. 2. Fire watchmen to be posted and briefed in their duties. Walkie-Talkie link is to be set up

between fire watchmen and Bridge. 3. Area to be checked for cleanliness. All combustible materials are to be cleared from area.

(Both sides of boundary where applicable).Tankers to refer to Table 9.1 of ISGOTT (Page 127)

4. If hot work in or adjacent to any tank/hold that has contained oil cargo or fuel, all grease or

oil impregnated residues to be removed. 5. Check that area is gas free. (Combustible Gas Indicator reading not to exceed 1% LFL) 6. Emergency plan to be drawn up and discussed. 7. No hot work should be carried out on bulkheads of bunker tanks containing bunkers, or

within 0.5 meters from such bulkheads unless the tank is empty, clean & gas free. Hot work in machinery space, when associated with fuel tanks and fuel pipeline must take into account the presence of hydrocarbon vapours in the atmosphere.

11.4 CONTROL OF HOT WORK FOR ALL SHIPS

1 The responsible officer should inspect the equipment involved in the hot work prior to its use and confirm that none of the equipment presents a hazard during the hot work.



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2. The responsible officer should also examine the area where the hot work is to be undertaken to ensure that all the requirements of the permit are being fully complied with before hot work is started

3. The Master must approve the completed hot work checklist before any hot work can begin

except for hot work in the designated space. 4. Vessels are to obtain approval from the office for any hot work on sewage tank or sewage

pipelines. Full details of the proposed hot work and safety precautions being taken to be sent to the office. This requirement is due to the danger of methane gas in sewage tanks and pipelines.

5. Fire watch procedures must be established for the area of hot work and adjacent spaces where

transfer of heat might create a hazard. Accidental damage to Hydraulic lines, electric cable can also create a hazard. The fire watch should monitor the work and take action in case of ignition of residues or paint coatings.

6. Monitoring to be continued for at least thirty minutes after completion of hot work or until the risk

of fire no longer exists.

7. A WRITTEN HOT WORK PERMIT (SEE CHAPTER 19) SHOULD BE ISSUED FOR EACH INTENDED TASK. The permit should specify the duration of validity, which should not exceed a working day, and must be renewed at minimum every 12 hours.

8. Personnel carrying out the work should be adequately trained and have the competency

required to carry it out safely and effectively.

It is important to note that ensuring conditions are ‘safe’ before commencement of hot work is only part of the procedure. The `taken' precautions need constant monitoring to ensure the safe status of the operation is maintained.

11.4.1 HOT WORK IN DESIGNATED SPACE

1. A section in the Engine room workshop is to be demarcated as a designated space for hot work.

A dedicated fire extinguisher, sand bins etc. should be provided in the designated space. The designated space should be protected by a fire barrier from remaining areas of the workshop and should be at least 500 mm from bunker tank bulkheads. No hot work is permitted in the designated space in the engine room workshop when vessel is in UMS mode.

2. The Chief Engineer will authorize hot work in workshop’s designated area and state the duration

of the permit for the day on a prominent notice at the work place. No hot work is allowed in designated space if vessel is bunkering.

11.5 HOT WORK ON PIPELINES Hot work on pipelines, valves and pressure vessels should only be permitted when the

appropriate item has been detached from the system by cold work, and the remaining system blanked off. The item to be worked on should be cleaned, gas freed to a "safe for hot work" standard, and ventilated. Hydraulic pipelines should be flushed and opened to ensure that they are clean and free of flammable material.

11.6 GAS DETECTION DURING HOT WORK The gas free status of an area or a compartment is only confirmed at the time of testing and a

zero reading obtained on a properly calibrated combustible gas indicator. Hydrocarbon gas is generally heavier than air and may be in pockets even in

compartments that have been ventilated for some time. It is therefore most important that tests should be made throughout any compartment and at different levels.

Methane gas which may be emitted from coal cargoes is an exception to this, in that it is

lighter than air, however, the same test procedures should be observed as for petroleum Hydrocarbons.



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11.7 HOT WORK WITHIN PORT LIMITS

Whenever shore workers are engaged in Hot-Work on board, in port limits, a marine chemist should be engaged to check and issue a “safe for Hot-Work” clearance. If ship’s staff is to be engaged in Hot-Work on board when the vessel is within port limits, check and comply with local regulations including permission from port authority etc. The issuance of Hot-Work permit by a shore chemist or port authority does not diminish the ship’s staff responsibility for ensuring that conditions are actually safe for Hot-Work. Vessel to comply with the companies requirement for Hot work irrespective of issuance of hot work permit by shore chemist.

Attention is drawn to the shore permit itself - read the small print and/or conditions of issuance. Most will have clauses such as "Fire watch must be maintained in all Hot-Work areas by trained ship's personnel". Please refer to Safety Manual section 2.21 " Fire Protection whilst in Shipyard" There is a poster detailing requirements. This must be enforced and complied whilst in a shipyard, lay-by repair berth or anchorage where shore workshops are engaged.

11.8 PRECAUTIONS DURING GAS CUTTING AND WELDING

1. GAS CUTTING Be guided by Chapter 23 in Code of safe working practices for merchant seamen and

Company/Unitor poster “Cylinder Safety”.

This is a potentially dangerous activity and care should be taken when conducting such work.

Oxygen and acetylene cylinder room(s) should be will ventilated and all cylinders should be secured and clamped. No smoking signs should be clearly posted. Grease should not be used on cylinder valves or connection threads. The regulators, fittings, etc., for oxygen and acetylene are usually different sizes and of different hand threads.

2. WELDING

Further to advice in Code of Safe Working Practices for Merchant Seaman:

a) Electric welding sets for shipboard use should operate on DC supply.

b) Where the direct current is obtained from rectified alternating current or where an alternating current set has to be employed, a voltage reduction device should be used to limit the idling voltage (before an arc is struck between electrode and workpiece) to 42 volts or 25 volts respectively. The proper functioning of the device (which may be affected by dust or humidity) should be checked each time the set is used.

c) On Tankers and PCC/PCTCs a 'go and return' system utilising two cables from the welding set should be adopted; the welding return cable should be firmly clamped to the workpiece, or as close to it as practicable. The welding set must not be grounded. Refer to sketches at the end of this chapter. Other vessels are exempted from this requirement on the presumption that their welding machine/s will be portable, and always in close proximity with the location of hot work.

d) To avoid voltage drop in transmissions, the lead and return cables should be of minimum length practicable for the job and of an appropriate cross section.

e) Cables should be inspected before use; if the insulation is impaired or conductivity is reduced, they should not be used.

f) Any cable connectors should be fully insulated and so designed that live terminals are not exposed on disconnection.

g) Electrode holders should be fully insulated so that no live part of the holder is exposed to touch.



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h) A local switching arrangement should be provided for isolating the holder when electrodes are changed.

i) The operator should wear protective clothing, leather gloves and non-conducting safety footwear, also a welding helmet with suitably coloured transparent eye piece. Eye goggles or a hand-held shield may be suitable alternatives to the latter.

j) An assistant should be in attendance. He should be alert to the risk of accidental shock to the welder, ready to cut off power instantly, raise the alarm and apply artificial respiration without delay.

k) In restricted spaces the operator should be protected from contact with the ship's structure by the provision of dry insulating mats or boards.

l) Welding operations should be avoided in hot or humid conditions when body sweat and damp clothing increase the risk of electric shock. Under no circumstances should a welder work while standing in water or with any part of his body immersed.

m) On tankers, the electrical supply connection must be made in gas free space

and the cable route to the work site should only pass over gas free or inerted space

n) Existing supply wiring to be adequate to carry the electrical current demand

without overloading and causing heating. The above “precautions during welding and gas cutting” should be displayed in the work shop.

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Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : Feb 2013 Approved by : Managing Director

SECTION A : HOT WORK ON ALL NON TANKERS – ADDITIONAL REQUIREMENTS 11.9A HOT WORK FOR ALL SHIPS EXCEPT TANKER ( NON TANKERS )

1. For general cargo, container, reefer and bulk carrier (not coal laden) vessels, Check List in

section 19.3.4 must be satisfactorily completed for hot work outside the engine room. For hot work within the engine room, Checklist in section 19.3.5 must be satisfactorily completed.

2. Office approval is not required except as detailed in 3, 4 & 5 below. 3. When hot work is being carried out inside a bunker tank or within 500 mm of a bunker tank

bulkhead, office approval (SID) must be obtained. 4. When hot work is being carried out on sewage tank or sewage pipelines, full details of the

proposed hot work and safety precautions being taken to be sent to the office and approval obtained. This requirement is due to the danger of methane gas in sewage tanks and pipelines.

5. Office approval must be obtained before any hot work is permitted in hazardous areas in a coal

laden Bulk carrier. Hazardous areas are space outside the engine room block and the accommodation block.

6. Hot work approval from office for hot work in cargo hold which has cargo. This would be applicable even if work is being done in tween deck and vessel has cargo in lower hold. However, office approval is not required if that particular hold is empty but with cargo in other holds. Vessels to also send risk assessment when requesting hot work for cargo work with cargo in holds.

7. Particular care must be taken after coal cargoes to ensure that flammable gases are not

present in hatch covers of the enclosed, cellular type. Tests must be made with a combustible gas indicator at all drain cock positions and, if necessary, the internal spaces ventilated thoroughly using compressed air.



6/14


SECTION B : HOT WORK ON ALL TANKERS – ADDITIONAL REQUIREMENTS

11.9B ADDITIONAL REQUIREMENT OF HOT WORK FOR ALL TANKERS(Oil, Chemical or Gas)

NOTE 1 : HOT WORK IS NOT PERMITTED OUTSIDE THE ACCOMODATION AND ENGINE ROOM BLOCK WHEN VESSEL IS OIL LADEN

NOTE 2 : HOT WORK OUTSIDE DESIGNATED SPACE (ie. E/R Workshop) IS NOT PERMITTED WITHOUT OFFICE APPROVAL

Tankers are to refer to Section 9.4 of ISGOTT

1. Office consent must be obtained before any hot work is permitted outside the designated area of the workshop of a tanker, gas or chemical carrier unless the ship has been fully gas freed and is in a repair facility. For hot work within the engine room, Checklist in section 19.3.5 must be satisfactorily completed. Refer to 11.3B for Precuations for Hot work.

2. On a tanker, gas or chemical carrier, no hot work is permitted anywhere during the

loading or discharging of oil cargoes, during ballasting, tank cleaning, inerting, purging or gas freeing.

3. No hot work is permitted when the ship is alongside an oil terminal or tank cleaning berth. This

condition can be relaxed, however, under special circumstances, where permission from WALLEM and clearance from Terminal are obtained.

4. Whilst vessel is oil laden and NOT engaged in operations as listed in (2) above, hot work in the

engine room is permitted on satisfactory compliance with Check List in section 19.3.3 5. Should there be an EMERGENCY situation/condition which could threaten the safety of ship’s

crew or cause damage to the environment, and general restrictions above do not permit hot work; then the immediate necessity of hot work must be discussed with the DPA who will issue directive on a case basis. In addition, the formal risk assessment sheet “Addendum to Checklist No.3.1 (19.3.1.1) Hot Work Permit – Tankers will be completed and sent to the DPA.

6. A Full Risk Assessment is to be carried out for hot work outside the designated space.

The table at the end of this chapter can be used for guidance. 7. Adjacent ballast tank and compartments, other than cargo tank should be checked to

ensure that they are gas free and safe for hot work. 8. All slops should be either removed from the vessel or securely isolated in a non adjacent

tank (including diagonally) at least 30m from the hot work location. 9. A dedicated area on the Poop deck behind the accommodation can be considered for hot

work during ballast passage with approval from office and satisfactory completion of checklist. However ballasting, tank cleaning, purging or gas freeing should not be in progress. The dedicated area to marked and should be clear of any oil tank vents. In any case, the LEL levels in the vapor space of fuel oil bunker tanks adjacent to the dedicated area to be checked and the readings informed to the office when requesting for approval for hot work on Poop deck in the ballast passage.

10. When hot work is to be carried out over a period of days in the tank deck area of a tanker

as voyage repairs and hot work has been authorised by the Company, the Master shall, prior to start of hot work every day, confirm to the office by telex/email that the work will resume under continuing safety parameters specified in this manual. Office consent need not be sought every day in this case. However, new hot work permit is to be filled each day. This procedure will also be followed when a Superintendent is on board.



7/14


11. Ensure gas monitoring has been defined and established during period of hot work,

frequency of checks and recording of readings to be maintained in the checklist. For work in enclosed space, the level at which the checks are done should also be mentioned.

11.10B.1 ASSESSMENT OF HOT WORK ON TANKER VESSELS AND RESPONSIBILITIES

The Master should decide whether the hot work is justifiable, and safe, and on the extent of the precautions necessary. .

On each occasion Hot-Work is proposed to be carried out, it should first be checked if it is really necessary. Section 11.12B provides guidance in determining the need for Hot work. Following are the critical steps in determining the necessity for the Hot work:

a) Is it absolutely essential for the safety or immediate operational capability of the vessel? b) Are any alternate cold repairs possible? c) Can the Hot-Work be deferred till the next scheduled yard repair? d) Is it really justified? A Hot Work Guidance table on minimum requirement has been given in the end of this

chapter

The responsibility for ensuring that hot work is conducted safely rests with the Master. He will personally ensure that the correct procedures are understood and followed by all concerned. The Master is to hold safety meeting on board attended by all those having responsibility during the hot work. A written plan for undertaking the work should be completed, discussed and agreed by all who have responsibility in connection with the work. The plan should define the preparation before work commences and the procedures for actually carrying out the work and the related safety precautions. The plan must clearly and unambiguously designate one officer who is responsible for the supervision of the work, and another officer who is responsible for safety precautions including means of communication between all parties involved.

The Chief Officer will normally be responsible to the Master for executing the necessary tests and procedures.

Once all the safety checks mentioned in 11.3 have been made and the requirements of the Hot Work Permit satisfied, the Master shall send a communication to Office reporting that the ship has satisfied all the safety requirements and regulations, and request permission to commence hot work. The Master will also complete the Checklist 19.3.3 and send this to Safety department with copy to the Technical department.

The technical department would provide the following advise to the Safety (HSE) Department: 1. Why the hot work must be done now and not some other method of repair? 2. Has the repair spec been checked and master / chief engineer advised?

Based on the request from the vessel and the input from the Technical department, the Safety department will issue authorization for the hot work to the vessel. In some case, the safety department may inform the vessel that the Checklist 19.3.3 from the Safety Manual is not required. No hot work is to commence outside the designated space until written authorization has been obtained from the Safety department.



8/14


All personnel involved in the preparations and in the hot work operation, must be briefed and instructed in their own role. They must clearly understand which officer is responsible for work supervision and which for safety precautions.

11.10B.2 HOT WORK IN CARGO TANKS ON TANKERS

When situation demands hot work in a cargo tank, efficient tank washing and later demucking, is essential. Hot water washing, at minimum wash water temperature of 60°C, is recommended. The tank must be ventilated until tests of the atmosphere indicate 21% Oxygen content by volume and not more than 1% LFL. It is important to continue ventilation during hot work. Adjacent cargo tanks, including diagonally positioned cargo tanks, should either have been cleaned and gas freed to hot work standard with hydrocarbon content reduced to not more than 1% LFL and maintained at that level OR emptied, purged and Hydrocarbon vapour content reduced to not more than 2% by volume and kept inerted, ( All other cargo tanks in the cargo area must be inerted with openings closed) or completely filled with water Adjacent ballast tanks, and compartments other than cargo tanks, should be checked to ensure they are gas free and safe for hot work. If found to be contaminated by hydrocarbon liquid or vapours, the cause of the contamination should be determined and the tank(s) cleaned and gas free. All slops should be either removed from the vessel or securely isolated in a non adjacent tank (including diagonally) at least 30m from the hot work location. This tank should be kept closed, securely isolated from IG main and isolated from piping system for duration of hot work. Inert gas lines to the compartment should be purged with inert gas to not more than 2% by volume and the inert gas line to the tank to be isolated from the tank by fitting a blank. All interconnecting pipelines to other compartments should be flushed through with water, drained, vented and isolated from the compartment where hot work will take place. Cargo lines may be subsequently inerted or completely filled with water if considered necessary. Vapour lines to the compartment should also be ventilated and isolated. Heating coils should be flushed or blown with steam to clear all hydrocarbons.

All sludge, cargo-impregnated scale, sediment or other material likely to give off vapour which is flammable, should be removed from the work area. The extent of cleaning is to be established based on the work to be carried out. Special attention must be given to the reverse sides of frames and bulkheads. Other areas that may be affected by the hot work, such as the area immediately below, should also be cleaned. The table in the “Hot work in enclosed space checklist” 19.3.2 provides guidance on the radii of the area to be cleaned.

An adjacent fuel oil bunker tank may be considered safe if tests using a combustible gas indicator give a reading of not more than 1% LFL in the ullage space of the bunker tank, and no heat transfer through the bulkhead of the bunker tank will be caused by the hot work.

Thorough cleaning is PARAMOUNT, furthermore:- 1. Precautions for hot work per preceding section 11.3 should be in force, 2. After gas freeing cargo tank where hot work is planned, blank the Inert Gas line to the tank

and provide ventilation with portable fans. 3. All atmospheric sampling equipment must be calibrated before testing and the Chief Officer

is to personally check tank to verify tank atmosphere, 4. Checks to be done throughout tank at different levels to ensure no residual gas pockets,

It should be noted that number of air changes are to depend on last cargo, degree of cleanliness, ambient temperature, any tank cleaning ports to facilitate air circulation, possibility of venting through bottom line or purge pipe where fitted,



9/14


5. As far as practical keep a water bottom in tank to just below bottom longitudinal’s height. If

desludging on stringers has not been possible due to operational constraints, then the effected stringers is to be covered with water to a height of 1.0 Metre above the stringers.

6. Men working aloft must have a safety line, 7. No one should be alone in a tank. It is suggested a board be placed on deck with names of

persons inside the tank. 8. Consider blanking cow line at tank when complete vessel is not gas free, 9. Ensure boundary tanks gas free, Note: It is expected that the Master personally verifies the tank cleanliness before sending authorisation

11.10B.3 HOT WORK IN CARGO PUMPROOM DURING BALLAST VOYAGE When situations make it necessary for hot work to be done in the cargo pumproom, the

following additional precautions are to be taken in addition to what is specified in section 11.3 & 11.5 of this chapter.

1. The adjacent and diagonally positioned cargo & slop tanks should either be cleaned and

gas freed with hydrocarbon content reduced to not more than 1% LFL and maintained at that level OR emptied, purged and hydrocarbon vapour content reduced to not more than 2% by volume and keep inerted, or completely filled with water.

2. All bottom cargo lines in pumproom and cargo tanks thoroughly washed, drained vented.

Lines may be left inerted or completely full of clean sea water (not under pressure). 3. All pumproom valves shut. 4. All cargo pump discharge lines and top crossover lines clean and gas free. 5. Any sludge or oil in way of repair to be removed from the pumproom. 6. Pumproom bilges to be clean and oil/gas free with a clean water bottom. 7. The pipe being worked upon must be detached from system by cold work and remaining

system blanked off. Obtain Company's permission before starting hot work confirming foregoing done and Hot Work

Check List completed. 11.10B.4 HOT WORK ON THE CARGO DECK OF TANKERS

If hot work is to be undertaken on the tank deck or at a height of less than 500 mm above the

tank deck, then this should be classed as hot work within the tank and procedures as per 11.10B.2(Hot work in Cargo tank) to be followed; If the hot work is to be undertaken on the tank deck or at a height of above the tank deck(higher than 500 mm) above the tank deck, cargo and slop tank within 30 metres, including diagonally positioned cargo tanks, should either have been cleaned and gas freed to hot work standard with hydrocarbon content reduced to not more than 1% LFL and maintained at that level or emptied, purged and Hydrocarbon vapour content reduced to not more than 2% by volume and kept inerted, ( All other cargo tanks in the cargo area must be inerted with openings closed) or completely filled with water.



10/14


All slops to be removed from the vessel or isolated in a tank at least 30 mtrs from the work area. Adjacent ballast tanks, and compartments other than cargo tanks, should be checked to ensure

they are gas free and safe for hot work. If found to be contaminated by hydrocarbon liquid or vapours they should be cleaned and gas freed.

11.10B.5 HOT WORK ON PIPELINES Hot work on pipelines, valves and pressure vessels should only be permitted when the

appropriate item has been detached from the system by cold work, and the remaining system blanked off. The item to be worked on should be cleaned, gas freed to a "safe for hot work" standard, and ventilated, regardless of whether or not it is removed form the hazardous cargo area. Heating coils and hydraulic pipelines should be flushed and opened to ensure that they are clean and free of hydrocarbons or other flammable material.

Where the disconnection of the pipeline is not in the immediate vicinity of the work location,

continuous through ventilation of the pipeline & monitoring of the exhaust air for hydrocarbons is to be carried out.

11.10B.6 GAS DETECTION DURING HOT WORK The gas free status of an area or a compartment is only confirmed at the time of testing and a

zero reading obtained on a properly calibrated combustible gas indicator. Hydrocarbon gas is generally heavier than air and may be in pockets even in

compartments that have been ventilated for some time. It is therefore most important that tests should be made throughout any compartment and at different levels.

11.11B PRECAUTIONS FOR GRIT BLASTING, MECHANICAL OR HAND TOOLS (TANKER)

On Tankers, the use of grit blasting, mechanically powered or hand tools is normally not considered as coming under the purview of Hot-Work. However, work by these equipments should only be carried out when:-

There is no release or accumulation of combustible gas and the area is free of combustible material.

The area should be gas free and tested to below 1 % LFL. The vessel is not alongside a terminal or another ship. There is no cargo, ballasting, bunkering, inerting or gas freeing operations in progress. Adequate fire fighting equipments have been prepared and the same is in readiness. In case work has to be done on pipe lines the same should be flushed with water and

thereafter either inerted or gas freed.



11/14


11.12B HOT WORK FLOWCHART FOR TANKERS

This flowchart assumes the work is considered essential for safety or the immediate operational capability of the ship, and that it cannot be deferred until the next planned visit to a repair yard.

Is the part of ship requiring work a pipeline or other fitting or is it

permanent structure ?

Can the task be achieved with out using hot work ?

Permanent structure

Description of work necessary and proposed procedures to be sent to

office for prior approval or alternative plans to be considered

Office approval received

Master to hold safety meeting on board attended by all having responsibility during work

Hot work permit to be issued showing task

and time

Stop all other work in cargo area

Complete all preparations for hot work

Pipeline or Fitting

Can the fitting be disconnected and removed from hazardous cargo area

before hot work?

Fitting to be isolated from all pipelines and blanks attached

Is master satisfied that work can be completed safety?

Written statement of work to be drawn

up showing separate responsibilities for work supervision and safety

Perform task

Report completion to

Office

No hot work permitted

Plan work accordingly

No hot work permitted

No

Yes

Yes

Yes

Yes

No

No

No



12/14


11.13B HOT WORK GUIDANCE FOR INERTED SHIPS

Note: 1. Work location may overlap i.e. Hot work in ballast tank on bunker tank bulkhead. In

this case, preparation to be carried out in compliance with both columns 2. Risk Assessment and written work plan required for all hot work outside designated

space.

Work Location

Minimum Requirement Eng

ine

room

Wor

ksho

p

Oth

er P

arts

of N

on

haza

rdou

s ar

ea

Ope

n de

ck A

ft of

ac

com

mod

atio

n

Dan

gero

us s

pace

s(ot

her

than

pum

p ro

om)

Mai

n de

ck(d

eck

plat

ing)

or

<50

0 m

m fr

om d

eck

plat

ing

Wor

k on

fitti

ng o

r fix

ture

on

mai

n de

ck(>

500

mm

)

Wor

k to

be

carri

ed o

ut <

50

0 m

m o

r on

Bun

ker

tank

Bul

khea

d

Wor

k on

any

Ass

ocia

ted

pipe

line

incl

udin

g he

atin

g co

ils in

car

go ta

nk

Car

go P

ump

room

Car

go o

r Bal

last

tank

Work in designated space with curtains or shield erected. X

Adequate ventilation X X X X X X Authorisation from C/Eng to proceed with hot work. X

Hot work to be issued on board X Hot work permit to be issued in agreement with company X X X X X X X X

Hot work permit approved by Master X X X X X X X X X Tank atmosphere checks carried out and entry permit issued X X X

Tank to be washed and gas freed and continuously ventilated X X X Adjacent Cargo tank to be emptied, purged and inerted to <8% O2 and not more than 2% Hydrocarbons (within 30 mtrs)

X X X X X X X

Cargo tank greater than 30 mtrs away to be inerted with tank lids closed. X X X X X X X X

Slops to be removed from vessel or secured in tank furthest from site(>30 mts) X X X X X X

Bunker tank cleaned to hot work standard X Adjacent fuel Bunker tank vapour space to be checked & confirmed less than 1% LFL X X X X X X X

Local cleaning to be carried out as per table in checklist X X X X

All inter connecting pipelines flushed and isolated, X X X X

Tank Valves isolated X X X X Work Planning meeting held and risk assessment carried out. X X X X X X X X X



13/14


11.14B HOT WORK GUIDANCE FOR NON - INERTED SHIPS

Note: 1. Work location may overlap i.e. Hot work in ballast tank on bunker tank bulkhead. In

this case, preparation to be carried out in compliance with both columns 2. Risk Assessment and written work plan required for all hot work outside designated

space.

Work Location

Minimum Requirement Eng

ine

room

Wor

ksho

p

Oth

er P

arts

of N

on

haza

rdou

s ar

ea

Ope

n de

ck A

ft of

ac

com

mod

atio

n

Dan

gero

us

Spa

ces(

othe

r tha

n pu

mp

room

) M

ain

deck

(dec

k pl

atin

g)

or <

500

mm

from

dec

k pl

atin

g

Wor

k on

fitti

ng o

r fix

ture

on

mai

n de

ck

Wor

k to

be

carri

ed o

ut <

50

0 m

m o

r on

Bun

ker

tank

Bul

khea

d

Wor

k on

any

Ass

ocia

ted

pipe

line

incl

udin

g he

atin

g co

ils in

car

go

C

argo

Pum

p ro

om

Car

go o

r Bal

last

tank

Work in designated space with curtains or shield erected. X

Adequate ventilation X X X X X X Authorisation from C/Eng to proceed with hot work. X

Hot work to be issued on board X Hot work permit to be issued in agreement with company X X X X X X X X

Hot work permit approved by Master X X X X X X X X X Tank atmosphere checks carried out and entry permit issued X X X

Tank to be washed and gas freed and continuously ventilated X X X Adjacent Cargo tank to be cleaned and gas freed (<1% LFL) or completely filled with water. (within 30 mtrs)

X X X X X X

Slops to be removed from vessel or secured in tank furthest from site(>30 mtrs)

X X X X X X

Bunker tank cleaned to hot work standard X

Adjacent fuel Bunker tank vapour space to be checked & confirmed less than 1% LFL X X X X X X X

Local cleaning to be carried out as per table in checklist X X X X

All inter connecting pipelines flushed and isolated, X X X X

Tank Valves isolated X X X X Work Planning meeting held and risk assessment carried out. X X X X X X X X X

WALLEM MARITIME TRAINING CENTRE

HOT-WORK PROCEDURES

AWARENESS BRIEFING

Prepared by : WMTC Reviewed by : Marine Supdt(SID) Approved by : Director (SID) Draft Issued : 07-March-99 3rd Edition : June 2007 Rev. Date : Jan 2009

Page: 1/3

HOT-WORK PROCEDURES - AWARENESS BRIEFING {To be carried out for all seafarers prior proceeding for shipboard assignments at all recruiting

centres of the Company as required } Procedures for hot work are described in Chapter 11 of the Safety Manual. And the checklist for Hot work are in Chapter 19 of the Safety Manual. SAFETY MANAGEMENT IS: WRITE WHAT WE DO (This is our documented procedure with supporting check lists etc.) DO WHAT WE WRITE (We follow our Company procedures) RECORD IT (To prove that we have actually followed the safety systems during any inspection/audit)

REMEMBER – YOU ARE RESPONSIBLE FOR YOUR OWN SAFETY AS WELL AS THE SAFETY

OF ALL ON BOARD THE SHIP !!!!!! SELF TEST QUESTIONNAIRE : Please answer the following questions after reading Chapter 11 of the Safety Manual and Hot work Permits in Chapter 19. This is an open book examination and you may refer to the Safety manual to answer the questions.

1) Are Hot-Work related accidents related to any specific type of ships?

2) What are the major causes of Hot-Work related accidents?

3) What is Hot-Work?

4) Is Hot-Work a high risk and hazardous activity?

5) What are the risks and hazards associated with Hot-Work?

6) What are the advantages of a ‘permit to work system’ and how do they benefit Hot-Work.

7) Are all Hot-Work activities covered by a ‘permit to work’ system?

8) Does the safety manual give some guidance on determining if Hot-Work is essential or not?

9) How is it determined if Hot-Work is essential? Who does this?

10) Who is supposed to monitor Hot-Work activities?

11) What are the Company restrictions on Hot-Work?

12) If a repair can be done by temporary cold work, is it necessary to carry out Hot-Work?

13) On which occasions is it necessary to obtain Company permission for Hot-Work?

14) Is this permission required for all ships or only for tankers?


HOT-WORK PROCEDURES

AWARENESS BRIEFING


Page: 2/3

15) On a loaded tankers, in a loaded passage, can Hot-Work be carried out in the engine room

workshop if no operations are taking place?

16) Can Hot-Work be taken up in any other location like poop deck, external accommodation or forward stores on a loaded bulk oil carrier in a loaded voyage?

17) Who is required to carry out risk analysis for Hot-Work?

18) Can Hot-Work be carried out without restrictions on a bulk carrier, what if she is loaded with coal?

19) What is the procedure to obtain Hot-Work authorisation? On the ship who is responsible for granting final authorisation for Hot-Work?

20) Can a Company superintendent on board the ship grant this permission on behalf of the Company?

21) Is it necessary to conduct a safety meeting prior Hot-Work? Who chairs this meeting?

22) What is the maximum duration of a Hot-Work permit? Where is this mentioned? Is it given on the Hot-Work permit forms?

23) Can one Hot-Work permit be valid for several jobs?

24) In case the Hot-Work extends over several days and has been approved by the Company, what procedure needs to be followed on board?

25) Are the following also required to be in readiness when carrying out Hot-Work : Fire fighting equipment, fire watch, communication equipment etc.?

26) Who is responsible to check and confirm that all equipment being used for Hot-Work is in satisfactory condition?

27) What procedure is adopted for Hot-Work inside cargo tanks?

28) What is meant by local cleaning? What is the requirement for the same? Does it apply to the passage of welding cables and/or gas hoses?

29) What are the requirements for the atmosphere of the space where Hot-Work is being carried out? What are the requirements for the adjoining space?

30) What are the Company requirements for monitoring the atmosphere of the Hot-Work activity area and adjoining spaces? Before commencement, during and after breaks?

31) What is meant by the return lead system for welding? What are the safety features of this system? What are the risks involved in using the hull return system?

32) What are the procedures for Hot-Work on open decks and what should be the minimum distance from the closest bunker tanks?

33) Is it necessary just to fill in a Hot-Work permit or all the systems described therein should be complied with?

34) Why is it essential to isolate all lines leading to cargo tanks by blanks before commencing Hot-Work? What are the requirements for cargo lines passing through the tanks?


HOT-WORK PROCEDURES

AWARENESS BRIEFING


Page: 3/3

35) If an item requiring Hot-Work will take two days to open and take to the engine room

workshop for repairs, but Hot-Work in position will take only about half an hour, what system should be followed?

36) What personal protective equipment should be used by the personnel carrying out Hot-Work? What precautions must they observe from wet surfaces?

37) Why do we need to maintain proper records of Hot-Work carried out on board the ships?

38) What extra cleaning may be done on a Tanker for a planned Hot-Work inside a cargo tank?

39) Is Hot-Work the only and the safest solution for any repair?

40) What precautions should you take when using mechanically powered or hand tools on a tanker?

NOTE SLUDGE ON UNDERSIDE OF LONGITUDANAL

SLUDGE IN BLIND SECTOR OF FIXED TANK WASHING MACHINE.

• WHERE DETERMINDED (FIXED & PORTABLE MACHNIES) HOT WATER WASHING AT MINIMUM 60ºC HAS NOT BEEN SUCCESSFUL IN REMOVING SLUDGE, THEN PHYSICAL LOCAL CLEANING MUST BE DONE BY CREW AND/OR SHORE LABOUR.

• WHEN STAGING IS NECESSARY AND SHORE LABOUR IS ESSENTIAL, THE OFFICE MUST BE INFORMED IN GOOD TIME.

• LOCK CLEANING IN THIS CASE INVOLVED STAGING, SCRAPING AND HIGH PRESSURE WASHING.

EXAMPLES OF SLUDGE - HOW IT SHOULD NOT BE. LOCAL CLEANING OF 10MTRS RADIUS AROUND NOT WORK AREA IS MANDATORY.

EXAMPLES OF POOR CLEANING

• BLIND SECTORS BELOW SHIPSIDE LONGITUDINALS.

• FREQUENTLY SEEN (NOT THESE PHOTOGRAPHS) IS SLUDGE ON TOP OF SHIPSIDE LONGITUDINALS - DUE MAINLY TO INEFFECTIVE OR NO CRUDE OIL WASHING

• SLUDGE ON TANK BOTTOMS IS STANDARD WHEN EFFECTIVE COW IS NOT DONE. REMOVING SAME IS EFFECTIVE WITH REPEATED BOTTOM PASSES OF TANK WASHING MACHINES. (HOT WASH WATER IS MORE EFFECTIVE). ANY SLUDGE LEFT IS NEXT REMOVED BY HAND HOSING AND FINALLY PHYSICAL SHOVELLING.

SLUDGE ON UNDERSIDE OF SHIPSIDE LONGITUDINALS

SLUDGE ON UNDERSIDE OF SHIPSIDE LONGITUDINALS

1 2 3

EXAMPLES OF CARGO TANKS PROPERLY TANK WASHED & DEMUCKED FOR HOT WORK VESSEL IS A 285,000 DWT VLCC. TANKS WERE INTITIALLY COLD WATER WASHED. ONE TANK INSPECTED TO GAUGE CLEANLINESS AND THEN ALL TANKS FURTHER HOT WATER (60ºC) WASHED. TOTAL SLUDGE AT END OF OPERATIONS WAS 106 MT FROM 12 CARGO TANKS WHICH REMOVED WHEN VESSEL ENTERED SHIPYARD.



14/14


11.15B

Repair Piece

5

Repair Piece

Welding Cable

Return Cable Welding Machine

Fig. 1 Return cable fastened as close to welding site as possible. Welding machine not grounded

3

FIG. 1 - RECOMMENDED METHOD

FIG. 2 - INCORRECT METHOD

Fig. 2 Welding machine grounded to ship's structure. Return Current passes through hull back to the welding machine.

Welding Cable

Welding Machine

Grounding


CHAPTER TWELVE SAFETY DURINGTANKER OPERATIONS

1/5


12. SAFETY DURING TANKER OPERATIONS : 12.1 GENERAL This Chapter outlines the precautions to be taken prior to and during oil cargo transfer,

ballasting, tank cleaning and gas-freeing operations.

12.2 FIRE FIGHTING EQUIPMENT The fire main should be pressurised or be capable of being pressurised at short notice throughout the cargo transfer operations. Where a fixed foam system is fitted, the following should be carried out:- a) Check foam tanks full, b) Check operating valves free, c) Set monitors to train on manifold area, d) Connect hoses with foam applicators to foam hydrants, one forward of and one

abaft manifold, e) Connect fire hoses with spray/jet nozzles to hydrants, one by each foam hose. In ships without a fixed foam system, connect hoses with foam-making branch pipes to fire

hydrants, one forward and one abaft the manifold area. At least 50 litres of foam compound should be positioned by each foam-making branch pipe and fire hoses with jet/spray nozzles should be prepared as in (e) above.

A mobile dry powder extinguisher of at least 50 Kg capacity should be positioned upwind from

the manifold. 12.3 SMOKING REGULATIONS Most oil terminals have smoking regulations which apply to ships alongside their jetties

regardless of whether cargo operations are in progress and which must be complied with in full. In the absence of more stringent regulations, when alongside an oil jetty or tank cleaning berth

or when conducting a ship to ship or ship to barge oil transfer, smoking will be limited to two designated safe rooms, one for officers and one for crew. These rooms will be in the after part of the ship and must not have doors opening directly to the deck.

12.4 DOORS AND WINDOWS The gas tight integrity of accommodation, galleys, store rooms and machinery spaces is of

particular importance.



2/5


12.4 DOORS AND WINDOWS (Continued) All doors leading to open decks must be kept closed. Where air lock systems are fitted both the

outer and inner doors must be kept closed except for access. Windows must be kept closed at all times except when the ship is certified gas-free. 12.5 AIR CONDITIONING During all oil transfer, ballasting, tank cleaning and gas-freeing operations, the air conditioning

units will be set to partial recirculation. Any split or window air-conditioning unit should be disconnected from its power supply

(disconnection to be done inside accommodation) during Loading, Discharging, Ballasting or tank cleaning operations.

12.6 CONTROL OF VAPOURS Control of flammable vapours is an essential aspect of safe tanker operations. Vapours must only be passed to atmosphere through the cargo tank venting system from which

they can be dispersed well clear of the deck. Tank lids must not be opened unless tanks are gas-free. The Vapour lock system is to be used for taking cargo temperatures or samples or to manually

ullage the tanks. Ullage ports will normally be kept closed at all times. Fixed ullaging systems are to be maintained in working order at all times. 12.7 FLAME ARRESTORS AND P/V VALVES Except when loading, discharging, ballasting, de-ballasting or gas-freeing, tank atmospheres

will be controlled by the pressure/vacuum valves and it follows that these must be maintained in good working order.

Flame arrestors are designed to prevent the passage of a flame back to the tanks and are

important protective devices particularly in respect of lightning striking the ship. They must be kept clean and regularly inspected. If damaged, they must be immediately replaced.

12.8 FORECASTLE SPACES Explosions have occurred as a result of flammable vapours accumulating in forecastle spaces

and chain lockers, where the ignition source can be provided by the act of letting go or weighing the anchor. Particular attention should be paid to keeping these areas and other deck stores free of gas. If there is any doubt they should be tested for gas with a combustible gas indicator.

12.9 LOADING The rate of loading will be governed by the capacity of the ship's pipeline and venting systems.

In older ships, the condition of the cargo system should also be taken into account.



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Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date :Feb 2013 Approved by : Managing Director

12.9 LOADING (Continued) In all cases, the closed loading method, whereby vapours are exhausted through either vent

risers or high velocity vents, will be used. In still air conditions, hydrocarbon gases may tend to fall to deck level and accumulate there. In

these circumstances, loading must be suspended. Loading must also be suspended if wind conditions are such that cargo vapours are blown in

the direction of ventilation intakes or gas can be smelled in the accommodation or engine room. Loading must be stopped and the cargo system shut down if there are thunderstorms in the

vicinity. Vent riser by-pass valves must also be closed in order to obtain protection from the flame arrestors.

Prior arrival at loading port, it is to be confirmed that the cargo system overboard line and sea suction line is positively blanked. This should be recorded.

The segregated ballast in each ballast tank is to be sampled to confirm that the ballast water on board is clean for discharge overboard. The sampling and checking of ballast water to be done prior arrival at Load port and recorded in the logbook.

12.10 DISCHARGING Before arrival at the discharge port, the cargo pump emergency trips are to be tested. The

pumproom & deck delivery lines are to be tested prior every arrival discharge port or every two months if vessel is on short voyages. The crude oil washing lines are to be pressure tested prior arrival at discharge port if vessel carrying out crude oil washing at the discharge port. Prior arrival at discharge port, it is to be confirmed that the cargo system overboard line and sea suction line is positively blanked. This should be recorded. On commencement of discharge and at intervals throughout the period of discharge, a careful watch must be kept to ensure that there is no escape of oil through leaking sea valves.

Weather restrictions will apply as in Ship Shore Safety check list 19.4.1. 12.11 BALLASTING AND DE-BALLASTING Procedures as for loading and discharging are to be followed as applicable. 12.12 SHIP TO SHIP TRANSFER In addition to the foregoing procedures, ensure:- a) Operations are conducted in accordance with the ICS/OCIMF Ship to Ship Transfer

Guide (Petroleum) and that the relevant Safety Check Lists are completed. b) Both ships are well secured and fendered. c) Emergency procedures agreed between both ships. d) Emergency shut-down procedures agreed. e) Instructions regarding hydrostatically balancing cargo, if operationally feasible, are

followed. 12.13 DECK WATCH An Officer will remain on duty on the cargo tank deck throughout petroleum cargo operations. On ships with CCR, an officer will remain on duty in the CCR in lieu of cargo tank deck.



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12.14 MOORINGS AND ACCESS Moorings are to be regularly inspected and tended to keep the ship securely in the berth. Due

allowance must be made for change of draught and tide height. Access to the ship is to be maintained in a safe condition and well lit during the hours of

darkness. An efficient safety net is to be rigged below the gangway or accommodation ladder. A notice is to be positioned by the head of the gangway stating:- WARNING NO NAKED LIGHTS NO SMOKING NO VISITORS To comply with the U.S. Code of Federal Regulations, the letters of this warning notice must be

at least 50 mm high. Any additional local regulations will be complied with.

12.15 Towing off Wires of Fire wires OCIMF no longer recommends the deployment of "fire wires" (emergency tow-off pennant systems or ETOPS). There is no requirement to rig Towing-off wires forward and aft unless required by the terminal. Certain terminals may continue to require the use of ETOPS. In such cases, deployment should be made in accordance with the requirements of the terminal or to the recommendations contained in ISGOTT 26.5.5.1 12.16 SLOP TANKS If disposal of slops is not possible, the slop tanks must be kept fully inerted and under positive

pressure and with their IG lines isolated from the rest of the cargo system by means of positive blanks if the remaining tanks are gas free.

If slops are retained on board or if for any other reason the slop tanks have not been gas-freed,

particular attention must be paid to observance of normal tanker safety regulations during the repair work and more stringent requirements have to be complied with for hot work than if the vessel was totally gas free.



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12.17 COW NOTICE

All tankers to display the cautionary notice required by ISGOTT on the bridge, Cargo and Engine control rooms. The Text in the notice to be as per the requirements mentioned in ISGOTT which states that “The tank washing lines on this ship may contain crude Oil. Valves must not be operated by unauthorised personnel.”


CHAPTER THIRTEEN INERT GAS

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13. INERT GAS : 13.1 GENERAL Hydrocarbon gas cannot be ignited in an atmosphere containing less than about 12%

oxygen by volume. Cargo spaces which are kept inerted to 8% oxygen or less are thus protected from fire and explosion.

The Company places the highest degree of importance on the continuous availability of

inert gas and on its correct use. Cargo spaces and slop tanks are to be kept in a properly inerted condition at all times except when required to be gas free for entry, or for dry-dock.

No transfer of oil cargoes or slops and no tank cleaning operations are permitted unless

the I.G. system is working. On product tankers where the Charterers have explicitly instructed vessel not to inert

cargo tanks and provided the Terminal permits this condition, only then is cargo transfer permitted without using inert gas. The non-use of inert gas and supporting documentation is to be readily available.

13.2 RESPONSIBILITY The Master has overall responsibility for the safe and proper operation of the I.G.

system and will ensure that both Deck and Engine Departments carry out their respective functions correctly.

The Chief Engineer is responsible for the operation and maintenance of the I.G. plant

and the Chief Officer is responsible for the deployment of the inert gas and control of cargo tank atmospheres and pressures including the setting of all valves on deck. Close co-operation is essential.

13.3 SYSTEM MANUAL The I.G. System Manual for the individual ship should be consulted for details of

operational and maintenance procedures. 13.4 INERTING BEFORE LOADING Prior to arrival at an oil loading port all empty tanks are to be inerted and a check is to

be made with a portable oxygen analyser to ensure that they do not contain more than 8% oxygen by volume. It is to be noted that some terminals may limit to 5% oxygen by volume.

Mast Riser cowl wire mesh should be inspected, and cleaned if necessary, preferably each voyage.

13.5 LOADING During loading the I.G. plant will be shut down and the deck main isolating valve closed. The I.G. pressure recorder is to be kept on to record any abnormal pressure surges whilst loading.



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13.6 ON PASSAGE It is important to maintain a slight positive pressure in the ullage spaces of cargo tanks

to avoid the ingress of air through the P/V valves. It may be necessary to operate the I.G. plant periodically for short periods to maintain this condition. The I.G Pressure should be logged in the Deck log at the end of each watch.

13.7 DISCHARGE The I.G. plant must be started prior to the commencement of discharge and

OPERATED CONTINUOUSLY THROUGHOUT. The main blower has a capacity at least 25% in excess of the total pumping capacity to enable a positive pressure to be maintained in the tanks.

Both the Oxygen content and pressure of the inert gas to be continuously recorded

during discharge. A separate risk assessment is to be done and office informed if vessel requires to

ballast any cargo tank in port. Officer is also to be informed if shore requires the shore line to be flushed with sea water delivered by ship’s cargo pump.

13.8 CRUDE OIL WASHING AND TANK CLEANING Prior to the commencement of crude oil washing or tank cleaning with water the

atmosphere in each tank to be washed must first be checked with a portable oxygen analyser and the oxygen content established as being 8% by volume or less throughout. Testing should be conducted at three levels in each tank and, where possible, from more than one sampling point.

INERT GAS MUST BE SUPPLIED TO THE TANKS THROUGHOUT WASHING. 13.9 GAS FREEING If any tanks are required to be gas freed they must first be purged with inert gas to

reduce the hydrocarbon gas content to a maximum of 2% by volume as determined by a properly calibrated Tankscope.

The purpose is to reduce the hydrocarbon gas content to below the CRITICAL

DILUTION LINE so that subsequent introductions of air will not result in a flammable mixture developing (see 13.12).

Tanks being gas freed must be isolated from the rest of the I.G. system. 13.10 INERT GAS SAFETY CONTROLS The I.G. Control Panel provides constant information regarding system pressures

together with high and low pressure alarms. It must not be switched off at any time when the ship has petroleum cargo or slops on board.

The deck water seal is the ultimate safety barrier between the cargo system and the

engine room and it is essential that the water is kept at the correct level at all times.



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13.10 INERT GAS SAFETY CONTROLS (Continued) Whenever the I.G. plant is shut down, ie. during loading, on passage, etc. the Vent

valve located between the deck water seal and the I.G. blowers must be open. The normal level of the deck seal must be prominently marked.

13.11 SAFETY CHECKS WHEN PLANT IS SHUT DOWN Whenever the I.G. plant is shut down, ie. during loading, on passage, etc. the Vent valve

located between the deck water seal and the I.G. blowers must be open. The normal level of the deck seal must be prominently marked.

Following safety check should be done at sea when plant is not operational.

1. The water supply and water level in the deck seal should be ascertained at regular intervals,

at least once per day depending on weather conditions. 2. In cold weather, ensure that the arrangement to prevent the freezing of sealing water in the

deck seal, pressure / vacuum breaker etc. are in order. 3. Before the pressure in the inerted cargo tanks drops to 100mm they should be re-pressurized

with inert gas.

13.12 SYSTEM TEST SCHEDULE

The testing Programme to be carried out prior arrival at discharge port and is to include the following functions: All alarms and trips. The functioning of the Flue gas Isolating valves The operation of all remote or automatically controlled valves. The function test of deck water seal and non-return valve. The vibration level of IGS blowers. Gas leakages in the System before and after the deck seal. The interlocking of soot blowers. Check for any gas leak from tanks(Butterworth covers, ullage ports etc). Operation of PV Valve Calibration and operation of Fixed oxygen analyzer** ** VIQ requires the Fixed oxygen analyzer to be calibrated immediately prior to the use of

the inert gas system and vessels to comply with this requirement. 13.13 MAINTENANCE PROGRAM

Please follow manufacturer’s guidelines. The Maintenance program is to be part of the maintenance system on board (SMMS ).

13.14 EXCHANGE OF TANK ATMOSPHERE.

There are three principal arrangements.

Arrangement Inlet point Outlet Point Principle 1 2 3

Top Bottom Top

Top Top Bottom

Dilution Dilution Displacement or Dilution

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The main difference between dilution and displacement is that in dilution method the velocity of the incoming gas should be high while in displacement the velocity of the incoming gas is low. The velocity of the incoming gas should be as low as around 250 mm WG in the displacement method. This is also the more efficient of the two methods. In the displacement method it is important that the bellmouth is free of a liquid, which will create a seal and obstruct the passage of IG. Therefore, the tanks have to be well stripped.

When inerting cargo tanks from fresh air, it is important, the oxygen content must be below 8% at all levels

13.15 COMPOSITION AND QUALITY OF INERT GAS

International Convention for the Safety of Life at Sea requires that inert gas systems be capable of delivering inert gas with an oxygen content in the inert gas main of not more than 5% by volume at any required rate of flow; and of maintaining a positive pressure in the cargo tanks at all times with an atmosphere having an oxygen content of not more than 8% by volume except when it is necessary for the tank to be gas free. In certain ports the maximum oxygen content of inert gas in the cargo tanks may be set at 5% to meet particular safety requirements, such as the operation of a vapour emission control system. When such a limitation is in place, the ship should discuss these requirements in the pre-arrival information exchange. Efficient scrubbing of the inert gas is essential, particularly for the reduction of the sulphur dioxide content. High levels of sulphur dioxide increase the acidic characteristic of the inert gas, which is harmful for personnel and may cause accelerated corrosion to the structure of the ship.

13.16 INERT GAS SYSTEM FAILURE SOLAS requires that each ship fitted with an inert gas system be provided with detailed

instruction manuals covering operations, safety and maintenance requirements and the occupational health hazards relevant to the installed system and its application to the cargo tank system. The manual must include guidance on procedures to be followed in the event of a fault or failure of the inert gas system

ACTION TO BE TAKEN ON FAILURE OF THE INERT GAS SYSTEM

In the event that the inert gas system fails to deliver the required quality and quantity of inert gas, or to maintain a positive pressure in the cargo tanks and slop tanks, action must be taken immediately to prevent any air being drawn into the tanks. All cargo and or ballast discharge from inerted tanks must be stopped. The inert gas isolating valve closed, the vent valve between it and the gas pressure regulating valve ( if provided) opened, and immediate action taken to repair the inert gas system.

Masters are reminded that national and local regulations may require the failure of an inert

gas system to be reported to the harbour authority, terminal operator and to the port and flag state administrations.

In the event that the inert gas system is unable to meet operational requirements of this regulation and it has been assessed that it is impracticable to effect a repair, then cargo discharge, de-ballasting and necessary tank cleaning shall only be resumed when the emergency conditions laid down in the ‘IMO Guidelines on Inert Gas Systems’ are complied with. In brief, these guidelines state that;

1) In the case of tankers engaged in the carriage of crude oil, it is essential that the tanks be

maintained in the inerted condition to avoid the danger of pyrophoric iron sulphide ignition. If it

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is assessed that the tanks cannot be maintained in an inerted condition before the inert gas system can be repaired, an external supply of inert gas should be connected to the system to avoid air being drawn into the cargo tanks.

2) In the case of the carriage of products, if it is considered totally impracticable to effect repair

of the inert gas system, cargo discharge may only be resumed if an external supply of inert gas is connected, or the following precautions are taken:

• That approved devices, or flame screens, to prevent the passage of flame into cargo tanks

are fitted and checked to ensure that they are in good order;

• The valves on the mast risers are opened;

• No free fall of water or slops is permitted; and

• No dipping, ullaging, sampling or other equipment should be introduced into the tank until a period of five hours since injection of inert gas ceased. If essential for the safety of the operation, this should be done only after 30 minutes have elapsed and all metal components should be securely earthed. (IMO Inert Gas Systems 8.3)

13.17 STATIC ELECTRICITY PRECAUTIONS In normal operations, the presence of inert gas prevents the existence of flammable gas

mixtures inside cargo tanks. Hazards due to static electricity may arise however, mainly in the case of a failure of the inert gas system. To avoid these hazards the following procedures should be taken :

If the inert gas plant breaks down during discharge, operations should be suspended. If air has entered the tank, no dipping, ullaging, sampling or other equipment should be introduced into the tank until at least 30 minutes have elapsed since the injection of the inert gas ceased. After this period, equipment may be introduced provided that all metallic components are securely earthed. This requirement for earthing should be applied until a period of five hours has elapsed since the injection of inert gas ceased.

During any necessary re-inerting of a tank following a failure and repair of the inert gas system, or during initial inerting of a non- gas free tank, no dipping, ullaging, sampling or other equipment should be inserted until the tank is in inert condition, as established by monitoring the gas vented from the tank being inerted .

However should it be necessary to introduce a gas sampling system into the tank to establish its condition, sampling equipment should only be inserted at least 30 minutes after stopping the injection of inert gas. Metallic components of the sampling system should be electrically continuous and securely earthed when the equipment is inserted.

13.18 INDIVIDUAL TANK PRESSURE MONITORING AND ALARM SYSTEMS

Some tankers are provided individual tank pressure sensor with alarm system to indicate possible over pressure or under pressure in the cargo tanks.

The sensors and the alarm are to be regularly tested and routine of testing to be part of the planned maintenance system on board.

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13.19 FLAMMABILITY DIAGRAM


CHAPTER FOURTEEN DRY BULK CARGOES - SAFETY CONSIDERATIONS 1/9


14. DRY BULK CARGOES - SAFETY CONSIDERATIONS 14.1 GENERAL SAFETY Vessel should refer to IMSBC code. Vessel to contact the Nautical Institute’s “Bulk Carrier

Practice” is also available to assist the Master and his team in safe transportation.

Certain bulk cargoes are liable to oxidation which may result in a reduction of oxygen, emission of toxic vapours and self heating. Other cargoes may emit toxic vapours without oxidising. Liquefication of cargo is a very serious concern with certain cargoes. Due precautions to be taken as per the IMSBC code. Contact office for guidance when carrying cargoes prone to liquification. Cargo holds, whether full or empty, which have been closed for some time may contain toxic or asphyxiating gases, or may simply have insufficient oxygen to support life. Unless adequate ventilation and air circulation have been effected, entry by personnel should not be permitted until atmosphere checks have been carried out.

The precautions contained in Chapter 7 must be observed at all times. On arrival load or discharge port, before the start of cargo operation, the ship/shore safety check list is to be completed as in section 19.5. All Officers are to be familiar with BLU Code (Code of Practice for the Safe Loading and

Unloading of Bulk Carriers) and comply with contents. 14.2 SAFETY DURING CARGO OPERATIONS a) Moorings and Access Moorings are to be regularly inspected and tended to keep the ship securely in the

berth. Due allowance must be made for change of draught and tide height. Access to the ship is to be maintained in a safe condition and well lit during the hours of

darkness. An efficient safety net is to be rigged below the gangway or accommodation ladder, and a lifebuoy with light and line positioned at the top on deck.

b) Safety Helmets Personnel engaged in work on the cargo deck are to wear safety helmets during all

cargo operations. c) Hatch Covers Opening and closing of hatch covers is to be supervised by the duty deck officer at all

times. Personnel must not ride on moving covers, and care must be taken to ensure any

personnel on deck are warned prior to covers being moved. Covers must be secured properly in the open/shut position (locking pins fitted), and any

portable guard rails/chains required should be secured in their correct locations. d) Portable Lighting Portable cargo lighting clusters must be checked by the electrician prior to use.

Defective or damaged lights should be immediately withdrawn for repair. Care must be exercised to ensure electrical cables are protected from damage.




14.2 SAFETY DURING CARGO OPERATIONS (Continued) e) Deck Lighting

Fixed lighting must be regularly checked and maintained in safe operational condition.

14.3 COAL Hazards Risk of fire and explosion may exist during the carriage and handling of bulk coal. All grades of coal will emit methane, an odourless flammable gas which is less dense than air. A

methane/air mixture containing between 5% and 15% methane constitutes an atmosphere which can be readily ignited by sparks or naked flames to produce a highly dangerous explosion.

A number of deaths and serious injuries have resulted from such explosions. Spontaneous combustion can occur with certain types of coal. Reaction with oxygen causes the

temperature of the coal to rise to a point where self-ignition occurs. Should spontaneous combustion occur, a deep seated fire may develop and a very difficult and dangerous situation can arise.

Precautions As much information as possible including temperatures and moisture content should be

obtained from the Shipper prior to loading. The following rules must always be observed during the carriage and handling of coal:-

i) Non-safe electrical equipment, wandering leads and non-safe torches are not permitted

in or near cargo holds. Any hold lighting must be electrically isolated until after the coal has been discharged.

ii) Smoking and the use of naked lights is forbidden forward of the accommodation and

warning notices to this effect must be posted. iii) While all reasonable measures should be taken to prevent gases emitted from the

cargo accumulating in adjacent enclosed spaces, their presence must always be expected. Such spaces should be kept well ventilated.

iv) No hot work is to take place outside the engine room and accommodation block without

approval from the office. Please refer to chapter 11 – Hotwork procedures for details. v) Forward facing windows and doors must be kept closed. vi) Surface ventilation of the cargo is to be maintained during the passage. If necessary

hatches may be partially opened during daylight hours in fine weather. If forced ventilation is used, the air must not be directed into the body of the coal as this

could promote spontaneous combustion.




14.3 COAL (Continued) vii) Hold temperatures should be taken and recorded daily. It should, however, be

remembered that coal is a bad conductor of heat and failure to detect any hot areas in the stow should not be taken as a sign that spontaneous combustion is not taking place in areas not accessible for the taking of temperatures.

viii) Particular care must be taken to test for methane gas in the holds before preparing to

open hatches as there could be a risk of explosion from mechanically generated sparks.

Coal Fires To minimise the risk of explosion due to methane emission even when spontaneous heating is

suspected, ventilation of the spaces above the cargo should continue until there is clear evidence that the cargo is burning as a result of spontaneous combustion. At this stage the aim must be to contain the fire by:-

i) Ensuring that the cargo hold is completely closed down against the entry of air. ii) Applying carbon dioxide, inert gas if available. High expansion foam may also be used

to fill the space over the coal surface but ON NO ACCOUNT must medium or low expansion foam be used.

iii) Water should be used to cool the boundaries of the cargo space where accessible BUT

ON NO ACCOUNT SHOULD WATER OR STEAM BE APPLIED DIRECTLY TO THE BURNING COAL.

iv) Keeping the cargo space sealed until the ship reaches port and specialist advice and

assistance is available. Entry Precautions As with other hydrocarbon gases, methane will act as an anaesthetic and the proper

procedures, as laid down in Chapter 7, must always be followed before entering a cargo hold or adjacent space. Methane can be detected with an explosimeter.

Pond Coal Pond Coal is waste left over from many years of mining and which was originally dumped in

ponds and lakes. It is now being reclaimed and exported from U.S. East Coast And Gulf ports. Several instances of spontaneous combustion have occurred in ship's holds with this cargo. In

other instances, temperatures as high as 220oF have been recorded, compared with a recognised safe maximum of 131oF.

The moisture content of Pond Coal is high and there is often a high sulphur content. These

factors can combine to form sulphuric acid which will attack steel work. Maximum surface ventilation and regular recording of hold temperatures is essential.




14.4 DIRECT REDUCED IRON (DRI) 14.4.1 General DRI is a metallic product used in the steel making industry. It is shipped in bulk either in

the form of pellets, lumps or briquettes. DRI is exported from a growing number of countries including the U.S.A., Canada,

Mexico, Venezuela, Germany and Indonesia. DRI is manufactured by a process involving the reduction of iron oxide (removal of

oxygen) at temperatures below the melting point of iron. The product is porous and sponge-like in structure with a large specific surface area. Contact with water may lead to vigorous re-oxidation accompanied by the evolution of heat and hydrogen which may give rise to the risk of explosion.

DRI has been divided into two main categories: Category 1 comprises pellets, lumps and cold moulded briquettes Category 2 comprises hot moulded briquettes Essentially Category 1 material is that which has a density of under 5.0 grammes/cm3

and is consequently more reactive. 14.4.2 Category 1 Lumps and pellets: Average particle size 6mm to 25mm with up to 5% fines (under 4mm) Cold moulded briquettes: Moulded at a temperature of under 650oC and/or having a density of under 5.0 g/cm.

Approximate maximum dimensions 35-40mm. Stringent regulations apply to the loading of Category 1 DRI, full details of which are

contained in the IMO Code of Safe Practice for Solid Bulk Cargoes. National requirements of the loading port state may also apply.

The main requirements are:- 1. Cargo holds maintained under an inert atmosphere with less than 5% oxygen.

Hydrogen level maintained at less than 1% by volume. (This requirement may be waived in certain circumstances which meet with the

approval of a competent authority.) 2. Prior to loading holds must be clean and dry. Weather deck closures tested for

watertight integrity. Bilges should be covered with shift proof material and kept dry during voyage. Wooden fixtures (if any) removed.




14.4.2 Category 1 (Continued) 2. Where possible adjacent ballast tanks should be kept empty. 3. DRI must not be accepted if wet or known to have been wetted. It should not

be loaded if its temperature is in excess of 65oC. 4. Monitoring of oxygen and hydrogen levels and hold temperatures should be

continued throughout the voyage and the Shipper kept advised of the results. See also 14.4.4 14.4.3 Category 2 Hot moulded briquettes: A product of a densification process whereby the DRI feed material is at a temperature

greater than 650oC at the time of moulding and having a density greater than 5.0g/cm3 Approximate size: Length 90-130mm width 80-100mm thickness 20- 50mm weight 0.05 to 2.0 kgs Fines: upto 5% (under 4mm) Requirements are less stringent than for Category 1 and the maintenance of an inert

atmosphere is not necessary. Contact with water may result in the slow evolution of hydrogen and temporary self

heating may occur after loading. Experience to date has shown that temperatures stabilize before reaching a dangerous level and then gradually fall after about 2 days.

Open storage is acceptable prior to loading but loading during rain is not acceptable. Discharge under all weather conditions is acceptable and the use of fine spray is

permitted for dust control. Main requirements are:- 1. Prior to loading holds must be clean and dry. Weather deck closures

tested/inspected for watertight integrity. Bilges should be covered with sift proof material and kept dry during voyage.

Where possible adjacent ballast tanks should be kept empty. 2. Hot moulded briquettes should not be loaded if product temperature exceeds

65oC. 3. Adequate surface ventilation should be provided.




14.4.3 Continued 4. Hold temperatures and hydrocarbon levels should be monitored during voyage. 14.4.4 DRI Dust Cargo dust from both Categories of DRI is highly reactive and will corrode paintwork

and exposed electrical/electronic fittings such as radar scanners, DF aerials. Such fittings must be adequately protected during loading and discharging.

14.4.5. Oxygen Deficiency There is real risk of oxygen depletion in holds containing DRI even when holds have

not been inerted. Full precautions, as defined elsewhere in this Manual, must always be observed

before entering these spaces. 14.5 SWARF General Bulk cargoes of iron or steel swarf are liable to self-heating and can ignite spontaneously,

particularly when in fine form, and if contaminated with oil or organic substances such as oil rags, paper, etc.

Special Requirements - loading i) Swarf must be protected from moisture prior to, during and after loading. ii) Surface temperatures of the cargo should be taken during and after loading and if the

surface temperature exceeds 90oC during loading, all loading should cease until it has fallen to at least 85oC.

iii) The Ship should not sail on an International voyage unless the temperature is below

65oC. iv) During loading the cargo should be compacted in the cargo space as frequently as

practicable, and on completion of loading peaks should be eliminated by trimming. v) Also refer to IMDG Code. Class 4.2 UN No. 2793. Loaded Passage In dry weather surface ventilation must be carried out to prevent any build-up of heat. In winter

conditions the cargo may steam when drying out. Cargo surface temperatures must be checked every 8 hours.

If the temperature should rise to 80oC, a potential fire situation is developing and the ship should

head for the nearest suitable port. Water must not be used to cool the cargo while the ship is at sea, but the injection of CO2 or

other inert gases may prove effective in a smouldering situation.




14.5 SWARF (Continued) Hold Entry Precautions Entry in cargo spaces may only be effected providing they have been well ventilated and tested,

to ensure 21% O2 throughout with the hatch lids open. The precautions laid down in Chapter 7 must be observed. 14.6 SULPHUR General Sulphur is classified as a dangerous cargo in the I.M.D.G. Code Volume III, Class 4.1 It ignites

readily evolving toxic and very irritating fumes. Sulphur also forms explosive and extremely sensitive mixtures with most oxidising substances

such as chlorates, nitrates, perchlorates or permanganates. Bulk sulphur cargoes are susceptible to dust explosions, particularly during loading, discharging, or cleaning. For this reason, hosing down after discharge may be preferable to sweeping.

Precautions Fire hoses should be rigged near each hatch and pressure maintained on the firemain.

Prominent NO SMOKING notices must be displayed and no smoking, naked lights or hot work permitted forward of the Bridge front.

Personnel working on or near the cargo deck should wear goggles, gloves and coveralls which

should be removed before entering the accommodation. Sulphur dust irritates the eyes and causes great discomfort if these precautions are not observed.

14.7 ASBESTOS ORE General Asbestos is a naturally occurring mineral fibre which is mined mainly in Canada, Russia and

Africa. It is an essential ingredient in many safety products, and is a safe cargo to carry in bulk providing certain precautions are taken by personnel who are exposed to the fibre dust.

Health Precautions Asbestosis is a lung condition contracted by chronic inhalation of airborne asbestos dust.

Loading and discharging terminals are normally aware of the problems associated with the fibre and go to great lengths to reduce the amount of dust during operations. However, to eliminate risk to personnel during cargo operations the following regulations apply:-

i) Only personnel actively engaged in cargo operations are to be on deck during loading

and discharging.




14.7 ASBESTOS ORE (Continued) ii) Personnel should wear dust goggles, gloves and ori-nasal respirators. iii) Where possible, open decks should be kept clear of asbestos dust by regular washing

down. This will eliminate fibres and dust being blown into accommodation spaces. iv) Asbestos insulation and pipe lagging is frequently found on older vessels. Dust masks

should be worn by any personnel working in areas where they are likely to disturb asbestos insulation or lagging.

14.8 TAPIOCA General Tapioca or Manioc is a root crop commonly exported from Thailand and shipped in bulk to

Northern Europe. Fire A number of minor fires in bulk tapioca cargoes have been caused by external sources of

ignition such as cigarette ends and hot bulldozer exhausts. Particular attention must be paid to prevent such incidents occurring. No smoking notices should always be prominently displayed and every effort made to curb smoking by stevedore labour.

In some less developed ports, it may also be necessary to take active measures to prevent the

lighting of cooking fires by shore labour. In all cases, it is particularly important to check the holds about 1 hour after cessation of cargo work and also after sailing from a port with cargo on board.

Tapioca is susceptible to spontaneous combustion when damp, and surface ventilation should

be carried out whenever weather conditions permit. Oxygen Deficiency Very low levels of oxygen have been recorded in holds containing tapioca and several deaths

have resulted from failure to observe correct entry procedures. Oxygen levels as low as 1% have been recorded in some instances. Damp tapioca can also generate carbon dioxide and toxic gases.

Good surface ventilation will help to reduce the risks but it is essential that Enclosed Space

Entry Procedures be followed as laid down in Chapter 7. 14.9 GRAIN General Grain includes wheat, maize, oats, rye, barley, peas and beans, and seeds. Before a grain

cargo is carried, Masters should consult the International Regulations on the Carriage of Grain in order to ensure that their vessels can fully comply with the provisions laid down.




14.9 GRAIN (Continued) Oxygen Deficiency Oxidation of grain can cause a reduction of oxygen with a subsequent increase in CO2 levels in

cargo holds or any space where grain has been allowed to accumulate without adequate ventilation. Full precautions laid down in Chapter 7, must be observed in respect of entry into any such enclosed spaces.

Dust Explosions Due to the risk of dust explosions, smoking and the use of naked lights is not permitted in the

vicinity of the cargo holds during loading, discharging or sweeping out. 14.10 CEMENT IN BULK The main problem associated with the carriage of bulk cement is caused by the dust created

during loading and unloading. Cement dust can cause irritation to the eyes and skin and prolonged exposure can lead to respiratory problems.

Dust masks and coveralls are to be worn by all personnel exposed to cement dust during cargo

operations. Entry into cargo holds containing cement should be avoided, however when entry is necessary,

appropriate safety precautions as laid down in Chapter 7 must be followed. The use of compressed air hoses for removing dust from personnel is dangerous and should be

avoided. 14.11 POLLUTION PREVENTION AFTER DISCHARGING

All cargo residues are to be disposed of in compliance with Marpol Annex 5(Garbage). Please refer to Wallem Garbage Management Manual for further details. Vessels shall ensure that they are in full compliance with Marpol Annex V prior disposing cargo residue to sea. Vessels carrying a cargo of PET coke should note washings of cargo after discharge might contain oil. In this case, Vessel would need to comply with requirement of both annex I and V for disposal of the cargo residues and the washings of the residues.


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15. PERSONAL SAFETY : Additional guides : a) UK MCA Code of Safe Working Practices for Merchant Seamen, b) UK MCA booklet “Protecting yourself & other from Slips. trips & Falls, c) UK MCA booklet “Preventing Slips, Trips and Falls on board, d) Personal Injury Prevention - a guide to good practice (NE P & I) 15.1 SLIPS, TRIPS AND FALLS Many injuries are caused by slips, trips and falls, particularly those incidents which result in lost time.

Be careful and observe the following rules. 1. The following situations are slip, trip and fall hazards. Wet floors/decks Oily floors/decks Highly waxed and polished floors/decks Icy spots a. Good traction helps prevent slipping. The sole material of some shoes, and worn soles

may increase the chance of slipping. Always wear shoes that provide good traction. b. Remove any spilled liquid from the deck immediately. c. Keep small items, such as those which will roll and cause slipping, off the floor. d. When using wrenches, make sure that your footing is stable in case the wrench slips

or releases quickly. 2. In addition to the tools used in day-to-day operations, many items can cause tripping. Be alert

for tripping hazards such as hoses, lines, shallow holes, extension cords, loose shoe laces, etc. Take action to eliminate tripping hazards where possible.

3. To prevent falls, every opening in a deck, or walkway must be protected to prevent an

accident. The openings should be protected by barricades, railings, roped off, or constantly attended.

4. When working in elevated locations where falls are possible: a. Take special precautions in locations without handrails. b. Wear safety lines when working in locations unprotected against falling more than

about four feet. Lesser heights may also call for safety lines. c. Temporary barriers should be rigged to prevent falling where safety lines cannot be

used. d. Use safety harnesses rather than safety belts, since harnesses provide more

protection against injury. 5. Barricades shall be used to prevent entry into an area that is considered unsafe. 6. Good housekeeping helps prevent slips, trips and falls. 7. NEVER RUN. 8. Never use a ladder that is not in good condition. Always place the foot approximately ¼ the

length of the ladder from the vertical surface, and secure it. Wallem has supplied all vessels with two MCA Booklet i.e. Protecting Yourself and others from

slips, trips and falls and “Preventing slips, trips and falls on board”. The contents of these two books to be discussed during toolbox and safety meetings.

Vessels are to apply Non skid coating on walkways. Certain work areas to have non skid coating or gratings.


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Areas with Non skid coating to be clearly delineated for easy recognition. All vessels are to have Non skid coating in Mooring areas, access walkways and pipeline stopovers. In addition, tankers to have non skid coating in Manifold areas and Dipping and sampling location. The areas mentioned are the minimum and vessel to carry out risk assessment for Slips, trips and Falls. Additional areas can be covered with anti skid coating based on the risk assessment. Ship staff should use walkways and also ensure that shore personnel and visitors use the walkways. The walkways are to be clear and free of spillages.

Trip hazards are common when using access ladder and companionway. High plate edges and uneven steps create trip hazard are to be marked in contrasting colour. Staff should have at least one hand free to hold the rail with their hand when climbing access ladder and companionway, especially in engine room with steep ladders.

15.2 STAIRS AND WALKWAYS 1. When carrying tools or material, ALWAYS keep one hand free to use the handrails as you go

up and down stairways. 2. All steps, walkways and stairs MUST be kept free of obstructions and slippery materials such

as oil and grease. 3. When walkways and steps are provided, they MUST be used. DO NOT take shortcuts. 4. Tools, equipment and material MUST NOT be left on walkways. 5. Never use a handrail or railing as an anchor point for a load; do not sit on a rail, nor depend on

it to do more than it was designed for - to provide only a barrier. 6. Walkways and handrails should be inspected periodically to determine their strength and

integrity. 7. The use of colours to identify tripping hazards is encouraged. 8. Secure hoses and electrical cords whenever they are laid across walkways. 9. During winter, be careful of icy walkways and steps. Keep hands free and out of pockets while

traversing them.

15.3 HANDLING LINES 1. All lines should be coiled and stowed when not in use. 2. Use guide hooks to guide wires onto winch drums. 3. When working with blocks, handle the line far enough away from the block to prevent hands

from getting pulled into the block. 4. When handling a line which may suddenly come under tension, avoid placing hands in the eye,

particularly if it is being placed on a bollard or other device that might trap the hand. 5. Do not stand in the bight of a line or a coil of line. 6. Stay clear of all lines, and when working with lines under tension, stay out of areas which might

become dangerous if the line should part and recoil. 7. Always use the right size (strength) of line for the job. Never put lines under 1" diameter to a

winch or other mechanical assist.


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8. Lines that will be used where strength is of primary importance to safety of personnel, should be closely examined for deterioration from wear, chemical contact or weathering. Wherever possible use a new line.

9. Handling of Moorings - Personal Safety, please refer to supplied booklet titled “Effective

Mooring”.

15.4 HEARING AND EYE PROTECTION Hearing damage from noise is usually the result of long-time repeated exposure to excessive

noise levels. Since the damage to hearing is not reversible with time or treatment, it is important to adhere to the following requirements.

1. Hearing Protection

A. The use of hearing protectors is required for all personnel in designated areas. This shall include non-company personnel aboard all vessels.

1. All engine rooms will be designated areas. Entrances shall be posted with signs

reading "Caution: Hearing Protection Required Beyond this Point". The notice "Caution: Hearing Protection Required in this Area" shall also be posted in conspicuous places within the engine room.

2. Areas other than engine room or pumprooms may be designated and shall be

treated similarly whenever the noise level makes ordinary conversation difficult to hear.

B. Self-fitting foam earplugs are the recommended protection for most applications. 1. Foam earplugs are convenient yet provide ample hearing protection in

most situations when worn properly. 2. Experience has proven that in noisy areas earplugs make it easier to hear

voices and radios by filtering out high frequency background noise. 3. To facilitate radio communication, clip the hand microphone of the radio

unit to the collar when in noisy areas. 4. Dirty earplugs should never be inserted; try to carry a spare set. C. 1. Any persons experiencing difficulty wearing earplugs may wear earmuffs. 2. Earmuffs or band mounted foam plugs may be preferred by persons who

must frequently go in an out of designated noisy areas for short periods of time.

3. Earmuffs must be issued to personnel on request and must be kept clean

by each user. 2. Eye Protection A. The main causes of eye injury are:- 1. Exposure to particles and foreign bodies. 2. Exposure to chemicals. 3. Exposure to ultra-violet rays - electric welding. 4. Exposure to infra-red rays - gas welding.


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15.4 HEARING AND EYE PROTECTION (Continued) 2. B. Suitable eye protection must be readily available to all persons as part of their

personal protection equipment (PPE) and also be available at specific work places such as:-

1. E/R workshop - at grinding machine - at drill machine - at lathe machine - at welding machine 2. Deck workshop/store. 3. Chemical handling areas including battery storage rooms and boiler /cooling

water testing cabinets. 4. In the forecastle store for anchor handling stations. C. Protect your eyes Personal Safety Goggles should be carried on the person (strapped on safety helmet)

for immediate use. The head band should have sufficient elasticity to be effective in providing a good fit over the eyes. The air holes should be clear and clean to prevent fogging.

15.5 PORTABLE LADDERS 1. Always check to be sure a ladder is in good condition before using. Discard any ladder when

the side rail or rungs are bent, deformed or cracked. Never use a ladder when a rung is missing, the ladder is not sturdy or where either make-shift or major repairs have been made or attempted.

2. All portable ladders must have shoes in good non-skid condition. 3. Place a straight ladder with its feet approximately ¼ the ladder length away from the vertical

surface it rests against at the top. 4. Be sure the footing is solid and secure and the top rests against a solid surface that will not

give under the pressure of the ladder in use. 5. Have someone hold the base and secure the top if possible; otherwise secure the ladder at the

bottom. 6. Use only wooden, fibreglass or other type ladders approved for electrical work when working

on or in the vicinity of electrical circuits. 7. Never use a step ladder as a straight ladder. 8. When using a step ladder, make sure the spreader is straight. 9. When climbing up or down, always face the ladder and use both hands on the rungs. Never

try to carry tools in the hands while climbing a ladder. 10. Never reach any further than is permitted while keeping the trunk of your body between the

ladder rails.


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15.5 PORTABLE LADDERS (Continued) 11. Always get off a ladder to move it. Never "walk" a ladder. 12. Never climb higher than the third rung from the top of straight or extension ladders, nor than the

second tread from the top of step ladders. 13. Do not paint wooden ladders. Keep all ladders clean of grease and oils. 14. Ladders are designed to carry only one person.

Further recommended reading and reference is the UK MCA publication "Code of Safe Working Practices for Merchant Seamen".

15.5.1 ACCOMODATION LADDER / GANGWAYS

1. Ensure That Gangways and Safety Nets are Correctly Rigged. 2. At Night, Suitable Lighting to be provided. 3. The Gangway Should be tended and adjusted as required to ensure that a safe means of access is

always provided. Further Guidance on means of access is available in the UK MCA Publication “Code of Safe

Working Practices For Merchant Seamen”.

For all ships the means of embarkation and disembarkation shall be inspected and maintained as per MSC.1/Circ.1331 ‘Guidelines for Construction, Installation, Maintenance and Inspection / Survey of Means of Embarkation and Disembarkation’ in suitable condition for their intended purpose, taking into account any restrictions related to safe loading. All wires used to support the means of embarkation and disembarkation shall be maintained as specified in SOLAS regulation III/20.4.” Reg III/20.4 states to ensure that the wire falls are inspected periodically as per (MSC.1/Circ.1206/Rev.1) with special regard for areas passing through sheaves, and renewed when necessary due to deterioration of the falls or at intervals of not more than 5 years, whichever is the earlier. The type of vessel and its trade will also decide the need to renew the wire more frequently which have been set up in the SMMS which vessel must follow.

15.6 WORKING ALOFT OR OVERSIDE Checklist 2.2 : Permit to work – Aloft and/or overside should be used for all work aloft or overside.

The work supervisor and Head of Department to consider all the safety factors mentioned in the checklist and to verify that the appropriate safety equipment is being used such as harness, safety line, stages, etc. Procedures detailed in MCA Code of Safe Working Practices for Merchant Seamen are also to be followed.

15.7 HANDLING CAUSTICS, ACIDS & OTHER HAZARDOUS MATERIALS Caustics, acids and other hazardous chemicals must receive special attention in storage, handling and

use, because with few exceptions they can cause immediate harm to personnel. They are corrosive, highly volatile and severely irritating to the skin, eyes and respiratory tract. Often significant injury may occur even before first aid can be applied. This standard should serve as a reminder to exercise utmost caution and care when possible exposure to caustics and acids exist.

1. Eye protection is required. A face shield and goggles provide superior protection 2. Hands must be protected by the use of chemical resistant gloves. 3. Body protection shall consist of chemical resistant aprons and rubber boots. 4. Rooms in which concentrated acids are used must be open or well ventilated. 5. Containers must have suitable means to allow extracting the material in a safe manner to

minimize risk if spillage and splashing. 6. Wear protective equipment when opening containers, because of the possibility of internal

pressure which may cause spraying. 7. When diluting an acid, pour the acid into the water, stirring constantly. Never pour water into a

strong acid. 8. When mixing caustic, always add the caustic to the water, slowly, to minimize risk of splashing.

Never add water to caustics. 9. Always follow any mixing directions that may be on the container.

10. All empty containers retained on board should be rinsed and washed thoroughly to eliminate any residue. If they are intended for other use, they must also be purged of any residual gases by

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introducing compressed fresh air. Until empty containers are washed, they are to be stored in a separate location marked “UNSAFE FOR USE”. Refer to vessel’s specific type operation manual” for further guidance.

11. When empty containers are to be cut or altered using a flame, power tools or hammer/chisel, all openings to the container must be kept uncovered. Refer to vessel’s specific type operation manual for further guidance.

12. If acids or caustics come into contact with the body, flush the affected parts for 15 to 20 minutes with clean water. This is particularly important for the eyes.

15.7.1 STOWAGE OF CHEMICALS All chemicals should be stowed in a designated storage location. Incompatible chemicals are to be

stowed separately. Information for each chemical should be readily available by means of the products MSDS.

15.8 LIFTING EQUIPMENTS

All Lifting equipment should be examined at intervals not exceeding one year and load tested at least every 5 years unless local or national regulation require more frequent examination. All the testing to be done by competent person. Equipment to be marked with its Safe working Load (SWL) and test date. The maintenance of lifting equipment is to be carried out in accordance with manufacturer’s guidelines and is part of the ships planned maintenance system.

Lifting equipment includes but is not limited to following equipment,

• Cargo cranes, derricks, davits and gantries • Gangway and associated crane and davits • Store crane and davits • Chain block, hand winch and similar equipment • Personnel lifts and hoists • Strops, slings, chain and similar equipment

Cranes and derricks should only be operated by personnel who are trained and proven competent in its operations. Records of such training are to be maintained by the chief officer.

15.8.1 SAFETY WHILE LIFTING ITEMS There is always a delay period between the weight getting entangled and the sling parting. An attentive operator must be able to identify when the object is stuck and immediately stop the operations. It is important to ensure that the weight is lifted freely without any undue stress.

The person entrusted with guiding the load through bottlenecks should be in direct line of sight of the crane operator and specific communication protocol must be established between them when they are not in sight. As an example, the crane operator should continue operating the crane as long as he hears "Go" signal from the signal man by VHF or by tapping a hammer. Portable VHF is a must and the hammering is to be followed when VHF communication is not effective.

Pistons or other items being lifted up should be lifted in small steps. The crane operator in the engine room must be close to the item being lifted.

For engine room operations, the hammering method is two short taps followed by a gap. This is repeated until the stop signal is indicated by a single tap from the hammer.


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15.8.2 SAFETY PROCEDURES FOR LIFTING OPERATIONS

General Precautions Contact with bare ropes and warps or with moving parts of the equipment should be minimized by the installation of appropriate protective devices. Wire ropes should be regularly inspected and treated with suitable lubricants. These should be thoroughly applied so as to prevent internal corrosion as well as external corrosion. Lifting gear should not be passed around edges as it can cause damage without appropriate measures to avoid chafing. Consideration must be taken regarding the particular limitations of the gear and the nature of the load to be lifted, and the manner of use of natural and man-made fiber ropes, magnetic and vacuum lifting devices and other gear when put in use. Securing the Load Cargo handling equipment that is lifted on ships, by crane or derrick should be provided with suitable points for the attachment of lifting gear so designed as to be safe in use. The equipment should also be marked with its own gross weight and safe working load. Where a particular type of load is normally lifted by special gear, such as plate clamps, drum sling etc. other arrangements should only be substituted if they are equally safe. All loads should be properly slung and attached to lifting gear and all gear properly attached to appliances. Loads if possible, should not be lifted over a person or any access way, and personnel should avoid passing under a load which is being lifted. Movement of the ship due to wind or wave action can cause suspended loads to swing dangerously. Consideration should be given to the effects of weather conditions on all lifting operations whether inside the ship or outside on deck. Such operations should be suspended before conditions deteriorate to the extent that lifting becomes dangerous. Lifting form Boats When lifting involves work boats and other small vessels, it is important to ensure the lifting is not at wrong angle or load too heavy as this could result in the capsizing of boats/small vessels, in some circumstances. Dragging Heavy Loads The use of lifting appliances to drag heavy loads with the fall at an angle to the vertical is inadvisable. Freeing equipment under load Before any attempt is made, to free the equipment jammed under load, effort should first be made to take off the load safely. Precautions should be taken to guard against sudden or unexpected freeing. Persons not directly engaged in the operation should keep a safe & protected position. Lifting Machinery When machinery (pistons in particular) are to be lifted by means of screw-in eye bolts, the eye-bolts should be checked to ensure that they have collars, the threads are in good condition and bolts are screwed hard down on to their collars. Screw holds for lifting bolts in piston heads should be cleaned and the threads checked to see that they are not wasted before the bolts are inserted.

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Safe Working Load (SWL) A load greater than the safe working load should not be lifted unless: o a test is required by regulation; and o the weight of the load is known and is the appropriate proof load; o The Lift is a straight lift by a single appliance; and o The lift is supervised by a competent person. Ships' cranes and all lifting appliances should be properly operated and maintained in accordance with manufacturers' instructions. Companies, employers and masters, as appropriate, should ensure that sufficient technical information is available including the following information, o Length, size and safe working load of falls and topping lifts. o Safe working load of all fittings; o Boom limiting angles; Manufacturers' instructions for replacing wires, topping up hydraulics and other maintenance as appropriate must be available and followed on board. Failure to follow proper use, care and inspection criteria as per the manufactures’ instructions could result in severe personal injury or death. Whenever any stores or equipment is to be lifted on board following points should be followed:

o A tool box meeting must be carried out with the foreman (Bosun), the crane operator and other crew who will be involved in the operations. They must be briefed by senior officer of the risks involved and a Risk Assessment should be made prior the meeting and same discussed. It should be identified who is the signaling man and the crane operator should always be in sight of the signaling man and the communication method discussed.

When lifting stores, normally net sling should be used. Where a pre-slung palletized load is to be lifted, following should be checked.

o The condition of the pallets and the slings passing under the pallet are properly sitting on the strong point of the pallet including the uniform distribution of the weights by the slings.

o Palletised loads should be lifted with two wire snotters or nylon strops of adequate SWL & size. These should be passed inside the corner block of the pallet, outside the centre block and inside the corner block on the other side of the pallet. The eye of the wire snotter or nylon strop should then be hooked up to the crane hook.

Please refer the appended diagram showing how the slings have to pass through the pallet:

When a pre-slung palletized load is to be lifted, it is important to check the condition and suitability of the pallets and the slings prior to their use. The slings passing under the pallet should sit properly on the strong point of the pallet. There should be a uniform distribution of the weight by the slings. Palletised loads should be lifted with two nylon strops of adequate SWL & size. These should be passed inside the corner block of the pallet, outside the centre block and inside the corner block on the other side of the pallet. The eye of the nylon strop should then be hooked up to the crane hook

Red colour indicates the path of the

sling


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Note: Snotters or nylon strops should not be brought around the corners. This could pull the pallet apart. Slings/Snotters must be placed equidistant to avoid risk of sling/snotter movement whilst lifting.

o The weight is needed to be taken slowly on the hook and lifted just above the ground and held in this position for final checking to ensure that the pallet will not tilt during the whole operation of lifting on board. Ensure that the weight is evenly distributed on the net sling or slings and not excessively on any one particular sling.

Prior to lifting a pre-slung palletized load an assessment needs to be done, whether to transfer the palletized load to a net sling or not. Due regard to be given to the condition of the pallet, the slings in use and the type/size and nature of the goods being lifted. If after the assessment decision is made to use the net slings for safe operations, the following procedures are to be followed:

o After the truck with the palletized loads come to the vessel’s side, the truck driver and/or his assistant should safely shift the pallets to the wharf where the vessel’s crane jib can reach safely.

o If the truck is not equipped with the small lifter, the responsible officer must check that the

belt slings (wire snotters or nylon strops) are properly connected to the pallet (refer above diagram) and ensure the load is uniformly distributed to avoid any imbalance while the pallet is lifted off the truck by the vessel’s crane.

o The net sling of appropriate size and strength to be kept ready on the wharf for stowing the

palletized load. The palletized load is then to be landed on to the net sling and the belt slings removed.

o Once the net sling is connected to the crane hook, this needs to be lifted up by

approximately 50 cms height above the ground to check that load is equally distributed and there is no imbalance. In case any imbalance is noted, the load is to be put on the ground again and net sling adjusted until it can be lifted upright.

o The pallet with the goods is then to be slowly lifted, the crane operator should closely

monitor the signalman’s hand signals and other lifting team to stand well clear and keep vigilant watch through the lifting operation.

During lifting operations the communication and signaling between the crane operator and the signaling man should be very clear, if there is any doubt the operation should be stopped immediately, the doubts cleared and clear communication established before restarting the operation. On completion of operations all the slings should be properly stored in its respective place. A routine must be established to check the condition of the slings with regular tests at Drydock to ensure its integrity. Slings and rigging products will fail if damaged, abused, misused, overused or improperly maintained. If in doubt, the sling should not be used. Proper colour coding of the slings or lifting equipments like chain blocks, eye bolt etc. must be established on board the vessel. e.g. red for 5 ton, yellow for 2 ton etc. This must be uniform on the vessel and all equipment must be marked with the key of the colour coding displayed prominently near the equipment where it is stored, so that it is easily identifiable by crew members.

All crew joining the vessel especially the crane operator should be trained on the use of the crane including the signals before he is allowed to operate the crane independently. All trainings given to the shipstaff must be recorded and these must be kept on board.


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15.9 SAFETY WHILE OPERATING POWER TOOLS

There have been many accidents when using power tools. Proper PPE to be worn when handling power tools. In addition, only a qualified person should fit a grinding disc to the base after ensuring that the grinding wheel is of the correct rating.

Following are the safety precautions when operating power tools: 1. Operator should not operate a power tool until he understand how to use it and is capable of using

the equipment. 2. All power tools must be inspected before use to discover:

Missing parts, like safety guards Loose or dull blades Cuts in plug and cord insulation Defects or cracks in the tool housing Problems with guards and safety shut-off switches

3. It is important to use the right tool for the job. Operator must be familiar with its speed, power, depth of cut, adjustments, and any problems that may occur

4. Proper PPE to be worn. Eye and hearing protection are the most common PPE that needs to be used. When working with tools that will generate dust, shavings, or flying particles, a mask should also be worn.

5. Loose clothing or jewelry are not to be worn when you're using power tools. It's easy for these items to get caught in the equipment which could pull the operator into the equipment.

6. Before turning on the power, operator should double check the tool shut-off function, and location of the power switch. Most power tools will stop either when you releasing the finger from the switch or when the shut-off button or switch is pressed. In an emergency, operator will have to react quickly to shut the tool down –and knowledge of the power and lock switch locations is critical.

7. Watch the cords. Don't let cords dangle – they can be major tripping hazards for the operator or for others. Cords should be kept away from pinch points to protect them from damage.

15.10 SAFETY WITH USE OF GALLEY EQUIPMENT

Galley equipment’s will not be operated by unauthorised persons. Galley is to be locked by the Chief Cook at the end of the day and no other crew members are allowed to enter the Galley except to deal with emergency situations.

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16. HEALTH HAZARDS ASSOCIATED WITH CHEMICAL CARGOES:- 16.1 GENERAL Chemical cargoes may be harmful to personnel in the following ways:- a) BY ABSORPTION of liquid through the skin. The likelihood of this occurring will

depend upon the solvent nature of the cargo. b) BY INHALATION of vapour. The volatility of the cargo will determine the likelihood of

this occurring. c) BY INGESTION. This is unlikely to occur unless swallowed deliberately. In all cases information on the ways in which different cargoes may be harmful to personnel is

provided on Individual Chemical Data Sheets. Data Sheets relevant to the chemicals being loaded/discharged or handled onboard should be displayed in the Accommodation for the information of all onboard. In case of an incident, Emergency Procedures (EmS) and Medical First Aid Guide (MFAG) in the IMDG Supplement should be referenced.

16.2 POISONS A poison is a substance which on entering the body in any of the ways outlined in 16.1, causes

a serious or fatal effect. Spillages of poisons may endanger personnel and careful handling is therefore of the utmost

importance in Chemical Carriers. Poisons will be segregated onboard to avoid accidental release. Pumps, piping and venting

systems for poison cargoes must also be segregated from other cargo lines or vents. The most stringent precautions must be taken in pumprooms handling poisons to ensure this

proper ventilation.

Ventilation outlets from pumprooms should be trimmed away from the Accommodation.

Bilges should be kept dry. Cargo pumps should preferably be controlled from outside the pumproom when handling

poisons. Personnel involved in dealing with spillages must wear breathing apparatus and full protective

clothing. Fire will probably increase the hazards from poisons and breathing apparatus must be worn.

16.3 CARGOES HAVING SKIN CONTACT HAZARDS As a general rule personnel should never allow chemicals to come into contact with their skin. Corrosive liquids will completely destroy living tissue when in contact with the skin. Others may

prove irritating, but all can cause serious damage to the eyes or mucous membranes. Liquids absorbed through the skin enter the blood stream and have the same effect as if they

were inhaled or swallowed.

Normal clothing and footwear provide no protection from liquids having a skin contact hazard.




16.3 CARGOES HAVING SKIN CONTACT HAZARDS (Continued) When contact with such liquids is likely, personnel are to wear protective clothing, boots, gloves

and goggles. Contaminated protective clothing must not be taken into the Accommodation and must be

cleaned immediately. Contaminated clothing must not be worn. FIRST AID. Flush affected area immediately with copious quantities of water. 16.4 CARGOES HAVING INHALATION HAZARDS

Inhalation of vapour is the most likely route by which harmful substances enter the body.

Exposure may cause irritation to the nose, throat and respiratory system.

The control and dilution of such vapours is of great importance. Personnel must avoid any exposure to harmful concentrations of cargo vapours regardless of

the period of exposure. Any concentration greater than the TLV-TWA (see 8.2) must be considered as dangerous.

When ullaging, sampling, entering pumprooms to set lines, connecting or disconnecting hoses,

breathing apparatus must be worn by personnel to avoid the risk of inhaling cargo vapours. FIRST AID. Remove victim to fresh air and given artificial resuscitation if breathing has

stopped, is weak or irregular. 16.5 INGESTION HAZARDS Apart from being administered deliberately, personnel may absorb small amounts of poisonous

liquids with their food if they fail to wash their hands prior to eating. Personnel engaged in all cargo operations must therefore avoid bringing contaminated clothing

into the Accommodation and must wash properly prior to eating. FIRST AID. Consult Ship Captain's Medical Guide and obtain medical advice from ashore. 16.6 CORROSIVE CARGOES There are 3 principal characteristics associated with corrosive cargoes:- (i) They corrode normal containment systems and therefore require special tanks and

handling systems. (ii) Hydrogen may be produced when they corrode metal, thus forming a flammable

mixture with air and an increased fire risk.

Ignition may occur when in contact with sawdust or fibrous materials. (iii) They destroy human tissues.

Relevant Data Sheets must be consulted prior to handling corrosive cargoes.




16.6 CORROSIVE CARGOES (Continued) In addition to the precautions listed in Chapters 7 & 15, personnel should be alert to the

following:- a) Fibrous materials (sawdust) must not be used for mopping up spillages of corrosive

liquids. b) Water hoses must be connected and ready to wash away any spillages. c) Protective clothing, boots, gloves and face shields must be worn when handling

corrosive cargoes. FIRST AID. Flush away any contamination however minor using copious quantities of

water.


CHAPTER SEVENTEEN

SAFETY WHILE WORKING ON SYSTEMS

1/8

Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Rev. Date : Jan 2012 Approved by : Managing Director

17.0 SAFETY WHILE WORKING ON SYSTEMS

17.1 GENERAL Vessel have many systems which pose an hazard while working on the equipment or the

system itself for maintenance. The various systems with potential energy are Steam systems, Hydraulic and Pneumatic systems, Hydroblasting and Electrical systems.

A lock out/tag out system should be used for all the above system to ensure that work can be carried out safely.

17.2 Lock out /Tag Out system

To protect crew from hazardous energy while they are performing service or maintenance, we use a lockout/tagout procedure. The procedure includes locking or tagging out machinery or equipment after it has been disconnected from the energy source and before it is serviced. Using the system prevents accidents whilst crew are performing maintenance.

Positive Control The lockout/tagout procedure establishes a means of positive control to prevent machinery from being accidentally started or activated while they are being repaired, cleaned and/or serviced. The procedures serve to:

Establish a safe and positive means of shutting down machinery, equipment and systems. Prohibit unauthorized personnel or remote control systems from starting machinery or equipment while it is being serviced. Provide a secondary control system (tagout) to broadcast the information on the status of the machinery or system. Responsibility A. The Second Engineer and Chief Officer are responsible for implementing the

lockout/tagout procedure in their respective departments. B. The Second Engineer and Chief Officer are responsible for enforcing the program

and ensuring compliance with the procedures. C. Either the department head or an officer/engineer designated by him will carry lockout

or tagout machines or equipment to perform servicing or maintenance on that machine or equipment.

D. Crew are responsible for ensuring they do not attempt to restart or re-energize machines or equipment that are locked out or tagged out.

How to lock or tag out

To improve the safety of crew and comply with industry standards, the following procedure should be carried out:

Second Engineer, Electrical Engineer and Chief Officers must use the lockout/tagout procedure and should be knowledgeable in the different energy sources and the proper sequence of shutting off or disconnecting energy.

Some equipment may use more than one energy source and the proper procedure must be followed to identify energy sources and lockout/tagout accordingly.


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1. Notification: Inform the crew during the toolbox meeting that power is being disconnected or

isolated and the lockout/tagout procedure that is being applied. 2. Preparation: If required, check the equipment manufacturer’s instructions on shut down

procedure and restart. 3. Shutdown: Turn off the equipment. 4. Isolation: Separate all energy sources using proper isolating devices such as manual circuit

breakers or disconnect switches. Pushbuttons or selector switches are not the only way tode-energize. A lot of equipment has more than one type of energy that needs to be isolated.

5. Lockout/tagout: Every crew member that could be exposed to hazardous energy must be

part of the lockout/tagout process.

A lockout device is a key. The lock must be attached to an isolating device or valve. For electrical equipment, the Electrical Engineer removing the fuses and holding them during the work is a lock out procedure.

A tagout device is a tag. Twenty of each of the tags on the right is being supplied to all Wallem vessels. The tags are to be attached with wire at the isolation point. The tag is a label or sign that says no one can turn on the equipment or remove the energy-isolating device without permission. One of the tags indicates that a valve should not be closed.

All the crew must be aware of the tags and trained to respect the tag’s instructions.

6. Control of stored energy: Release energy removing jacks or chock blocks, draining hydraulic lines, draining steam or bunkers from the line. This is very important as we have had many cases where crew have been injured when opening steam lines or hot fuel lines.

7. Verification: Use testing equipment (such as an electric circuit tester) to make sure equipment has been de-energized. Tapping on pipeline would indicate if the line has been drained of fluid.

8. Removal of lockout/tagout devices: Only the officer or engineer who puts on a lockout or

tagout device should take it off. If a different crew member must remove it, they must first get approval from the Master or the Chief Engineer.

9. Return to service: When the work is done and lockout/tagout devices have been removed,

remove all tools, mechanical restraints, and electrical devices before turning the power on. Before re-energizing, concerned crew who can operate the equipment are to be warned and make sure no other crew is near the machinery.

10. Temporary release: If the job requiring lockout/tagout is interrupted for testing or positioning

equipment, the procedures must start from the beginning. Please use the supplied tags to enhance safety on board your vessels for safer operations when servicing or maintaining systems and equipment.


CHAPTER SEVENTEEN


3/8


17.3 STEAM SYSTEMS Before a section of the steam pipe system is opened to the steam supply, all drains should be

opened. Steam should be admitted very slowly and the drains kept open until all the water has been expelled.

All steam pipes by their temperature present a hazard and should be adequately lagged or

otherwise shielded. Steam-operated machinery should have both steam and exhaust valves securely closed and,

where possible tied shut to indicate that the valves should not be opened before any work is started on the machinery. The same care is required when dealing with heated water under pressure as is required when working on steam-operated machinery or pipework.

Similarly, when valves or filter covers have to be removed or similar operations have to be

performed on steam pressurised systems, that part of the system should be positively isolated before opening system. Checklist No. 2.3 : Permit to work – Pipeline and Pressure vessels to be filled prior opening any part of the system

It should be remembered that leaking valves could allow a pressure build up of steam or

condensate and the unsuspecting person working on the system be scalded; hence positive isolation and depressurisation must be carried out.

17.4 HYDRAULIC AND PNEUMATIC EQUIPMENT Personnel using hydraulic and pneumatic equipment should be fully conversant with the proper

procedures for its safe operation. Operating instructions should be followed at all times. Precautions should be taken against the possibility of residual pressure being released when unions

or joints are broken. The flexible connecting the pneumatic equipment to the airline must be disconnected prior to

working on the pneumatic equipment. If there is no flexible line, the valve on the air line must be locked. Consideration should also be given to remove one section of the air line or blank the airline prior to working on the air line.

17.5 HIGH PRESSURE (HP) HYDRO-BLASTING EQUIPMENT Operating teams for HP hydroblasting equipment must consist of a minimum of three persons –

lance operator, lance operator’s assistant and pump unit (motor/pump/compressor) operator. The lance operator is the person who handles the lance and controls the motion and direction of jet.

Control over the location and duration of hydroblasting rests with the lance operator. The lance operator’s assistant is assigned the duty of monitoring the lance operator, and must

stand in a position which allows him to observe lance operator during hydroblasting. He is to ensure lance operator is free of encumbrances while blasting, and that hoses and other items are kept clear of operator at all times. He is responsible for communication between hydroblasting site and pump operator (as the lance operator & pump operator may not be in sight of one another). With certain types of equipment, the assistant would also have control over a valve on water delivery line to the lance – to be shut off in case lance operator is found to be losing control. Vessels without such a fitting may consider installing a ball valve on the line leading to the lance, which can remain under control of the lance operator’s assistant.


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The pump operator is tasked with operation of the power unit for the hydroblasting system, and is to

strictly follow the instructions of lance operator (relayed by lance operator’s assistant). If in sight of work area, pump operator has the responsibility of shutting down the power source

(and consequently, supply of water to the nozzle), if it is noticed that conditions are unsafe. The operation is then not be be resumed without permission of Chief Officer. When shutting down in such a case, discretion must be exercised by pump operator, as it might be more prudent to reduce the pressure by dumping/recirculation (depending on the type of equipment fitted). Caution shall be exercised when reducing pressure rapidly, because this can cause loss of footing by the lance operator.

All personnel forming the operational team must have received prior familiarisation and training, with regard to the onboard equipment. This must include clear knowledge of the operational capabilities of the equipment, as well as its limitations and precautions to be taken during its use. Staff must be aware of the high level of danger associated with incorrect operation of such equipment at high pressures. They must be familiar with the natural recoil of the nozzle while under pressure, and the operator’s stance to be adopted to counteract this recoil. Details of training provided are to be entered in each crew member’s Training Record Book, on page 18. Entries must include make & type of equipment the person was trained on. Refresher training details (where applicable) are to be entered on page 19. If a vessel is planning to carry out HP hydroblasting operations during a forthcoming voyage, authorisation must be obtained from office prior to commencement of such operations. When applying for authorisation, the following information must be included in Master’s message to office: Make, model and operating pressure of HP hydroblasting equipment on board. Details (ranks only) of crew assigned to hydroblasting team, and their prior experience in

such operations. Location of planned hydroblasting operations, and duration of job. In case areas are not

easily accessible, same to be mentioned, with details of arrangements made for access (staging, etc).

Confirmation that team members have been familiarised and trained on board with all aspects of the equipment to be used.

Confirmation that remaining staff (who might be working in vicinity) are aware of planned hydroblasting jobs, and are also aware of precautions to be taken while in vicinity of worksite.

Confirmation that all points in the Operational Check List (mentioned on next page) have been addressed, and will be strictly followed. Any deviations from these points are to be clearly mentioned in application for authorisation.

Additional precautions taken by staff (if any).

Operational Check List

Please complete Checklist 8 in Section 19 of this manual prior hydro blasting operation. This checklist is to be filled and complied with prior to the start of work each day.

Although hydro blasters are fairly simple to operate, they can be dangerous if not properly used. A pump is used to increase the water pressure to 10,000 psi, with larger units capable of 45,000 psi or more. This pressurized water is pumped through a flexible steel braided hose and discharged through a pipe called a lance which has an orifice at the end. The water jets, which exit the orifice, act much like a band saw, and this cutting action is the main hazard. This high pressure water can cut through boots, gloves, aprons and any other protective clothing in a fraction of a second. If the jets cut into your foot or hand, it could result in amputation or other severe injury;


CHAPTER SEVENTEEN


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• In spite of this hazard, hydro blasters can be operated safely if proper procedures are followed. No one should operate this equipment without training and proper equipment.

• Personal protective equipment is essential, including a full face shield, hard hat, rain suit, rubber boots with steel toes, waterproof gloves and hearing protection.

• Triggers must never be taped, tied, or otherwise altered so the equipment stays in the "on" position. If the lance is dropped it will whip about wildly, causing serious injuries

• The lance should be a minimum of One(1) metre length to keep the operator from pointing it at himself and reducing recoil.

• Horseplay could have very serious consequences - never point a lance at other staff. • When laying hoses, handle them with care. Also, check each hose to be sure it is marked with

the manufacturer's symbol, a serial number, and the maximum operating pressure. • Pad the hose at sharp corners or suspend it where necessary. • Examine all hoses and fittings for defects prior to their use each day, and replace if worn. • When carrying out replacement of components or repairs to the system, the unit must be locked

out and tagged out so that the equipment cannot be brought into use till the work is completed. • Hydroblasting systems should be depressurised if not in use and left unattended, or

replacement of components or repairs are being made to the system.

17.6 ELECTRICAL WORK

Work on electrical circuits requires an extra degree of attention due to inherent dangers which can result in serious burns or fatalities.

1. Before beginning any work that could involve electrical circuits or equipment, the job must

be discussed with the Chief Engineer to determine the potential exposures to electrical shock, any inter-connecting circuits and the potential effect on ship's operations. Refer to Permit to Work Checklist 19.2.1, 19.2.1A and 19.2.1B. Please refer to the Electrical work safety flowchart at the end of this section.

2. Any such job, even after evaluation and following the safety rules herein, must be planned

out with the engineer on watch or engineer in charge of the work and the Chief Engineer. 3. No work shall be performed on energized equipment or circuits where there can be direct

exposure to more than 50 volts. It is the responsibility of the engineer in charge to de-energize such equipment and/or circuits and place or ensure that a signed tag is placed on the disconnect device or circuits. Where feasible, a lock shall also be placed on the disconnecting device, locked in the disconnected or open position.

4. No one shall operate such a tagged or locked protective device or reconnect such tagged

circuits, except the person whose signature is currently on the tag. The person who signs the tag has full responsibility to see that all personnel are clear of any involved circuits before removing the tag and re-energizing the circuit.

5. If the time required for the work necessitates a change in personnel, a full discussion of the

safety steps taken shall be discussed with the incoming personnel. If this involves the person who performed the tagging, the new person shall go with that person to each tagged device or circuit and remove the old tag and replace it with the new person's signature on a current tag.

6. Work is NOT allowed on energized equipment on Wallem vessels except for testing and

switching off the breakers. 7. Mechanical work on equipment completely isolated from exposure to the electrical parts

and where inadvertent energizing would present no dangers may be performed without de-energizing and tagging out.


CHAPTER SEVENTEEN


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8. Where circuits supply more equipment and areas than the one needing attention, the main

circuit should be de-energized and tagged out long enough to isolate and tag out the area needing work. The main circuit may then be re-energized by the one signing the main circuit disconnect. The procedure must be repeated when returning the system to normal after work is completed.

9. All de-energized equipment and circuits shall be tested to assure a safe condition before

actual work begins.

10. Any work is planned on Main switch board ( MSB) or Emergency switch board ( ESB) require the completion of Checklist 19.2.1A.except for testing and switching off breakers.

The following boundaries have been demarcated with the cover open:

Prohibited Approach boundary : 0.10 Mtrs from live circuits in MSB/ESB with cover open Limited Approach boundary : 1.00 Mtrs from live circuits in MSB/ESB with cover open

When the Electrical Engineer is working in the Limited approach boundary, another person must be standing outside the Limited approach boundary and monitoring the work. This is also applicable for testing and switching off breakers.

The Electrical Engineer should be wearing electrician gloves, face shield or goggles when working with insulated tools within the Limited approach boundary.

At least one additional person must at all times standby to observe the work, assist in assuring the safety of the one doing the work and respond in the event of an accident.

The crew involves in standing by should be aware of the work needed to be done and the appropriate and safe response and use of rescue methods and equipment involved in electrical accidents. Important aspects include:

1) The knowledge of how to immediately de-energize appropriate circuits. 2) How to remove a person in contact with an energized circuit using

rubber gloves and non-conductive ropes or devices. 3) Possible immediate Cardio Pulmonary Resuscitation aid to any victim. 4) Use of proper fire extinguishers for electrical fires.

For all work in the MSB and ESB ( Except testing and switching breakers), a risk assessment needs to be done and sent to office for approval. Work is to be done only after obtaining office approval.

Temporary fence or barricade to be erected at the place of work and covering the limited approach area to discourage unauthorized person to be present near the site of work.

11. Replacing fuses and other plug-in or screw-in devices do not require de-energizing the

circuits if the approved enclosures and other protective parts provided by the manufacturer are in place. If such devices do not readily go into place, the circuit must be de-energized and tagged out before tools or other devices are used to make the installation. For normal maintenance in such devices, fuse pullers and other electrically insulated tools to provide extra protection against accidental shock. The risk from nearby energized circuits is to be taken into account.


CHAPTER SEVENTEEN


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12. Testing and checking energized equipment and circuits may be performed with

instruments where it is necessary to have the circuits energized. Only those knowledgeable in using electrical testing equipment shall be permitted to test electrical circuits. Where energized circuits may be involved, the one doing the testing shall wear electrician's gloves, and depending on the circumstances use other protective devices such as rubber blankets to protect against inadvertent contact with energized components.

13. Work on High voltage equipment requires compliance with checklist 19.2.1 B


CHAPTER SEVENTEEN SAFETY WHILE WORKING ON

SYSTEMS

8/8


Electrical Work Safety flow chart

STOP !! Schedule the work for later when it can be done de-

energized.

**Work on energized circuits or equipment restricted to Testing energized equipment, switching breakers and Replacing fuses and other plug-in or screw-in devices.

Start

Will this work expose the worker to energized part over 50 volts ?

Will additional hazards be

introduced by de-energising ?

Would the de-energization require a blackout ?

Does the nature of the work require energization ? **(See list below)

STOP !! The circuits MUST be de-energized for this work !!! Comply with checklist 2.1

Work is de-energized. Proceed

Can the work be rescheduled to a later time when it can be

performed de-energized ?

Can the work be

performed safely ?

Proceed with caution to plan and schedule within limited

approach area

No

No

No

No

Yes

No

No

Yes

Yes

Yes

Yes

Yes

STOP !! Contact Office.


CHAPTER EIGHTEEN

HELICOPTER OPERATIONS

1/2


18. HELICOPTER OPERATIONS : 18.1 GENERAL Transfer of personnel or stores to or from ships by helicopter must be conducted according

to the procedures recommended in the International Chamber of Shipping's Guide to Helicopter/Ship Operations.

The most important factor in the successful conduct of safe helicopter operations is good

communications. This means full understanding and agreement on a clear and simple plan both prior to and during operations between the ship's Master and the helicopter pilot.

The Master is responsible for the overall safety of the ship and may stop or curtail operations

at any time for reasons of ship safety. Clearance for a specific helicopter operation and permission for the helicopter to land onboard are given at the discretion of the Master.

The helicopter Pilot is responsible at all times for the safety of the helicopter. In order to

carry out their respective responsibilities the helicopter Pilot and the ship's Master must agree on the proposed operation before it is implemented.

On Tankers, Helicopter operations are not permitted on tank deck unless all other operations

have been suspended and all cargo tank openings have been closed. Detailed instructions relating to Helicopter/Ship operations are contained in the International

Chamber of Shipping "Guide to Helicopter/Ship Operations" publication which should be understood prior to any operation being carried out.

18.2 OPERATIONAL INSTRUCTIONS A. Deck Party The deck party should normally consist of the minimum number of persons

commensurate with the particular operations, with an officer in charge. One member of the deck party should be appointed as a hook handler if winching is to take place. The deck party should be briefed before the operation as verbal communications will be difficult due to noise. The deck party should wear bright coloured jackets, protective non-slip shoes and protective head gear with chin straps.

The officer in charge should carry a portable UHF/VHF transceiver to maintain

communications with the Bridge. Hook handlers should wear strong rubber gloves and rubber soled footwear to avoid

the danger of shock from static electricity which may have accumulated in the hook. Where possible the helicopter crew will endeavour to "earth" the hook by touching to

sea surface prior to operations. B. Fire-Fighting A fire-fighting party should be standing by clear of, but close to the operating area. The

following equipment should be ready for immediate use:-


CHAPTER EIGHTEEN

HELICOPTER OPERATIONS

2/2


18.2 B. Fire-Fighting (Continued) i) Dry chemical fire extinguishers (minimum 45 kg). ii) Fixed foam smothering system. iii) Deck water system to deliver at least two jets of water to any part of the

operating area. iv) Dual purpose fire hose nozzles. v) Fire resistant blankets and gloves vi) Fire proximity suits. C. Operating Area The officer in charge of the deck party should ensure that:- i) Any stores, freight or mail to be despatched with the helicopter are clear of, but

convenient to, the operating area. ii) Any passengers leaving with the helicopter are suitably briefed, and standing

clear of, but convenient to, the operating area. iii) If stores are to be discharged, that documentation can be speedily dealt with. iv) If the helicopter is hovering while transferring stores or personnel, THE WINCH

HOOK IS NEVER ATTACHED TO ANY PART OF THE SHIP. v) All loose objects adjacent to the operating area are secured. vi) Correct lighting and signals switched on prior to night-time operations.


CHAPTER NINETEEN CHECK LISTS

19.1.1 1/5


FORM: DE-11

19. CHECKLISTs

CHECK LIST NO. 1.1 : ENCLOSED SPACE ENTRY PERMIT & CHECK LIST (Reference Section 7.8) This permit relates to entry into any enclosed space as described in Chapter 10. of ISGOTT and Chapter 7 of Company Safety Manual Permit No. : General

Location/Name of Enclosed Space Note : A single permit is to be issued and used for each individual space. Reason for Entry This permit is valid From hrs Date See Note (i)

To hrs Date Section A: Pre-Entry Preparations (To be checked by the Responsible officer)

1. Has the space been segregated by blanking off or isolating all connecting pipelines, inert gas lines(if applicable) & electrical power/equipment ( for Non tankers)?

2. Have valves on all pipelines serving the space been secured to prevent their accidental opening? Has Isolation permit ( LOTO ) been completed? (Checklist No. 9)

3. Has the space been cleaned? 4. Has the space been thoroughly ventilated by mechanical means? 5. Pre-entry atmosphere tests: 6. Have arrangements been made for frequent atmosphere checks while the

space is occupied, and after work breaks? Note : Repetitive check to be carried out at a maximum interval of 2 hours while personnel are within the space and recorded in Section D2.

Readings Oxygen % vol (21%) See Note (ii) Hydrocarbon % LEL (Less than 1%) See Note (ii)

Toxic Gases ppm (less than 50% of TLV-TWA of specific gas)

See Note (iii)

7. Have arrangements been made for space to be ventilated throughout period of occupation and during work breaks?

8. Is adequate illumination provided? See Note (iv) 9. Have Entry and Exit points been agreed? See Note (v) 10. Is rescue and resuscitation equipment available for immediate use by the

entrance to the space? See Note (vi) 11. Has a responsible person been designated to stand by the entrance to the

space? Is the responsible person in direct contact with the officer of the watch ?

12. Has the Officer of the Watch (bridge, engine room, cargo control room) been advised of the planned entry?

13. Has a system of communication between all parties been tested & emergency signals agreed?

14. Are emergency and evacuation procedures established and understood by all personnel involved with enclosed space entry?

15. Is there a system for recording who is within the space? Note : Section D1 of this checklist with details of persons entering and leaving space with time of entry and exit is to

be filled.

(!)



19.1.1 2/5


16. Is all equipment used of an approved type & good working condition &

inspected prior entry?

17. All personnel properly clothed and equipped?

Section B: Pre-Entry Checks (To be checked by each person entering the space)

18. I have received instructions or permission from the Master or Competent Officer to enter the enclosed space?

19. Has Section A of this permit been completed fully by master or Competent Officer ?

20. I am aware that the space must be vacated immediately in the event of ventilation failure or if atmosphere tests change from agreed safe criteria.

21. I have agreed and understood the communication procedures.

22. I have agreed upon a reporting interval of ____________minutes.

23. Emergency and evacuation procedures have been agreed and are understood.

Additional Entry Checks for Tankers (To be checked by the Responsible Officer)

24. The Inert Gas pressure in adjacent tanks to be lowered where appropriate,

25. Persons entering the space have personal gas monitors. Note : One for each person entering the space.

26. For extensive work in cargo tank, additional atmosphere checks carried out. See Note (vii)


Toxic Gases

ppm (less than 50% of TLV – TWA of specific gas) See Note (iii)

Section C: Breathing Apparatus and Other Equipment (To be checked by Responsible Officer and each person entering the space)

27. Persons entering the space are familiar with the Breathing apparatus to be used.

28. The Breathing apparatus has been tested as follows: - Gauge and capacity of air supply - Low pressure audible alarm. - Face mask – under positive pressure and not leaking (leak test)

29. The means of communication has been tested and emergency signals agreed.

30. All personnel entering the space have been provided with rescue harnesses and where practicable, lifelines

(!)

(!!)



19.1.1 3/5


To be signed by each person entering the space on completion of section B & C Name Rank Signature

1

2

3

4

5

6

7 Note : If rows not sufficient, please prepare similar table on the back of this page and use the table. To be signed on completion of sections A, B, & C by:

Competent officer (Normally C/O or 2/E (For Engine Room))

Date Time

Authorised team leader Date Time

Attendant supervising entry Date Time Master to Sign below to confirm that practice is safe and in compliance with Companies Enclosed space procedures. Master (Responsible Person) Date Time



19.1.1 4/5


Section D1: Personnel Entry (To be completed by the Attendant supervising entry or Officer on duty) Name Rank Time In Time Out

1

2

3

4

5

6

7 Note : If rows not sufficient, please prepare similar table on the back of this page and use the table. Section D2: Repetitive Gas check record (To be completed by the Attendant supervising entry or Officer on duty) Note : Oxygen, Hydrocarbon and toxic gas measurement to be done in table below along with time of measurement. For toxic gas, specify the gas being checked.

Time Hydrocarbon Oxygen Toxic Time Hydrocarbon Oxygen Toxic Note : If rows not sufficient, please prepare similar table on the back of this page and use the table.

A. THIS PERMIT IS RENDERED INVALID SHOULD VENTILATION OF THE SPACE STOP OR IF ANY OF THE CONDITIONS NOTED IN THE CHECK LIST CHANGE

B. A COPY OF THIS PERMIT SHOULD BE PROMINENTLY DISPLAYED AT THE ENTRANCE TO THE SPACE.

Section E: Declaration of Closure (To be checked by the Responsible Officer)

31. Entry Purpose completed Insert Date / Time 32. On completion of entry purpose, have all persons, materials &

equipment (as applicable) been withdrawn from enclosed space?

33 Entry Permit Closed, Insert Date / Time (If prior to completion of Entry purpose, give reasons)

34. Copy of Entry permit removed from entrance to enclosed space & Master has been informed of closure.

Competent officer (signature)



19.1.1 5/5


Notes: (i) The duration of the Entry Permit should not exceed 12 hours. (ii) In order to obtain a representative cross-section of the compartment's atmosphere, samples

should be taken from several depths and through as many openings as possible. Ventilation should be stopped for a minimum period of about 10 minutes before the pre-entry atmosphere tests are taken.

(iii) Tests for specific toxic contaminants, such as benzene and hydrogen sulphide, should be undertaken depending on the nature of the previous contents of the space.

(iv) On Tankers, Intrinsically safe lighting such as air turbo lights to be used for extended work periods. On Non Tankers, only 24V DC lights to be used in an enclosed space. Where painting is to be

done in an enclosed space, the lights must be “explosion proof” type. (v) Use zig-zag/sloping ladders where provided in preference to vertical ladders. Where only vertical

ladders provided consider the use of safety line/fall arrester where practical. (vi) Approved self-contained, positive pressure breathing apparatus and resuscitation equipment,

rescue harness, complete with lifeline and fully charged safety torch to be kept ready at the entrance to the space.

(vii) If extensive work is to be carried out in a cargo tank, a full assessment of tank atmosphere is to be carried and the atmosphere of the work location and other areas is to be checked. Reading should be the same as in item 6.

(viii) Permission from Office must be obtained prior to controlled entry into a gas filled and / or oxygen deficient space unless it is for rescue purpose. Please refer to sec 7.11 of Safety manual for details

(ix) For tank inspection or tank repairs with workboat, please refer to section 7.14 for additional precautions.

(x) When working at heights, a stable platform should be available. The working aloft permit should also be complied with.

x) "Cargo Pumproom Entry" procedures do not require the filling of this checklist. Please follow the applicable instructions listed on the “Pumproom Procedures” poster. For Pumproom entry prior or during cargo, ballast or tank cleaning operations, the contents of the Poster are available as checklist 19.1.2 which is to be used. For routine inspections and other entries, compliance can be logged in cargo log or log of personnel entering pumproom and enclosed space

Original : Ship’s File (No copies to be sent to office) FORM

FORM: DE-11



19.1.2 1/1

Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Rev. Date : Aug 2012 Approved by : Managing Director

CHECK LIST NO.1.2 : PUMPROOM ENTRY PERMIT & CHECK LIST The Procedures described in Pumproom Procedure Poster is outlined in this checklist for use prior or during cargo, ballast or tank cleaning operations. For routine inspections and other entries, compliance can be logged in cargo log or log of personnel entering pumproom and enclosed space

General (Maximum Validity is 12 Hours Only).

This permit is valid From hrs Date To hrs Date Checklist 3 of Pumproom Procedure Poster – Prior First entry or 24 Hrs Thereafter or earlier if conditions change (To be checked by the Chief officer or Responsible officer)

a. Pumproom atmosphere test: See Note (i)


Toxic Gases ppm (specify gas & TLV - TWA) See Note (ii)

b. Ventilation flaps at lower suction in use.

c. Rescue harness and lifeline rigged and ready, complete with guide wire.

Checklist 2 of Pumproom Procedure Poster – Prior Each entry (To be checked by the Chief officer or Responsible officer)

a. Both pump room ventilator fans running and in use for at least 15 mins prior entry, and pump room well lit/illuminated.

b. Fixed Gas sampling Equipment in use.

c. Record/log personnel entering See Note (iii)

d. Personal gas monitors in use for personnel entering pump room.

e. Communication checks at pre determined intervals with Bridge or CCR - interval agreed upon

f. Permission from responsible officer obtained.

g. Cargo Control Room and/or Bridge informed.

To be signed by:

Responsible officer Date Time

Notes: (i) This test shall be carried out by portable sampling meter from top of pump room.

(ii) Tests for specific toxic contaminants, such as benzene and hydrogen sulphide, should be undertaken (iii) This Checklist need not be filled each time for complying with checklist 2 of Pumproom procedure poster. Compliance can be marked in log where record of personnel entering the space is maintained (in remark column or in separate column).

a. Entry Permit Closed. Insert Date / Time (If prior to completion of permit expiry time, give reasons)

Responsible officer (signature)

Original : Ship’s file (No copies to be sent to Office)

DET-11 FORM


SAFETY MANUAL


19.1.3 1/2

Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) New insertion : May 2014 Approved by : Managing Director

CHECK LIST NO.1.3 : CARGO COMPRESSOR ROOM ENTRY PERMIT & CHECK LIST ( APPLICABLE FOR GAS CARRIERS)

General (Maximum Validity is 12 Hours Only).

This permit is valid From hrs Date

To hrs Date

Section 1: Prior First entry or 12 Hrs Thereafter or earlier if conditions change (To be checked by the Chief Officer or Responsible officer)

a. Has the space been thoroughly ventilated and space has been tested and foundsafe for entry .(Ventilator fans of the cargo compressor room should be started atleast 10 minutes prior entry/operation and should be running continuously)

Readings Oxygen % vol (21%) See Note (i) Hydrocarbon % LEL (Less than 1%) See Note (i)

Toxic Gases ppm (specify gas & TLV - TWA) See Note (ii)

b. Is Rescue and resuscitation equipment available for immediate use beside the compartment entrance?

c Have arrangements been made for a responsible person to be in constant Attendance at the entrance to the space

d. Is access and illumination adequate?

e. Are portable lights or other equipment to be used of an approved type?

f. Has a system of communication between the person at the entrance and those in the space been agreed?

g. Fixed Gas sampling Equipment in use.

h. Have arrangements been made to ensure that the ventilation of the space will runcontinuously throughout the operation

Section 2-Part 1 : Prior each entry (To be checked by the Person who is to enter the space)

a. Have instruction or permission been given by the Chief officer or Responsible officer to enter the cargo compressor room.

b. Has section 1 been completed?

c. Personal gas monitors available for personnel entering cargo compressor room

d. Do you understand the arrangements made for communication between yourself and the responsible person in attendance at the entrance to the space

e. Communication checks at pre -determined intervals with Bridge or CCR - interval agreed upon

f. Are you aware you should leave the space immediately in the event of failure of the ventilation system?.

(!!)


SAFETY MANUAL


19.1.3 2/2

Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) New insertion : May 2014 Approved by : Managing Director

Date and time the checks completed : Name of Personnel /Signature : Section 2- Part 2 (To be checked by the Chief officer or Responsible officer)

a. Ventilator fans running and in use, and pump room well lit/illuminated.

b. Fixed Gas sampling Equipment in use.

c. Record/log personnel entering See Note (iii)

d. Personal gas monitors in use for personnel entering pump room.

e. Communication checks at pre -determined intervals with Bridge or CCR - interval agreed upon

f. Permission from responsible officer obtained.

g. Cargo Control Room and/or Bridge informed.

Section 3 : Chief officer or Responsible officer or the person who is to enter the space Where breathing apparatus is to be used, this section must be checked jointly by the responsible officer and the person who is to enter the space.

a. Are you familiar with the apparatus to be used.

b. Has the apparatus been tested as follows.

1) Gauge and capacity of air supply

2) Low pressure audible alarm

3) Face mask air supply and tightness

c. Has the means of communication been tested and are emergency signals agreed?

To be signed by: Master /Chief Officer Date Time

Notes: (i) This test shall be carried out by portable sampling meter . (ii) Tests for specific toxic contaminants should be undertaken (iii) Compliance can be marked in log where record of personnel entering the space is maintained (in remark column or in separate column).

Entry Permit Closed. Insert Date / Time (If prior to completion of permit expiry time, give reasons)



SAFETY MANUAL


19.2.1 1/4

Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : Aug 2012 Approved by : Managing Director

CHECK LIST NO. 2.1 : PERMIT TO WORK – ELECTRICAL INSTALLATIONSNote : All work on MSB and ESB requires office approval except testing and switching off breakers. Please refer to Checklist 2.1 A for all work on MSB and ESB.

PERMIT NO. :

VESSEL : DATE:

WORK AREA :

EQUIPMENT DESCRIPTION :

DESCRIPTION OF WORK :

DURATION OF PERMIT TO WORK : FROM TO

METHOD OF ISOLATION :

SUPPLY ISOLATED BY (NAME/RANK) :

CHECK-OFF LIST

A) The equipment is isolated from Switchboard (No. & location) :______________________ Y/N/NA

B) Main equipment breaker open and locked Y/N/NA

C) Circuit breaker fuses removed, stowed in safe place in the custody of senior engineer or theElectrical officer.

Y/N/NA

D) Cable/s disconnected at (location/s) : ______________________________________ Y/N/NA

E) Automatic control circuits disconnected Y/N/NA

F) All auxiliary associated circuits isolated Y/N/NA H) For work on Main switch board( MSB) and Emergency switch board( ESB), Checklist 2.1A has

been completedY/N/NA

I) For work on High voltage equipment, Checklist 2.1B has been completed Y/N/NA J) For testing equipment on the test bench, Checklist 2.1C has been completed Y/N/NA K) Isolation Permit ( LOTO ) completed? (Checklist No. 9) Y/N/NA

I confirm that the electrical equipment has been isolated from every source of electrical power:

Elec.Engineer/Person Attending Department Head

WORK COMPLETION DATE/TIME :

SUPPLY RECONNECTION AUTHORISED BY (NAME/RANK) :

SUPPLY RECONNECTED (DATE/TIME) :

PERMIT TO WORK CANCELLED (If prior to job completion, give reasons) :

ON JOB COMPLETION, HAS CH.ENGINEER/DEPARTMENTAL HEAD BEEN INFORMED Y/N/NA

Electrical Engineer/Person Attending



SAFETY MANUAL


19.2.1 2/4


CHECK LIST NO. 2.1A

PERMIT TO WORK – ELECTRICAL WORK ON MSB AND ESB

VESSEL : DATE:

This checklist is additional to checklist 2.1 when any work is planned on Main switch board ( MSB) or Emergency switch board ( ESB)

Prohibited Approach boundary : 0.10 Mtrs from live circuits in MSB/ESB with cover open Limited Approach boundary : 1.00 Mtrs from live circuits in MSB/ESB with cover open

Note :

1. This permit is not required for testing and for the purpose of switching off the breakers. However, oneperson should be standing outside the limited approach area to monitor the work of the Electrical Engineer when he is testing or switching off breakers. The Electrical Engineer should be wearing proper PPE as mentioned in item G of this checklist.

2. This permit is to be filled for all other work on MSB and ESB. Office approval is required for all work onMSB and ESB except for testing and switching off breakers.

CHECK-OFF LIST A) Authorised person to carry out the job

Note : Authorised person would be the Electrical engineer or another person authorizedby Chief engineer in writing.

Y/N/NA

B) Risk assessment done prior commencing the job Y/N/NA C) Risk assessment sent to office and office approval obtained. Y/N/NA

D) Dead. After isolation of main circuit a test to be carried out by calibrated voltmeter todetermine that no voltage is present in the circuit.

Y/N/NA

E) Limitation of access. Temporary fence or barricade to be erected at the place of workto discourage unauthorized person to be present near the site of work

Y/N/NA

F) If Applicable, the bus bar de-coupler provided in the switched board to be opened for thatparticular section. This operation to be carried only after complete isolation (blackout ofthe switch board).

Y/N/NA

G) Proper PPE such as insulated long sleeve gloves, apron, insulated working shoes &insulated tools to be used

Y/N/NA

H) Name of Person Standby outside the Limited approach boundary ________________________

__________________________ ______________________ Elec.Engineer/Person Attending Department Head




19.2.1 3/4


CHECK LIST NO. 2.1B PERMIT TO WORK – HIGH VOLTAGE EQUIPMENT

VESSEL : DATE: This checklist is additional to Checklist 2.1 when work is being done on High voltage equipment. • High Voltage. Voltage above 1000v. • High Voltage apparatus. Any apparatus, equipment or conductors normally operated at a voltage

higher than 1000volts.

CHECK-OFF LIST

A) Additional Earth : Earth connection applied to apparatus along with main earth, normally applied at the point of work.

Y/N/NA

B) Authorised Person : Authorised person to carry out the job

Note : Authorised person would be the Electrical engineer or another person authorized by Chief engineer.

Y/N/NA

C) Risk Assessment : Risk assessment done prior commencing the job Y/N/NA D) Caution Notice. A notice conveying against interference with the equipment’s to which it

is attached.

Y/N/NA

E) Circuit Main Earth. An earth connection applied for the purpose of making equipments safe to work on before a permit to work is issued and which is nominated by the documents.

Y/N/NA

F) Danger Notice. A notice which calls attention to the danger of approach to or interference with the apparatus to which it is attached.

Y/N/NA

G) Dead. After isolation of main circuit a test to be carried out by calibrated voltmeter to determine that no voltage is present in the circuit.

Y/N/NA

H) Isolated. The disconnection and separation of the electrical equipment from every source of electrical energy in such away that this disconnection and separation is secure,

Y/N/NA

I) Key Safe. Proper retention of the keys used for locking isolated breakers.

Y/N/NA

J) Limitation of access. Temporary fence or barricade to be erected at the place of work to discourage unauthorized person to be present near the site of work

Y/N/NA

K) Safety Lock. A Lock used to secure points of isolation, safety device and circuit earths, being unique from any other locks used on the system.

Y/N/NA

L) Proper PPE such as insulated long sleeve gloves, apron, insulated working shoes & insulated tools to be used

Y/N/NA

__________________________ _____________________ Elec.Engineer/Person Attending Department Head Original : Ship’s file (No copies to be sent to Office)



19.2.1 4/4


CHECK LIST NO. 2.1C PERMIT TO WORK – EQUIPMENT TESTING ON THE TEST BENCH

VESSEL : DATE: This checklist is additional to checklist 2.1 when any Equipment is being tested on the test bench.

1. Equipment properly secured: Y/N/NA

2. All electrical connections firmly secured: Y/N/NA

3. Equipment connected to the correct rated voltage: Y/N/NA

4. Test bench clear of all loose or flammable material: Y/N/NA

5. Proper PPE such as insulated long sleeve gloves, apron, insulated working shoes & insulated tools to be used:

Y/N/NA

6. Additional person kept well away, at least 1.0 mtrs, from the testing equipment, with the knowledge of location the test bench main breaker and instruction to put “OFF” if any danger noted:

Y/N/NA

7.

Name of Person Standby ________________________

Y/N/NA

8. Chief Engineer or 2nd Engineer informed before the test.

Y/N/NA

Elec.Engineer/Person Attending Department Head




19.2.2 1/1


CHECK LIST NO. 2.2 : PERMIT TO WORK – ALOFT AND/OR OVERSIDE PERMIT NO. :

VESSEL : DATE:

WORK AREA :

DESCRIPTION OF WORK :

DURATION OF PERMIT TO WORK : FROM TO

PERSON/S CARRYING OUT WORK (NAME/RANK) :

METHOD OF SUPERVISION/MONITORING :

WORK SUPERVISOR (NAME/RANK) : CHECK-OFF LIST

A) Duty Watch Officer informed Y/N/NA B) Warning notice posted Y/N/NA C) On-deck Supervisor identified Y/N/NA D) Equipment Checked and found in good order Y/N/NA E) If working on funnel,

a) advise Duty Engr, b) isolate whistle (if appropriate) c) combined Risk Assessment done with a Senior engineer to ensure no machinery would be started which could create hazard for staff on funnel

Y/N/NA

F) If working near Radar scanners/radio aerials,: a) isolate radar & scanner, b) notify Bridge and post notices to “ NOT USE RADAR/RADIO”. c) power breaker for the equipment to be switched “OFF”

Y/N/NA

G) Personal Protective Equipment (PPE) required:

Safety helmet (Aloft/Overside) Y/N/NA

Safety harness and lifeline attached to strong point (Aloft/Overside) Y/N/NA

Lifejacket/Lifevest Y/N/NA

H) If working overside, advise Duty Officer/Engineer, keep lifebuoy and line ready Y/N/NA I ) As necessary, all tools to be taken aloft secured by lanyard/bag/belt Y/N/NA

J ) For tankers, is the Venting/Effects of cargo vapors being released been taken into account for personnel working aloft. Y/N/NA

K) Has Isolation permit been completed? (Checklist No. 9) Y/N/NA



ON JOB COMPLETION, HAS DEPARTMENT HEAD BEEN INFORMED Y/N/NA

Work Supervisor Head of Department Original : Ship’s File (No copies to be sent to office)

(!!)



19.2.3 1/1


CHECK LIST NO. 2.3 : PERMIT TO WORK – PIPELINES & PRESSURE VESSELS PERMIT NO. : VESSEL : DATE : WORK AREA : DESCRIPTION OF PRESSURE VESSEL/PIPELINE LAYOUT: DESCRIPTION OF WORK : DURATION OF PERMIT TO WORK : FROM TO PERSON/S CARRYING OUT WORK (NAME/RANK) : METHOD OF SUPERVISION/MONITORING : WORK SUPERVISOR (NAME/RANK) :

CHECK-OFF LIST A) Duty Watch Officer informed Y/N/NA B) Warning Notices posted Y/N/NA C) On-deck Supervisor identified Y/N/NA D) Tools and equipment in good order Y/N/NA E) If working in enclosed space, Checklist 1 filled out and signed Y/N/NA F) If hot work involved, Checklist 3 (as applicable) filled out & signed Y/N/NA G) If presence of pressure suspected within, same to be ascertained using available

means Y/N/NA

H) Warning notices posted at all relevant points, from where pipeline/pressure vessel could be Pressurised, stating “DANGER - Do not operate – Men at Work!”

Y/N/NA

I ) Pipeline/pressure vessel drained of contents, pressure equalised with atmosphere Note : This check should be done by the Department head.

Y/N/NA

J) Drains/vents on pipeline/pressure vessel left open at all times Y/N/NA K) For pipelines/pressure vessels intended for flammable liquid/noxious gas service,

readings taken of interior spaces, using reliable instruments (calibrated & fully operational), prior to opening.

Y/N/NA L) If pipeline/pressure vessel passing through, close to or connected with other

dangerous spaces or regions, arrangements to be made for isolation from those spaces/regions. If hot work involved, follow ISGOTT requirements for proximity with non-gas free areas.

Y/N/NA

M) On completion of work, Supervisor to reconfirm integrity of pipeline/pressure vessel Y/N/NA N) Isolation permit completed? (Checklist No. 9) Y/N/NA



ON JOB COMPLETION, HAS DEPARTMENT HEAD BEEN INFORMED Y/N/NA

Work Supervisor Head of Department Original : Ship’s File (No copies to be sent to office)



19.3.1 1/2


CHECK LIST NO.3.1 : HOT WORK PERMIT - Tankers ( For Hazardous Areas) (Reference Chapter 11 & ISGOTT Chapter 9.4 & 9.8.13) Permit No. : VESSEL: Date:

Description and location of work:

Duration of Permit - From: To: Note : Maximum duration of Permit is only 12 hours SECTION A : SAFETY CHECKS SAFETY CHECKS AS PER ISGOTT 9.4 -- All checks must be “Yes” before work can commence 1. Risk Assessment has been carried out for the hot work YES/NO 2. Written plan for undertaking the work has been prepared, discussed and agreed by all

who have responsibility in connection with hot work YES/NO

3. Area clear of combustible material, checked with Combustible Gas Indicator for Hydrocarbon vapours and found to be less than 1% LFL.

YES/NO

4. Cargo & Slop tanks within a radius of at least 30 mtrs around working area are cleaned and gas free or emptied, purged of Hydrocarbon to less than 2% by volume and inerted

YES/NO 5. All other cargo tanks inerted, adjacent ballast tanks, surrounding areas

and other compartments are gas free and safe.

YES/NO 6. Adjacent fuel oil bunker tanks are safe(vapour space reading is less than 1% LFL) or

has been cleaned for hot work ( for work on bulkhead or 500 mm of such bulkhead) YES/NO 6. Ventilation adequate YES/NO 7. No oil cargo transfer operations, tank cleaning, purging, gas freeing, inerting or ballast

movement in progress

YES/NO 8. All liquid and vapour lines isolated to area YES/NO 9. Welding/Gas-cutting equipment in good order & electricals in work area isolated YES/NO 10. Fire equipment made ready & water running YES/NO 11. Fire watchmen posted/instructed YES/NO 12. Personal protective equipment for persons involved in hot work is established and in

good condition. YES/NO

13 Communications established between fire watchmen and bridge YES/NO 14 Emergency procedures discussed YES/NO 15. Has the hot work permit been issued immediately before the work is to performed YES/NO 16. Frequency of atmospheric testing of work area established.

Note: Time and result of subsequent testing to be entered in back of this log. YES/NO

17. For hot work in enclosed space, ballast tank or cargo tanks, Checklist 19.3.2 has been filled

YES/NO

18. Port approval obtained (where applicable, ie. At an anchorage, berth, etc) YES/NO/ NA 19. Permission obtained from Company. YES/NO 20. Isolation permit completed (Checklist No. 9) YES/NO

SPECIAL CONDITIONS / PRECAUTIONS: Person carrying out Hot Work: Person Responsible for Hot Work: Officer designated to monitor the Hot Work Plan OFFICER IN CHARGE OF SAFETY APPROVAL GRANTED NAME: RANK: MASTER: SIGNATURE: DATE & TIME: DATE&TIME: Note: Copy of this permit to be posted at Work site



19.3.1 2/2


SECTION B : GAS MONITORING CHECKS Date & Time of Initial gas check when permit issued : Gas Readings :

HC% LFL _____________ O2 % ___________

Toxic Gases (PPM)_______ (Specify Toxic Gas :_____________________) Frequency of atmosphere checks : Subsequent Gas Readings to be entered below as applicable : Specify Toxic Gas _______________

Date / Time

Gas Reading

Date / Time

Gas Reading

Date / Time

Gas Reading

HC% LFL _____________ O2 % ___________

Toxic Gases (PPM)_______

HC% LFL _____________ O2 % ___________


HC% LFL _____________ O2 % ___________

Toxic Gases (PPM)_______ HC% LFL _____________

O2 % ___________ Toxic Gases (PPM)_______

HC% LFL _____________ O2 % ___________


HC% LFL _____________ O2 % ___________


O2 % ___________ Toxic Gases (PPM)_______

HC% LFL _____________ O2 % ___________


HC% LFL _____________ O2 % ___________


O2 % ___________ Toxic Gases (PPM)_______

HC% LFL _____________ O2 % ___________


HC% LFL _____________ O2 % ___________

Toxic Gases (PPM)_______ * Additional Monitoring time and result can be entered at the back of this permit sheet. SECTION C : DECLARATION OF CLOSURE OF PERMIT 1. Hot work completed. Insert Date / Time

2. On job completion, has Monitoring been continued for at least thirty minutes after completion of hot work or until the risk of fire no longer exists

YES/NO

3. On job completion, have all persons, materials & equipment deployed for hot work been withdrawn and have Master and Chief Engineer been informed?

YES/NO

4. On job completion, has office been informed of completion of Hot work YES/NO

5. Copy of Hot work Permit has been removed from site YES/NO

6. Hot work permit closed. Insert Date / Time (If prior to Job completion, give reasons)


Note : For Voyage repairs over a period of days, New permit to be filled every day. Only initial office approval required but message to be sent to office everyday confirming that work is proceeding under continuing safety parameters specified in ISGOTT Chapter 9.4 & 9.8.14, this manual and this checklist. Original : Ship’s file (No copies to be sent to Office)



19.3.1.1


Addendum to Checklist No.3.1 (19.3.1.1) Hot Work Permit – Tankers

FORMAL RISK ASSESSMENT IN CASE OF NON-COMPLIANCE WITH REQURIEMENT LISTED IN CHECKLIST 19.3.1 OF SAFETY MANUAL, CHAPTER 11 OF SAFETY MANUAL AND I.S.G.O.T.T.

If Cargo and Slop tanks within a radius of at least 30 metres around working area are NOT empty and gas free/purged to less than 2% Hydrocarbon by volume and inerted: a) Job urgency – is the planned hot work absolutely necessary, and cannot be postponed? ______ (Details to be provided to office separately) b) What is the minimum distance from extremity of intended working area to tank(s) that are not empty and / or not purged to less than 2% Hydrocarbon by volume? ______ c) Is/are tank(s)Inerted? ______ d) Are all other tanks inerted, with O2 contents < 8% and are all openings shut ? ______ e) Has/have tank(s) been effectively purged, with O2 content < 8%? ______ f) Are all openings from tank(s) in question confirmed shut, with no leaks? These include ullage ports, P/V valves, tank gauging housings, sounding, dipping and sampling points, and temperature as well as high level alarm sensors ______ g) Is/are tank(s) under positive Inert gas pressure, not in excess of 200 mm/Wg? ______ h) Has/have tank(s) been isolated from other tanks by way of cargo/stripping lines? ______ i) Has/have tank(s) been isolated from other tanks by way of inert gas lines? ______ j) Has/have tank(s) been isolated from other tanks by way of COW/tank cleaning lines? ______ k) Has/have tank(s) been isolated from other tanks by way of steam heating coils/lines? ______ l) Have arrangements been made to keep work area decks flooded during hot work, after ensuring safety is not compromised by continuous flooding? ______ m) Have arrangements been made to shield the work area to the fullest extent, to minimize carryover of incendiary material (if any) ______ n) Confirm Master or Chief Officer will be in attendance on site for duration of work ______ In view of above status, does the assessment permit hot work to be carried out as intended? YES/NO

____________________ __________________________ MASTER OFFICER IN CHARGE

APPROVAL GRANTED : YES / NO SIGNATURE : NAME : DESIGNATION : DPA / BACKUP DPA



19.3.2


CHECK LIST NO.3.2 : ADDITIONAL HOT WORK PERMIT FOR ENCLOSED SPACE- Tankers & OBOs (Reference Chapter 11 & ISGOTT Chapter 9.4 & 9.8.13) This checklist is additional to Checklist 3(19.3.1) for Hazardous area on tanker and OBO’s and is for Hot work in Enclosed spaces or inside ballast and/or cargo tanks

VESSEL: Date:

Description and location of work:

Duration of Permit - From: To: Note : Maximum duration of Permit is only 12 hours SAFETY CHECKS AS PER ISGOTT 9.4 -- All checks must be “Yes” before work can commence 1. ADDITIONAL SAFETY CHECKS FOR HOT WORK IN ENCLOSED SPACES OR INSIDE

CARGO AND/OR BALLAST TANKS(S)

(i) Enclosed space Entry Permit & Check List completed YES/NO (ii) IG line to tank blanked, Heating Coils blown through and COW line

where applicable blanked.

YES/NO (iii) Tank atmosphere checked for HC (not more than 1% LFL) and O2 at all

levels and bays throughout tank checked by Chief Officer and recorded. HC% LFL ________ Toxic Gases % ____

YES/NO

(iv) Adequate ventilation by portable fans provided. YES/NO (v) Adjacent cargo tanks, including diagonally positioned cargo tanks are gas

free or Hydrocarbon content purged to less than 1% by volume & kept inerted or tank(s) ballasted 99%

YES/NO

(vi) Local cleaning carried out as per table below. Note: Local cleaning depends on the nature of the work and the location of the work.

YES/NO

(vii) For pipeline repair, the pipe must be detached and remaining system blanked off.

YES/NO

(vii) Gas monitoring during hot work entrusted to Name: YES/NO (ix) Safety Line & buoyancy aid ready. YES/NO

RADIUS OF AREA TO BE CLEANED FOR PREPARATION FOR HOT WORK IN TANKS

Height of Work Area

Operator’s Side Opposite Side Gas Cut Welding Gouging Gas Cut Welding Gouging

0 – 5 metres 1.5 m 5.0 m 4.0 m 7.5 m 2.0 m 2.0 m

5 – 10 metres 1.5 m 5.0 m 5.0 m 10.0 m 2.0 m 2.0 m

10 – 15 metres 1.5 m 5.0 m 7.5 m 15.0 m 2.0 m 2.0 m

> 15 metres 1.5 m 5.0 m 10.0 m 20.0 m 2.0 m 2.0 m Note : Please note that the distance mentioned in the above table are minimum distances to be cleaned. If conditions in the tank require additional cleaning, additional radius to be cleaned based on risk assessment at the site of hot work.



19.3.3


CHECK LIST NO.3.3 : HOT WORK OFFICE APPROVAL INFORMATION SHEET - Tankers ( For Hazardous Areas)

(Reference Chapter 11 & ISGOTT Chapter 9.4 & 9.8.13)

VESSEL: Date:

Note : This Information sheet is to be filled and sent by the Managed tanker when requesting office approval. The Information provided by the vessel should include but may not be limited to : 1.

Location and access arrangements

2.

Scope of work to be carried out Note : Only one work site will be considered at a time, Exceptions can be considered on a cases by case basis.

3.

Dispositions of all tanks, spaces and other potential sources of fire and explosion including pipeline Note : Are all tanks Inerted? Are any tanks gas free? Have any tanks been purged? Distance from work site to nearest tank which has not been purged.

4.

Precautions being taken to protect the Hot Work location

5.

Method of ensuring continus ventilation of the work location

6.

Precautions being taken to ensure effective fire protection at work site and adjacent spaces

7.

Experience and competence of personnel involved

8.

Equipment to be used

9.

If within port limit, has the port authority been informed

10.

Any additional Information

Information to Master: Please fill the above information and send this to Safety department with copy to the Technical department or area office. The technical department would provide the following advice to the Safety (HSE) Department: 1. Why the hot work must be done now and not some other method of repair? 2. Has the repair spec been checked and master / chief engineer advised? Based on the request from the vessel and the input from the Technical department, the Safety department will issue authorization for the hot work to the vessel. No hot work is to commence outside the designated space until written authorization has been obtained from the Safety department.

(!)



19.3.4


CHECK LIST NO.3.4: HOT WORK PERMIT - Non Bulk Oil Carriers (Reference Chapter 11 ) Permit No. : VESSEL: Date : Description and location of work: Duration of Permit - From: To: Note : Maximum duration of Permit is only 12 hours SAFETY CHECKS 1. Area clear of combustible material YES/NO/ N.A 2. Area and adjacent compartment gas free / Checked with combustible gas

indicator for hydrocarbons and less than 1% LFL YES/NO/ N.A 3. Ventilation adequate YES/NO/ N.A 4. No bunker transfer in progress YES/NO/ N.A 5. No explosives or dangerous cargo in vicinity or being worked YES/NO/ N.A 6. Welding/Gas-cutting equipment in good order YES/NO/ N.A 7. Fire watchmen posted/instructed YES/NO/ N.A 8. Communications established between fire watchmen and bridge YES/NO/ N.A 9. Emergency Procedures discussed YES/NO/ N.A 10. Port Approval obtained (where applicable) YES/NO/ N.A 11. If laden with coal cargo, has office approval been obtained YES/NO/ N.A 12. For hot work in bunker tank or within 500 mm from bunker tank bulkheads,

office approval has been obtained YES/NO/ N.A 13 Isolation Permit completed? (Checklist No. 9) YES/NO/ N.A 14 Office approval obtained for hot work in cargo hold with cargo in the hold YES/NO/ N.A SPECIAL PRECAUTIONS (Note : Copy of Permit to be posted at Site) Person carrying out Hot Work : Person Responsible for Hot Work : OFFICER IN CHARGE OF SAFETY APPROVAL GRANTED NAME: RANK: MASTER: SIGNATURE: DATE: DECLARATION OF CLOSURE OF PERMIT 1. Hot work completed. Insert Date / Time

2. On job completion, has Monitoring been continued for at least thirty minutes after completion of hot work or until the risk of fire no longer exists

YES/NO


YES/NO

4. Copy of Hot work Permit has been removed from site YES/NO

5. Hot work permit closed. Insert Date / Time (If prior to Job completion, give reasons)





19.3.5


CHECK LIST NO.3.5 : HOT WORK PERMIT - For Engine Room (Reference Chapter 11/ ISGOTT Chapter 9.4 & 9.8.13) Permit No. :

VESSEL: Date Note : In Engine room Workshops where there is a designated hot work area with a dedicated fire extinguisher,

sand bin, etc. there is no requirement to complete this Check List. (i) It is a requirement that the Chief Engineer authorizes hot work in workshop's designated area and states

duration of permit for the day on a prominent notice at the work place. (ii) Tankers whilst at loading or discharge terminals are not permitted to do any hot work in the E/R

regardless whether same is in the designated place unless permission form the terminal has been obtained.

(iii) No hot work is allowed on Tankers during tank cleaning, inerting, purging and gas freeing operations. (iv) All vessels require office approval for hot work on Sewage Plant. (Sewage tank or pipeline).

Description and location of work

Duration of Permit - From: To:

Note : Maximum duration of Permit is only 12 hours SAFETY CHECKS AS PER ISGOTT 9.4,9.8.14 & SAFETY MANUAL 1. Risk Assessment has been carried out for the hot work YES/NO 2. Written plan for undertaking the work has been prepared, discussed and agreed

by all who have responsibility in connection with hot work YES/NO

3. Area clear of combustible material YES/NO 4. Area checked with a combustible gas indicator for hydro carbon vapours &

found to be less than 1 % LFL. Insert Date / Time of testing. YES/NO

5. Has the surrounding area been made safe? YES/NO 6. Has the equipment or pipeline blanked? YES/NO 7. Has the equipment pipeline been made gas free? YES/NO 8. Is the equipment or pipeline free of liquid? YES/NO 9. Is the equipment isolated electrically? YES/NO 10. Ventilation adequate YES/NO 11. No bunker transfer in progress YES/NO 12. Welding/Gas-cutting equipment in good order YES/NO 13. Fire watchmen posted/instructed YES/NO 14. Communications established between fire watchmen and bridge YES/NO 15. Emergency Procedures discussed YES/NO 16. Isolation Permit completed (Checklist No. 9) YES/NO SPECIAL PRECAUTIONS

Person carrying out Hot Work: Person Responsible for Hot Work: CHECKED AND AUTHORISED BY CHIEF ENGINEER APPROVED BY MASTER SIGNATURE SIGNATURE

DATE & TIME DATE & TIME Note : Copy of this permit to be posted at Work site DECLARATION OF CLOSURE OF PERMIT 1. Hot work completed. Insert Date / Time 2. On job completion, has Monitoring been continued for at least thirty minutes

after completion of hot work or until the risk of fire no longer exists YES/NO


YES/NO

4. Copy of Hot work Permit has been removed from site YES/NO 5. Hot work permit closed. Insert Date / Time (If prior to Job completion, give

reasons)





19.4.1 1/8


CHECK LIST NO.4.1 : SHIP/SHORE SAFETY CHECK LIST NO. 4 (REF. ISGOTT 26.3.3) Ship’s Name: _____________________________________________________________ Berth: ________________________________ Port: _________________________ Date of Arrival: ________________________ Time of Arrival: _______________________ INSTRUCTIONS FOR COMPLETION: The safety of operations requires that all questions should be answered affirmatively by clearly

ticking (√) the appropriate box. If an affirmative answer is not possible, the reason should be given and agreement reached upon appropriate precautions to be taken between the ship and the terminal. Where any question is considered to be not applicable, then a note to that effect should be inserted in the remarks column.

A box in the columns ‘ship’ and ‘terminal’ indicates that checks should be carried out by the party

concerned. Greyed out boxes are for statements that is not applicable to either the ship or the Terminal.

Part “A” & “B” are for transfer of bulk liquids while Part “C” is for additional procedures for “Bulk liquid chemical” and Part D is for “Bulk Liquified gases” The presence of the letters A, P or R in the column ‘Code’ indicates the following: A – any procedures and agreements should be in writing in the remarks column of this Check List

or other mutually acceptable form. P – in the case of a negative answer, the operation should not be carried out without the permission

of the Port or appropriate Authority. R – indicates items to be re-checked at intervals not exceeding that agreed in the declaration. PART ‘A’ – BULK LIQUID GENERAL - Physical Checks

Bulk Liquid – General Ship Terminal Code Remarks 1. There is safe access between the ship

and shore.

R

2. The ship is securely moored.

R

3. The agreed ship/shore communication system is operative.

A R System: Backup System:

4. Emergency towing-off pennants are correctly rigged and positioned.

R

5. The ship’s fire hoses and fire-fighting equipment are positioned and ready for immediate use.

R

6. The terminal’s fire-fighting equipment is positioned and ready for immediate use.

R



19.4.1 2/8


Bulk Liquid – General Ship Terminal Code Remarks

7. The ship’s cargo and bunker hoses, pipelines and manifolds are in good condition, properly rigged and appropriate for the service intended.

8. The terminal’s cargo and bunker hoses or arms are in good condition, properly rigged and appropriate for the service intended.

9. The cargo transfer system is sufficiently isolated and drained to allow safe removal of blank flanges prior to connection.

10. Scuppers and save-alls on board are effectively plugged and drip trays are in position and empty.

R

11. Temporarily removed scupper plugs will be constantly monitored.

R

12. Shore spill containment and sumps are correctly managed.

R

13. The ship’s unused cargo and bunker connections are properly secured with blank flanges fully bolted.

14. The terminal’s unused cargo and bunker connections are properly secured with blank flanges fully bolted.

15. All cargo, ballast and bunker tank lids are closed.

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

17. All external doors, ports and windows in the accommodation, stores and machinery spaces are closed. Engine room vents may be open.

R

18. The ship’s emergency fire control plans are located externally.

Location:

If the ship is fitted, or is required to be fitted, with an inert gas system (IGS), the following points should be physically checked:

Inert Gas System Ship Terminal Code Remarks 19. Fixed IGS pressure and oxygen content

recorders are working? R

20. All cargo tank pressure at Positive pressure with oxygen content of 8% or less by volume?

P R



19.4.1 3/8


PART ‘B’ - BULK LIQUID GENERAL - Verbal Verification

Bulk Liquid - General Ship Terminal Code Remarks 21. The ship is ready to move under its own

power.

P R

22. There is an effective deck watch in attendance on board and adequate supervision of operations on the ship and in the terminal.

R

23. There are sufficient personnel on board and ashore to deal with an emergency.

R

24. The procedures for cargo, bunker and ballast handling have been agreed.

A R

25. The emergency signal and shutdown procedure to be used by the ship and shore have been explained and understood.

A

26. Material Safety Data Sheets (MSDS) for the cargo transfer have been exchanged where requested.

27. The hazards associated with toxic substances in the cargo being handled have been identified and understood.

H,S, Content :

Benzene Content :

28. An International Shore Fire Connection has been provided.

29. The agreed tank venting system will be used.

A R Method:

30. The requirements for closed operations have been agreed.

R

31. The operation of the P/V system has been verified.

32. Where a vapour return line is connected, operating parameters have been agreed.

A R

33. Independent high level alarms, if fitted, are operational and have been tested.

34. Adequate electrical insulating means are in place in the ship/shore connection.

A R

35. Shore lines are fitted with a non-return valve, or procedures to avoid back filling have been discussed.

P R

36. Smoking rooms have been identified and smoking requirements are being observed.

A R Nominated smoking rooms:

37. Naked light regulations are being observed.

A R



19.4.1 4/8


Bulk Liquid - General Ship Terminal Code Remarks

38. Ship/shore telephones, mobile phones and pager requirements are being observed.

A R

39. Hand torches (flashlights) are of an approved type.

40. Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off.

41. Portable VHF/UHF transceivers are of an approved type.

42. The ship’s main radio transmitter aerials are earthed and radars are switched off.

43. Electric cables to portable electrical equipment within the hazardous area are disconnected from power.

44. Window type air conditioning units are disconnected.

45. Positive pressure is being maintained inside the accommodation, and air conditioning intakes, which may permit the entry of cargo vapours, are closed.

46. Measures have been taken to ensure sufficient mechanical ventilation in the pumproom.

R

47. There is provision for an emergency escape.

48. The maximum wind and swell criteria for operations have been agreed.

A Stop cargo at: Disconnect at: Unberth at:

49. Security protocols have been agreed between the Ship Security Officer and the Port Facility Security Officer, if appropriate.

A

50. Where appropriate, procedures have been agreed for receiving nitrogen supplied from shore, either for inerting or purging ship’s tanks, or for line clearing into the ship.

A P

If the ship is fitted, or is required to be fitted, with an inert gas system (IGS) the following statements should be addressed:

Inert Gas System Ship Terminal Code Remarks 51. The IGS is fully operational and in good

working order.

P

52. Deck seals, or equivalent, are in good working order.

R



19.4.1 5/8


Inert Gas System Ship Terminal Code Remarks

53. Liquid levels in pressure / vacuum breakers are correct. R

54. The fixed and portable oxygen analysers have been calibrated and are working properly.

R

55. All the individual tank IG valves (if fitted) are correctly set and locked.

R

56. All personnel in charge of cargo operations are aware that, in the case of failure of the inert gas plant, discharge operations should cease and terminal be advised.

If the ship is fitted with a Crude Oil Washing (COW) system, and intends to crude oil wash, the following statements should be addressed:

Crude Oil Washing Ship Terminal Code Remarks 57. The Pre-Arrival COW check-list, as

contained in the approved COW manual, has been satisfactorily completed

58. The COW check-lists for use before, during and after COW, as contained in the approved COW manual, are available and being used.

R

If the ship is planning to tank clean alongside, the following statements should be addressed:

Tank Cleaning Ship Terminal Code Remarks 59. Tank cleaning operations are planned

during the ship’s stay alongside the shore installation.

Yes/No*

Yes/No*

60. If ‘yes’, the procedures and approvals for tank cleaning have been agreed.

61. Permission has been granted for gas freeing operations.

Yes/No*

Yes/No*

* Delete Yes or No as appropriate

OIL TANKERS CAN PROCEED TO DECLARATION PAGE (8/8)

CHEMICAL TO ADDITIONALLY FILL PART C ON PAGE 6/8, GAS TANKER TO ADDITIONALLY FILL PART D ON PAGE 6/8 & 7/8

AND THEN PROCEED TO DECLARATION ON PAGE 8/8



19.4.1 6/8


PART ‘C’ - BULK LIQUID CHEMICALS - Verbal Verification

Bulk Liquid Chemicals Ship Terminal Code Remarks 1. Material Safety Data Sheets are available

giving the necessary data for the safe handling of the cargo.

2. A manufacturer’s inhibition certificate, where applicable, has been provided.

P

3. Sufficient protective clothing and equipment (including self-contained breathing apparatus) is ready for immediate use and is suitable for the product being handled.

4. Countermeasures against accidental personal contact with the cargo have been agreed.

5. The cargo handling rate is compatible with the automatic shutdown system, if in use.

A

6. Cargo system gauges and alarms are correctly set and in good order.

7. Portable vapour detection instruments are readily available for the products being handled.

8. Information on fire-fighting media and procedures has been exchanged.

9. Transfer hoses are of suitable material, resistant to the action of the products being handled.

10. Cargo handling is being performed with the permanent installed pipeline system.

P

11. Where appropriate, procedures have been agreed for receiving nitrogen supplied from shore, either for inerting or purging ship’s tanks, or for line clearing into the ship.

A P

PART ‘D’ - BULK LIQUEFIED GASES - Verbal Verification

Bulk Liquefied Gases Ship Terminal Code Remarks 1. Material Safety Data Sheets are available

giving the necessary data for the safe handling of the cargo.

2. A manufacturer’s inhibition certificate, where applicable, has been provided.

P



19.4.1 7/8


General Ship Terminal Code Remarks

3. The water spray system is ready for immediate use.

4. There is sufficient suitable protective equipment (including self-contained breathing apparatus) and protective clothing ready for immediate use.

5. Hold and inter-barrier spaces are properly inerted or filled with dry air, as required.

6. All remote control valves are in working order.

7. The required cargo pumps and compressors are in good order, and the maximum working pressures have been agreed between ship and shore.

A

8. Re-liquefaction or boil-off control equipment is in good order.

9. The gas detection equipment has been properly set for the cargo, is calibrated, has been tested and inspected and is in good order.

10. Cargo system gauges and alarms are correctly set and in good order.

11. Emergency shutdown systems have been tested and are working properly.

12. Ship and shore have informed each other of the closing rate of ESD valves, automatic valves or similar devices.

A Ship :

Shore :

13. Information has been exchanged between ship and shore on the maximum / minimum temperatures / pressures of the cargo to be handled.

A

14. Cargo tanks are protected against inadvertent overfilling at all times while any cargo operations are in progress.

15. The compressor room is properly ventilated, the electrical motor room is properly pressurized and the alarm system is working.

16. Cargo tank relief valves are set correctly and actual relief valve settings are clearly and visibly displayed. (Record settings below)



19.4.1 8/8


The above Check List should be completed and signed jointly by the Master or Chief Officer and the Terminal Representative. For ship to ship transfer operations, the Check List is to be competed and signed by the Master of Chief Officer of each ship. Declaration We the undersigned have checked, where appropriate jointly, the items on this check list and have satisfied ourselves that the entries we have made are correct to the best of our knowledge. We have also made arrangements to carry out repetitive checks as necessary and agreed that those items with the letter “R” in the column “Code” should be re-checked at intervals not exceeding ________ hours.

For Ship For Shore Name: Name:

Rank: Position:

Signature: Signature:

Date: Time:

Duty officer to note the time of checking of “R” items and initial under the date and time in the table below

Record of Repetitive checks (R) :

Date :

Time:

Initial for ship :

Initial for shore/Terminal:



19.4.2 1/4


CHECK LIST NO.4.2 : BUNKERING OPERATIONS

Bunkering Safety Check-List

Port Date

Ship Barge

Master Master

1. Bunkers to be Transferred

Grade Tonnes Volume at Loading Temp

Loading Temperature

Maximum Transfer Rate

Maximum Line Pressure

Fuel Oil

Gas Oil / Diesel

Lub. Oil in Bulk

2. Bunker Tanks to be Loaded

3. Checks by Barge Prior to Berthing

Tank No.

Grade Volume of Tank @___%

Vol. of Oil in Tank before

Loading

Available Volume

Volume to be loaded

Total Volumes

Grade

Bunkering Ship Barge Code Remarks

1. The barge has obtained the necessary permissions to go alongside receiving ship.

2. The fenders have been checked, are in good order and there is no possibility of metal to metal contact.

R

3. Adequate electrical insulating means are in place in the barge-to-ship connection.(34)

4. All bunker hoses are in good condition and are appropriate for the service intended.(7)



19.4.2 2/4


4. Checks Prior to Transfer

Bunkering Ship Barge Code Remarks 5. The barge is securely moored.(2) R

6. There is a safe means of access between the ship and barge.(1)

R

7. Effective communications have been established between Responsible Officers.(3)

A R (VHF/UHF Ch ..........).Primary System:Backup System:Emergency Stop Signal:

8. There is an effective watch on board the barge and on the ship receiving bunkers.(22)

9. Fire hoses and fire-fighting equipment on board the barge and ship are ready for immediate use.(5)

10. All scuppers are effectively plugged. Temporarily removed scupper plugs will be monitored at all times. Drip trays are in position on decks around connections and bunker tank vents. (10) (11)

R

11. Initial line up has been checked and unused bunker connections are blanked and fully bolted.(13)

12. The transfer hose is properly rigged and fully bolted and secured to manifolds on ship and barge.(7)

13. Overboard valves connected to the cargo system, engine room bilges and bunker lines are closed and sealed.(16)

14. All cargo and bunker tank hatch lids are closed.(15)

15. Bunker tank contents will be monitored at regular intervals.

A R at intervals not exceeding…….minutes

16. There is a supply of oil spill clean-up material readily available for immediate use.

17. The main radio transmitter aerials are earthed and radars are switched off. (42)

18. Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off.(40)

19. Smoking rooms have been identified and smoking restrictions are being observed.(36)

A R Nominated Smoking Rooms Ship/Tanker: Barge:

20. Naked light regulations are being observed.(37)

R



19.4.2 3/4


Bunkering Ship Barge Code Remarks 21. All external doors and ports in the

accommodation are closed.(17) R

22. Material Safety Data Sheets (MSDS)for the bunker transfer have been exchanged (26)

R

23. The hazards associated with toxic substances in the bunkers being handled have been identified and understood.(27)

R H2S Content .............. Benzene Content .......



19.4.2 4/4


DECLARATION We have checked, where appropriate jointly, the items of the Check-List in accordance with the instructions and have satisfied ourselves that the entries we have made are correct to the best of our knowledge. We have also made arrangements to carry out repetitive checks as necessary and agreed that those items coded ‘R’ in the Check-List should be re-checked at intervals not exceeding _____ hours. If, to our knowledge, the status of any item changes, we will immediately inform the other party.

For Ship For Barge

Name Name

Rank Rank

Signature Signature

Date Date

Time Time

Record of repetitive checks:

Date:

Time:

Initials for Ship:

Initials for Barge:



19.5 1/4


CHECK LIST NO.5 : Ship/Shore Safety Checklist for Loading or Unloading Dry Bulk Cargo Carriers Date : Port : Loading Unloading Terminal/Quay Available depth of water in berth Minimum air draught* Ship’s name Arrival draught Read Calculated Air draught Calculated departure draught Air draught The Master is responsible at all times for the safe loading and unloading of the ship, details of which should be confirmed to the terminal in the form of a loading or unloading plan. In addition the Master should ensure that the checklist is completed in consultation the terminal before loading or unloading is commenced. The Master and terminal manager, or their representatives, should complete the checklist jointly. Advice on points to be considered is given in the accompanying guidelines. The safety of operations requires that all questions should be answered affirmatively and the boxes ticked. If this is not possible, the reason should be given, and agreement reached upon precautions to be taken between ship and terminal. If a question is considered to be not applicable write ‘N/A’, explaining why if appropriate. SHIP TERMINAL 1 Is the depth of water at the berth, and the air draught, adequate for the cargo operation? *The term air draught should be construed carefully: if the ship is in a river or an estuary, it usually refers to maximum mast height for passing under bridges, while on the berth it usually refers to the height available or required under the loader or unloaders.

SHIP TERMINAL 2 Are mooring arrangements adequate for all local effects of tide, current, weather, traffic and craft alongside? 3 In emergency, is the ship able to leave the berth at any time? 4 Is there safe access between the ship and the wharf? Tended by Ship/ Terminal (cross out the appropriate) 5 Is the agreed ship/terminal communications system operative? Communication method Language Radio channels/phone numbers 6 Are the liaison contact persons during operations positively identified? Ship contact persons Shore contact person(s) Location 7 Are adequate crew on board, and adequate staff in the terminal, for emergency? 8 Have any bunkering operations been advised and agreed? 9 Have any intended repairs to wharf or ship whilst alongside been advised and agreed? 10 Has a procedure for reporting and recording damage from cargo operations been agreed? 11 Has the ship been provided with copies of port and terminal regulations, including safety and pollution requirements and details of emergency services? Ship/Shore Safety Checklist (Continued) SHIP TERMINAL



19.5 2/4


12 Has the shipper provided the Master with the properties of the cargo in accordance with the requirements of Chapter VI of SOLAS? 13 Is the atmosphere safe in holds and enclosed spaces to which access may be required have fumigated cargoes been identified and has the need for monitoring of atmosphere been agreed by ship and terminal? 14 Have the cargo handling capacity and any limits of travel for each loader/ unloader been passed to the ship/ terminal? Loader No. Rate tonnes/hr Loader No. Rate tonnes/hr Loader No. Rate tonnes/hr Loader No. Rate tonnes/hr 15 Has a loading/unloading plan been calculated for all stages of loading/ deballasting or unloading/ballasting? Copy lodged with 16 Have the holds to be worked been clearly identified in the loading or unloading plan, showing the sequence of work, and the grade and tonnage of cargo to be transferred each time the hold is worked?

SHIP TERMINAL 17 Has the need for trimming of cargo in the holds been discussed, and the method and extent been agreed? 18 Do both ship and terminal understand and accept that if the ballast programme becomes out of step with the cargo operation, it will be necessary to suspend cargo operation until the ballast operation has caught up? 19 Have the intended procedures for removing cargo residues lodged in the holds while unloading, been explained to the ship and accepted? 20 Have the procedures to adjust the final trim of the loading ship been decided and agreed? Tonnage held by the terminal conveyor system 21 Has the terminal been advised of the time required for the ship to prepare for sea, on completion of cargo work? THE ABOVE HAS BEEN AGREED: Time Date For Ship For Terminal Rank Position/Title



19.5 3/4


Guidelines for completion of the Ship/Shore Safety Checklist for Loading or Unloading Dry Bulk Cargo Carriers

(Source: International Chamber of Shipping)

The purpose of the Ship/Shore Safety Checklist is to improve working relationships between ship and terminal, and thereby to improve the safety of operations. Misunderstandings occur and mistakes can be made when ships’ officers do not understand the intentions of the terminal personnel, and the same applies when terminal personnel do not understand what the ship can and cannot safely do. Completing the checklist together is intended to help ship and terminal personnel to recognise potential problems, and to be better prepared for them. The numbering of the guidelines below corresponds to the question numbers on the checklist. 1 The depth of water should be determined over the entire area the ship will occupy, and the terminal should be aware of the ship's maximum air draught* and water draught requirements during operations. Where the loaded draught means a small underkeel clearance at departure, the Master should consult and confirm that the proposed departure draught is safe and suitable. The ship should be provided with all available information about density and contaminates of the water at the berth. *The term air draught should be construed carefully: if the ship is in a river or an estuary it usually refers to maximum mast height for passing under bridges, while on the berth it usually refers to the height available or required under the loader or unloader. 2 Due regard should be given to the need for adequate fendering arrangements. Ships should remain well secured in their moorings. Alongside piers or quays, ranging of the ship should be prevented by keeping mooring lines taut; attention should be given to the movement of the ship caused by tides, currents or passing ships and by the operation in progress. Wire ropes and fibre ropes should not be used together in the same direction because of differences in their elastic properties. 3 The ship should normally be able to move under its own power at short notice, unless agreement to immobilise the ship has been reached with the terminal representative, and the port authority where applicable. In an emergency a ship may be prevented from leaving the berth at short notice by a number of factors. These include low tide,

excessive trim or draught, lack of tugs, no navigation possible at night, main engine immobilised, etc. Both the ship and the terminal should be aware if any of these factors apply, so that extra precautions can be taken if need be. The method to be used for any emergency unberthing operation should be agreed taking into account the possible risks involved. If emergency towing-oft wires are required, agreement should be reached on their position and method of securing. 4 The means of access between the ship and the wharf must be safe and legal, and may be provided by either ship or terminal. It should consist of an appropriate gangway or accommodation ladder with a properly fastened safety net underneath it. Access equipment must be tended, since it can be damaged as a result of changing heights and draught; persons responsible for tending it must be agreed between the ship and terminal, and recorded in the checklist. The gangway should be positioned so that it is not underneath the path of cargo being loaded or unloaded. It should be well illuminated during darkness. A lifebuoy with a heaving line should be available on board the ship near the gangway or accommodation ladder. 5 Communication should be maintained in the most efficient way between the responsible officer on duty on the ship and the responsible person ashore. The selected system of communication and the language to be used, together with the necessary telephone numbers and/or radio channels, should be recorded in the checklist.

6 The controlling personnel on ship and terminal must maintain an effective communication with each other and their respective supervisors. Their names, and if appropriate where they can be contacted, should be recorded in the checklist. The aim should be to prevent development of hazardous situations, but if such a situation does arise, good communication and knowing who has proper authority can be instrumental in dealing with it. 7 It is not possible or desirable to specify all conditions, but it is important that a sufficient number of personnel should be on board the ship and in the terminal throughout the ship's stay, to deal with an emergency. The signals to be used in the event of an emergency arising ashore or on board should be clearly understood by all personnel involved in cargo operations. 8 The person on board in charge of bunkering must be identified, together with the time, method of delivery (hose from shore, bunker barge, etc.) and the location of the bunker point on board. Loading of bunkers should be co-ordinated with the cargo operation. The terminal should confirm agreement to the procedure. 9 Hot work, involving welding, burning or use of naked flame, whether on the ship or the wharf may require a hot work permit. Work on deck which could interfere with cargo work will need to be co-ordinated. In the case of an OBO or 0/0 carrier a gas free certificate (including for pipelines and pumps) will be necessary, issued by a shore chemist approved by the terminator port authority.



19.5 4/4


Guidelines for completion (Continued) 10 Operational damage can be expected in a harsh trade. To avoid conflict, a procedure must be agreed, before cargo operations commence, to record such damage. An accumulation of small items of damage to steel work can cause significant loss of strength for the ship, so it is essential that damage is noted, to allow prompt repair. 11 Although much information will normally be provided by a ship's agent, a fact sheet containing this information should be passed to the ship on arrival, and should include any local regulations controlling the discharge of ballast water and hold washings. 12 The shipper should pass to the Master, for example, the grade of cargo, particle size, quantity to be loaded, stowage factor, and cargo moisture content. The IMO BC code gives guidance on this. The ship should be advised of any material which may contaminate or react with the planned cargo, and the ship should ensure that the holds are free of such material. 13 Rusting of steelwork or the characteristics of a cargo may cause a hazardous atmosphere to develop. Consideration should be given to: oxygen depletion in holds; the effect of fumigation either of cargo to be discharged, or of cargo in a silo before loading from where gas can be swept on board along with the cargo with no warning to the ship; and leakage of gases, whether poisonous or explosive, from adjacent holds or other spaces. 14 The number of loaders or unloaders to be used should be agreed, and their capabilities understood by both parties. The agreed maximum transfer rate for each loader/unloader should be recorded in the checklist. Limits of travel of loading or unloading equipment should be indicated. This is essential information when planning cargo operations in berths where a ship must be shifted from one position to another due to loading. Gear should always be checked for faults and that it is clear of contaminates from previous cargoes. The accuracy of weighing devices should be ascertained frequently.

15 Where possible the ship should prepare a loading/unloading plan before arrival. To permit her to do so the terminal should provide whatever information the ship requests for planning purposes. On ships which require longitudinal strength calculations, the plan should take account of any permissible maxima for bending moments and shear forces. The plan should be agreed with the terminal and a copy passed over for use by terminal staff. All watch officers on board and terminal supervisors should have access to a copy. The loading or unloading plan should only be changed when a revised plan has been prepared, accepted and signed by both parties. 16 The necessary information should be set out in a clear, methodical and orderly manner. 17 A well-known method is spout trimming, and this can usually achieve a satisfactory result. Other methods use bulldozers, front-end loaders, deflector blades, trimming machines or even manual trimming. The extent of trimming will depend upon the nature of the cargo, and must be in accordance with the BC Code. 18 All parties will prefer to load or discharge the cargo without stops if possible. However, if the cargo or ballast programmes are out of step a stop to cargo handling must be ordered by the Master and accepted by the terminal to avoid the possibility of inadvertently overstressing the ship's structure. A cargo operations plan will often indicate cargo check points, when conditions will also allow confirmation that the cargo and ballast handling operations are in alignment. If the maximum rate at which the ship can safely accept the cargo is less than the cargo handling capacity of the terminal, it may be necessary to negotiate pauses in the cargo transfer programme or for the terminal to operate equipment at less than the maximum capacity. In areas where extremely cold weather is likely, the potential for frozen ballast or ballast lines should be recognised.

19 The use of bulldozers, front-end loaders or pneumatic/hydraulic hammers to shake material loose, should be undertaken with care as wrong procedures can damage or distort ships' steel work. Prior agreement to the need and method intended, together with adequate supervision of operators, will avoid subsequent claims or weakening of the ship's structure. 20 Any tonnages proposed at the commencement of loading for adjusting the trim of the ship can only be provisional, and too much importance should not be attached to them. The significance lies in ensuring that the requirement is not overlooked or ignored. The actual quantities and positions to be used to achieve final ship's trim will depend upon the draft readings taken immediately beforehand. The ship should be informed of the tonnage on the conveyor system since that quantity may be large and must still be loaded when the order ‘stop loading’ is given. This figure should be recorded in the checklist. 21 The procedure of securing for sea remains as important as it ever was, and should not be skimped. Hatches should be progressively secured on completion so that only one or two remain to be closed after cargowork is finished. Modern deep water terminals for large ships may have very short passages before the open sea is encountered. The time needed to secure, therefore, may vary between day or night, summer or winter, fine weather or foul weather. Early advice must be given to the terminal if any extension of time is necessary.



19.6 1/2


CHECK LIST NO.6: BEFORE DIVER'S UNDERWATER INSPECTION OR/AND WORK SECTION A Vessel : Date & Time : Port : Yes / No

1. Pre-operation meeting with diving chief and Master / Chief Engineer

a) When applicable, Diving Chief to be shown hull plan & copied relevant sections.

b) When working on sea valves / sea chests, it is important that identification of the same is positive. Hammering at position or diver leading up a messenger line from the sea chest are positive means of identification.

c) Overboard discharges stopped as applicable.

d) Notices put up at strategic locations to prohibit blowing down of boilers.

2. Positive closed loop communication established & agreed with divers tender. Ship specific technical terms to be used agreed upon. Action should not be initiated upon use of non-specific technical term

3. Flag `A' displayed.

4. LSA in readiness (lifelines, lifebuoys, resuscitator, etc.)

5. Contingency plan discussed and equipment in readiness.

6. ICCP system (if fitted) switched off.

7. Crew advised that fishing and throwing objects into the water prohibited.

8. If at anchor, adjustment of the chain cable prohibited.

9. Notices put up on the Bridge and in the ECR about the underwater operation.

10. Duty Engineer informed of Diving programme / intentions.

− Main Engine put on turning gear.

− Turning gear motor to be electrically isolated by removing fuses and turning gear fuse to be kept in safe custody of C/E

− Instructions displayed in the Engine Room for diving schedule and that engine not to be turned and pumps not to be started until all clear notice is received.

− Power for steering gear to be switched off and motors electrically isolated by removing fuses.

− Notice put up to prevent inadvertent starting of Steering gear.

11. For vessels fitted with Bow / Stern Thrusters:

− Before starting any operation, has the main power to the system switched off

− Fuses in the main thruster motor circuit removed

− If for any reason, the fuses for the main motor are common to the system and the operation requires a part of the system (such as the hydraulic pump) to be started, the control circuit for the main motor to be electrically isolated to prevent inadvertent starting.

− If the thrusters have to be started for inspection after work has been completed, It is ensured that all divers are physically sighted out of the water before starting.



19.6 2/2


12. Duty Officer instructed and in attendance. (To log times).

13. On completion of diving, flag ‘A’ lowered and Master / Chief Engineer informed.

14 Isolation Permit completed? (Checklist No. 9)

NOTES 1. No underwater work to be undertaken unless authorized by Company. Superintendent will liaise with

vessel’s Class and Diving Company for type of repair. 2. First preference for temporary repair is to arrest crack and use underwater epoxy, i.e. cold repair with

Multi-Metal MM-UW or a similar product. When underwater welding or Cox gun repair is necessary, detailed instructions from the Company is to be requested

3. If bunkers barge or other store boat or any other barge/launch is alongside when diving/underwater inspection is in progress, the Captain of the launch/barge will sign this declaration. The captain of the barge/launch will also liaise directly with the diving supervisor to ensure that all the required precautions are taken on board his vessel so to not create any hazard for the divers. No unauthorized boat or craft to be allowed alongside the vessel when the diving operations are in progress.

Master/Chief Engineer Duty Officer Duty Engineer SECTION B DECLARATION BY BUNKER BARGE / LAUNCH ALONGSIDE VESSEL This is to declare that the status of various machinery (steering, Main Engine, pumps) would be advised to the Diving supervisor prior coming alongside the vessel and approval obtained from the Diving supervisor In addition, the status of the machinery (steering, Main Engine, pumps) will not be changed without the authorization from the diving supervisor and only after informing the vessel.

Launch / Barge 1 Launch / Barge 2 Launch / Barge 3

Launch / Barge 4 Launch / Barge 5 Launch / Barge 6



19.7 1/1


CHECK LIST NO.7 : SAFETY Check List for Painting* in Enclosed Spaces

Vessel : ____________________ Description and location of work :

Duration of Permit (issued daily, date & time) From : To : FOLLOWING CHECKS TO BE DONE AND CONDITIONS MAINTAINED WHEN APPLICATION OF PAINT BY BRUSH OR ROLLER BRUSH IN AN ENCLOSED SPACE IS TO BE UNDERAKEN. ALL CHECKS MUST BE “YES” PRIOR STARTING WORK. 1. Is the relevant Material Safety Data Sheet (MSDS) for the paint & thinner to be

used available and has it been read & understood?

YES / NO

2. Is the relevant product data sheet of the paint & thinner to be used available and has it been read & understood? (see note (ii))

YES / NO

3. Has the Enclosed Space Entry Check List from Company Safety Manual, Check List No.1, been satisfactorily completed?

YES / NO

4. Are sufficient air blower/extractor (type approved for use in a flammable atmosphere) with chutes deployed for ventilating the Enclosed Space? (see note (iii))

YES / NO

5. Are lights inside the Enclosed Space of explosion proof type and in good condition?

YES / NO

6. Has frequency of testing (& recording) the Enclosed Space’s atmosphere for both oxygen and explosive vapours been specified? (see note (iv))

YES / NO

7. Are delegated crew for job been briefed on safety requirements and the use of PPE?

YES / NO

Special Conditions/ Precautions :

e.g. ambient temperature on deck & tank considered (Y/N);

Crew aware of paint pot life (Y/N); is spray nozzle size compatible for solids in paint (Y/N). Notes : (i) Spray Painting in an enclosed space is not permitted. Should Owners’ require spray

application, then on a case by case basis this would be permitted, provided type approved equipment and PPE is available on board. Safety & Insurance Dept permission will be required before starting job.

(ii) Adding Thinner to a paint may change the flash point of the diluted material and increase the explosive mixture in the space.

(iii) Blower should be directed to bottom of enclosed space and an extractor used from opposite end. When spray painting, all available blowers & chutes must be deployed. Please refer to Company Safety Manual Chapter 7 for more detailed advice.

(iv) Atmospheric Testing equipment must be calibrated and records kept as detailed in SBM Part 1.

(v) Chapter 24 Code of Safe Working Practices for Merchant Seamen must be understood by those responsible for the job.

(*) Check list is also applicable for spraying chemical

CHIEF OFFICER (Responsible for above checks) : Sign Date/Time MASTER – APPROVAL GRANTED : Sign Date/Time


CHAPTER NINETEEN ADDENDUM

19.7.1 1/2


ADDENDUM

PRECAUTIONS TO BE TAKEN WHEN PAINTING IN ENCLOSED SPACES HEALTH & SAFETY Introduction Some ballast tank coatings contain volatile flammable organic solvents which can form explosive mixtures with air. Definite safety precautions must be taken whilst applying this type of coating in the confines of a ship's ballast tank. Detailed attention must be given to the following points: • Danger of explosion or fire. • Provision of a suitable breathing environment for workers. • Prevention of skin irritation problems. • Use of paints which have been specially formulated for use in ballast tanks. Danger of Explosion or Fire The key factors in preventing an explosion or fire are: • Adequate ventilation. • Elimination of naked flames, sparks and any ignition sources. Any organic solvent based coating could, merely by the normal process of drying, give off sufficient solvent vapour to produce an explosive mixture in a tank when the vapour concentration reaches or exceeds 1% by volume in air. However, at 1% the solvents in the coatings produce an intolerably unpleasant odour, (often with irritating skin effects) and smarting of the eyes. These symptoms must be taken as a warning sign that better ventilation is needed. 0.1% solvent vapour in air is normally recommended to give a tenfold safety margin and at this concentration, NO EXPLOSION CAN OCCUR and no operator effects should be noticed. Atmospheric sampling equipment to detect the exact concentration of solvents should be used at regular intervals, particularly in "dead spots" where locally high concentrations may occur. Vapour from solvents being heavier than air will settle at the lower section(s) of the tank. Ventilation During the blasting operations ventilation is necessary to allow adequate visibility. Where a single tank is being ventilated, chutes (flexible ventilation trunking) should be used to allow the point of extraction to be reasonably close to the blaster. Whilst painting, it is essential that solvent vapour is removed to ensure that the level in the atmosphere does not rise above that recommended in the section dealing with 'Danger of Explosion or Fire'. This means that the ventilation system should be so arranged using chutes that 'dead spaces' do not exist .The ventilation must be continued during the time that application is proceeding, and also whilst solvent is released from the paint film, ie. whilst drying. The amount of air per minute for ventilating to 1% of the LEL (lower explosive limit) can be regarded as the required air quantity multiplied by rate of application per minute. The required air quantity is the amount of air needed for each litre of paint to ventilate to the required level. RAQ = Required Air Quantity LEL = Lower Explosive Limit The Product Data Sheet & MSDS should be referred for RAQ and LEL values. Ventilation required (m³/minute = RAQ x the application rate (litres/minute)). The application rate is the maximum application rate achieved. This means that normally the full capacity of the airless spray pump(s) would be taken as the value. The geometry and size of tanks makes each one a separate problem, and it is essential that the ventilation arrangement, fan type, etc. be checked as being suitable before painting commences. Wing tanks, double bottoms and double skinned vessels require special attention. Because of their construction, adequate ventilation is difficult and rapid build-up of solvent vapour and explosive concentrations may occur. It is recommended that when crew are involved in such spaces, a careful check is kept that men are not in difficulty. Supervision by a responsible officer to be continuous, officers to be briefed well in the hazards of working in enclosed spaces, planning for continuity of essential services such as air and light is very important. Type Of Blowers: It is essential to understand the type and operating parameters of Blowers employed for forced ventilation. The blowers should be Air or Water driven. The capacity of these blowers are dependent on the supply side pressure of driving medium, ie: Water or Compressed Air. Once it is determined as to the requirements of ventilation capacity by method's explained earlier in this document , the selection of blowers should be evaluated. The capacity of the blower should be taken after allowing for 40% losses due to various parameters , eg. Length of chute(s) , number of bends, consistent availability of compressed air or water at a good desired pressure during operation.



19.7.1 2/2


It is vital that the atmosphere is monitored constantly to ensure that gas levels are below the TLV. Elimination of Ignition Sources Safety is the overriding consideration with this type of tank coating work, and where applicable , the Shipyard Safety Department must be made fully aware of all aspects of the operation. Welding, cutting or grinding in the tank should be forbidden until paint fumes are totally dispersed. This also applies to all areas within a 20 metre radius of tank and chute/trunking outlets. Coamings and hatch openings must be covered so as to efficiently prevent spark entry where welding is being carried out on the superstructure. Lights, including hand torches, must be certified by the manufacturer as flash proof and suitable for use in solvent laden atmospheres. Smoking must be prohibited in or near tanks or extraction systems. No electrical junction boxes should be allowed in tanks. Airless spray equipment must be earthed (because of the danger of static electricity build-up). Mobile telephones and digital cameras must not be used in or near tanks or extraction systems until paint fumes are totally dispersed. Solvent Vapour and Paint Mists - Protection of Painting Personnel No ventilation system can reduce solvent vapour levels to below the Occupational Exposure Limit for solvents whilst tank coating is in operation. Painters must, therefore, wear air fed hoods or pressure fed masks with additional eye protection. (Please note: air fed hoods which provide a curtain of air across the visor are available. These help to prevent settlement of spray mist on the visor). Normal protective clothing must be worn, eg. overalls, gloves, and suitable footwear . Skin Irritation If proper protective clothing has been worn, eg. overalls, gloves, air fed hood, etc. no discomfort should be experienced from skin irritation. Any small areas not protected by clothing, eg. wrists or neck, can be treated with a non-greasy barrier cream. (Petroleum jelly is not recommended as this can assist the transport of solvents into the skin). Any areas of skin accidentally contaminated with paint must be thoroughly washed with soap and water. A skin conditioner that is designed to replace the natural oils in the skin can be used. Hydroblasting Hazards Hydroblasting uses water at pressures between 8,000 and 40,000 psi (564-2820 kg/cm²) and it is consequently very dangerous. Water at these high pressures has sufficient energy to cut through materials such as concrete or wood if the nozzle jet is in close proximity to the surface. There is an obvious hazard here for the operator, so all equipment must have safety features such as a trigger release for cutting off the water supply to protect operators, and operators themselves must be fully trained before using this equipment. ( Please refer to Company Safety Manual Section 15.11) The water energy is dissipated within a short distance from the lance and is no longer dangerous. However, crew working in the vicinity are advised to wear safety spectacles. A face mask is also recommended to prevent inhalation of contaminants borne on the fine spray produced by hydroblasting. Line bursts at these high pressures are dangerous and although hoses are made from very tough material, crew are advised to stay clear. Note 1. The preceding safety information is given for guidance only. 2. It is imperative that, prior to the commencement of any tank coating project, local Regulations regarding Health

and Safety should be followed. ( The above has been prepared by WALLEM with assistance from International Paints ) Please file a copy of the addendum in your Paint manual



19.8 1/2


CHECK LIST NO.8 : SAFETY Check List for Hydroblasting Note : If a vessel is planning to carry out HP hydroblasting operations during a forthcoming voyage, authorisation must be obtained from office prior to commencement of such operations. For operations over a period of days, this checklist is to be filled and complied with for each day of operation.

Vessel : ____________________ Description and location of work :

Duration of Permit (issued daily, date & time) From : To : Operational Check List Has Office approval been obtained for the job YES / NO

Note : Office approval is only required when the job is commenced indicating the number of days over which the job is to be executed. Daily approval is not required once the approval has been obtained for the period over which the job would be completed.

Do team members have proper training for the job and have sufficient practice in handling the equipment on board? YES / NO

Are operators qualified to perform the work (experience, physical condition)? YES / NO

Are operators aware of equipment specific details of hydroblaster – “stand-off distance YES / NO ” from work surface, positioning of middle handle, type of trigger safety lock, etc? Note : Attention must also be paid to length of lance – shorter lances have been found to have excessive recoil, which can be dangerous for the operator & assistant. Please ensure lance is at least 1 metre in length. If equipment is supplied with shorter lance(s), please contact office for further advice, before commencing operation.

Are operators fully aware that lance trigger must be released immediately, YES / NO if they feel control over the lance is being lost?

Do operators have the proper personal protective equipment for the job YES / NO (reinforced boots, safety helmet, Visor or face shield, heavy duty rain coat, protective gloves)

Is the area safe for work including adequate light and ventilation? YES / NO

Are there any hazards to personnel from possible damage to equipment such as electrical equipment or release of gases? YES / NO

Are all fittings and hoses of the correct rating? YES / NO Are all fittings and hoses in good operating condition? YES / NO Are all nozzles free from plugging and in good operating condition? YES / NO Is the filter on the pump suction clean and in good operating condition? YES / NO Is there an adequate and continuous water supply? YES / NO

Has the complete hookup been flushed and air removed from the system before YES / NO installing the nozzle?



19.8 2/2


Has the hookup, including pipes, hoses and connections, been pressure tested with YES / NO water at the maximum operating pressure?

Is the dump system operating properly (will it dump when released)? Alternatively, is there YES / NO a re-circulation valve at pump outlet, which can be used to relieve pressure at lance?

Are all control systems and alarms/cutouts/limit switches tested & operational? YES / NO Have the lance operator & assistant agreed on relative position of each person,

and duration of each run while blasting (recommended max duration for one continuous YES / NO run not to exceed 2 minutes). Have lance operator and assistant agreed to interchange positions (or lance operator YES / NO to be relieved by other trained personnel) after prescribed duration (recommended max duration of work for lance operator not to exceed 20 minutes at a time, with a short break after each period)

CHIEF OFFICER (Responsible for above checks) : Sign Date/Time MASTER – APPROVAL GRANTED : Sign Date/Time



19.9 1/1


CHECK LIST NO. 9: ISOLATION PERMIT ( Lock out – Tag Out OR LOTO ) Please refer to Chapter 17 of the safety manual PERMIT No.:

VESSEL : DATE: Description Of Work: ( Note : If job requires any other permit to be filled, reference to made to the checklist type ( Hot work, Enclosed space, working aloft/overside, pipeline/pressure vessel, underwater inspection ) and the number of that permit. In all other cases, the job is to be described i.e BB. AA. Type of Checklist completed Permit No BB. Duration of Permit (Maximum validity of 12 hours) From : To : Isolation / Lock Out – Tag out details: No. Space / Equipment to be isolated Method of Lock

out Type, Tag Number and location Additional precautions or

other instructions

Please note: The Work Permit is only valid for a maximum of period of 12 hrs from issue, renewable every subsequent 12 hrs As far as practicable, positive locking should accompany the "tagging out" isolation carried out using any or some of the five tags as mentioned in Chapter 17. Tags available on board are : ‘Do not Operate’; ‘Do not use’; Do not switch on under maintenance’; ‘Do not start’; ‘Do not close valve’ and ‘Do not open valve’. Job Site Safety Checklist – To be completed only if this permit is not filled in conjunction with another checklist as mentioned above in description of work No. ITEM Y NA No ITEM Y NA 1 Is the equipment depressurised? 8 Is access to the work site safe? 2 Is the equipment isolated/blanked off? 9 Is proper PPE in use by the team? 3 Is the electrical supply isolated? 10 Is illumination at the site adequate? 4 Has the equipment been cleaned / purged

/ steamed out / ventilated? 11 Are all the tools / equipment to be used, of

an approved type?

5 Is a gas test necessary? 6 Is a mask / respirator required? 7 Is the area around the job site clean?

Lock out and tag outs are in place for the work ___________ _________________________________ ______________________ Date / Time Work Supervisor Head of Department Locks and tags removed and equipment available for normal operations. Note : "The Lock out/Tag out to be removed by the personnel who have put the Lock out/Tag out in place and are involved with the task (As a control measure on the lock out/tag out system). ________________ _________________________________ ______________________ Date / Time Work Supervisor Head of Department Please keep copy with other checklist when used with other checklist or separately when no other checklist used with this checklist


CHAPTER NINETEEN EMERGENCY SQUAD DUTY CARD

GENERAL

Prepared by : Director (SID) Issue date : April 1989 3rd Edition : June 2007 Revised by : Marine Supdt (SID) Date : Jul 2010 Approved by : Managing Director

General ( For all Emergency Squad members) : Preparation for Entry by Fire Fighters

(The below procedure is applicable for Engine Room (E/R) Fire, Cargo spaces Fire, Deck Fire, Galley Fire and Accommodation Fire). The No.1 is the Chief Officer and he is “In-charge” for all Fire emergencies excluding E/R fire. He reports directly to the Master and / or C/E. For E/R and Machinery space fires, the Second Engineer is ‘In-charge’ of the Emergency Squad and will lead the Fire fighting efforts. He reports to the C/E who is overall “In-charge”. All the crew members have numbers within the Emergency Squad (One, two, three etc); it is then easier to allocate emergency duties. Following is the procedure to be followed:

The first Petty Officer to arrive at the EHQ dons the Breathing Apparatus (B.A.).

Head count will be taken by the Chief Officer.

Chief Officer or Second Engineer (for Engine Room fires) will nominate the first batch of two fire fighters.

The Nominated Fire Fighters would be the senior most member of the concerned department.

Note: For Engine Room fires, the Third Engineer or Fourth Engineer along with an Engine crew member Fitter preferably, or Motorman would be the nominated Fire Fighters. For Accommodation and Galley fires, the Second officer and one Deck crew member, Bosun preferably, or AB would be the nominated Fire Fighters. It is not allowed to nominate one crew member from the Deck department and one member from the Engine room to fight the fire. Familiarity with the space is an important consideration in Fire Fighting.

Chief Officer or Second Engineer (for Engine Room fires) will don the B.A. He will enter the space with the Petty Officer who has donned the B.A. Checks on the B.A. sets to be done prior to entering the space. Entry is to make an initial assessment of the Fire by ‘In-Charge’. Attempt to Extinguish with Portable Fire Extinguisher (to bear in mind that he does not have a Fireman’s outfit). Assessment will include extent of Fire and the mode of Fire Fighting including the fire extinguishing medium; at most 5 to 7 minutes.

While the Chief Officer or Second Engineer (for Engine Room fires) along with one Emergency Squad member has entered the space for an assessment of the situation, the Nominated Fire Fighters are to get ready and don the Fireman’s outfit and the B.A. sets.

As soon as the Chief Officer or the Second Engineer (for Engine Room fires) returns, they will brief the Fire Fighters are on the mode of Fire fighting including the Fire Extinguishing medium.

The Fire Fighters would then enter the space. Entry to be done only after checks on the B.A. sets is satisfactory.

The Fire Fighters would carry Walkie Talkie so as to be able to communicate with the ‘In Charge’.

Any Casualty to be evacuated (removed) from the space first by the fire fighters. Note: The nominee’s for the Fire Fighting team to be rotated within the emergency team during drills. Two crew members should not be fixed as members of the Fire Fighting team. However, the Fire Fighters for the Accommodation Fire and Galley Fire should be led by an Officer.



CHIEF OFFICER


NO. 1. OF THE EMERGENCY SQUAD The No.1 will take a head count and then report to the Master. Will be in contact with and reports to the Master by VHF/UHF. TYPE OF EMERGENCY DUTY

1. FIRE IN MACHINERY

SPACES Arranges the supply of additional equipment to E/R and rescue of injured personnel. Forms additional fire fighting party to contain the spread of fire as required. Liaises with C/E & 2/E and keeps Master informed. Verifies battening down of E/R is effected before release of fixed FFA

2. FIRE IN THE ACCOMMODATION STOREROOMS OR GALLEY

In Charge. Nominates Fire Fighters. Wears B.A. set and enters space with another crew member (first petty officer who reached the EHQ and has donned B.A. set). Entry is to make initial assessment (a quick assessment to locate position & source of fire, keeping time in fire area to a minimum) of situation. Attempt to Extinguish with Portable Fire Extinguisher (to bear in mind that he does not have a Fireman’s outfit).On his return & based on his initial assessment, briefs the Fire Fighters (by now in full fireman outfit) on the mode of Fire fighting including extinguishing medium. Organises and controls the fire-fighters. Organises search and rescue of cabins, Directs operations, etc. .

3. FIRE IN THE CARGO SPACES In Charge. Assess situation (using B.A.) and decide on extinguishing method after consulting Master.

4. FIRE OR SPILLAGE INVOLVING DECK CARGO

Direct Emergency Squad to bring large number hoses and jet/spray nozzles or foam into action. Attack from same direction. Consider B.A. and Protective Clothing.

5. RESCUE OF A PERSON FROM AN ENCLOSED SPACE

In Charge. Organises and controls rescue from space.

6. COLLISION & GROUNDING In Charge of Watertight integrity. Direct fire fighting as necessary. Reports to Master.

7. OIL SPILL & POLLUTION Directs operation to contain spill and minimize pollution. (Spill containment procedures are specific to each vessel.)

8. MAN OVERBOARD In general charge on Boat Deck.



SECOND ENGINEER OFFICER


NO. 2. OF THE EMERGENCY SQUAD

SECOND ENGINEER OFFICER. TYPE OF EMERGENCY

DUTY

1. FIRE IN MACHINERY SPACES

Nominates Fire Fighters. Wears B.A. and enters space with another crew member (First petty officer who reached EHQ and has donned B.A. set). Entry is to make initial assessment (a quick assessment to locate position & source of fire, keeping time in fire area to a minimum) of situation. Attempt to Extinguish with Portable Fire Extinguisher (to bear in mind that he does not have a Fireman’s outfit). On his return & based on his initial assessment, briefs the Fire Fighters (by now in full fireman outfit) on the mode of Fire fighting including extinguishing medium. Directs operations in the E.R. C/EO will decide when to operate fixed fire extinguishing system and 2/EO is responsible for evacuation of E/R and verifying all opening to E/R are sealed. Support and equipment will be supplied by Chief Officer.


Assist fire fighting party at the scene of the fire as directed by the Chief Officer,

3. FIRE IN THE CARGO SPACES As directed by the Chief Officer.


As directed by the Chief Officer.


Forms rescue party with Chief Officer. If necessary. Assist with rescue from space.

6. COLLISION AND GROUNDING

Works in conjunction with the Chief Officer.

7. OIL SPILL & POLLUTION

As directed by the Chief Officer.

8 MAN OVERBOARD In E/R Control Room - as directed by C/EO for manoeuvring ships' engines.



Third Engineer


NO. 3. OF THE EMERGENCY SQUAD

(The Third Engineer. He substitutes for No. 2 if 2/EO is a casualty.) TYPE OF EMERGENCY

DUTY

1. FIRE IN MACHINERY SPACES Will lead the Fire Fighting team and enter space with another Engineer Officer or Petty Officer. Will don Fireman’s outfit and B.A. set for entry. Checks on B.A. to be carried out prior entry. Will report to 2/EO by Walkie Talkie on status of Fire Fighting.

2. FIRE IN ACCOMMODATION STOREROOMS OR GALLEY

As directed by Chief Officer. Will lead group assisting the fire party to don the BA set and fireman’s outfit.

3. FIRE IN THE CARGO SPACES

As directed by Chief Officer.




Assists with rescue from outside space. Will lead group assisting the rescue team to don the BA set.

6. COLLISION AND GROUNDING Works in conjunction with the Chief Officer.

7. OIL SPILL & POLLUTION As directed by Chief Officer.

8. MAN OVERBOARD

Lifeboat Engine Driver and Deputy Officer I/C. Lifeboat



An Engineer Officer


NO. 4. OF THE EMERGENCY SQUAD (The fourth Engineer or other Engineer officer) TYPE OF EMERGENCY DUTY

1. FIRE IN MACHINERY SPACES At scene of fire; as directed by 2/EO.

In the absence of the 3/EO, he will be part of the Fire Fighting team. (full fireman outfit)

2-8. For all other Emergency situations, substitutes for No. 3 or any other member of the Emergency party if they are on watch. No. 4. will therefore, understudy number 2 and 3 and substitute for them on occasions. As directed by C/O if vessel on UMS and emergency other than engine room fire or collision or grounding,



Bosun / Fitter / Pumpman


NO. 5 OF THE EMERGENCY SQUAD No. 5 of the Emergency Squad will organise the Crew members of the team to collect and rig the necessary equipment, and as directed by Chief Officer. TYPE OF EMERGENCY 1. FIRE IN MACHINERY SPACES Will don B.A. and accompany 2/E for initial assessment

of fire area. Thereafter as directed by Chief Officer to supply equipment to E/R. Rescue injured personnel, rig hoses around outside of E/R.

2. FIRE IN ACCOMMODATION Will don B.A. and accompany C/O for initial assessment STOREROOMS OR GALLEY of fire area. Collects and rigs fire hoses; supplies

equipment. Thereafter as directed by C/Officer. 3. FIRE IN CARGO SPACES Rig hoses to cool deck as directed by Chief Officer. 4. FIRE OR SPILLAGE Rig hoses as directed by Chief Officer. INVOLVING DECK CARGO 5. RESCUE OF A PERSON FROM Will lead the hoisting party as instructed. AN ENCLOSED SPACE 6. COLLISION AND GROUNDING With Chief Officer or 2nd Engineer Officer as directed. 7. OIL SPILL & POLLUTION As directed by Chief Officer and will mobilise all crew to contain spill on deck. 8. MAN OVERBOARD At Boat Deck, will lower and hoist rescue boat.


CHAPTER NINETEEN SUPPORT SQUAD DUTY CARD

A DECK OFFICER


NO. 1. OF THE SUPPORT SQUAD

(The Second Officer. He substitutes for No. 1 in the Emergency Squad if C/O is a casualty.) The No.1 of the support squad will take a head count and then report to the Master. Will be in contact with and reports to the Master by VHF/UHF. TYPE OF EMERGENCY DUTY


SPACES Assists Chief Officer outside Machinery spaces to rescue injured personnel, supply equipment and prevent spread of fire. Will prepare lifeboats. Attends to any casualty


Will lead the Fire Fighting team and enters space with another Emergency Squad member. Will don Fireman’s outfit and B.A. set for entry. Checks on B.A. to be carried out prior entry. Will report to C/O by Walkie Talkie on status of Fire Fighting.






Assists with rescue from outside space. Checks gas reading of space. Attends to casualty


Assists Chief Officer at point of impact.


8. MAN OVERBOARD In charge Lifeboat underway.


CHAPTER NINETEEN SUPPORT SQUAD DUTY CARD

A DECK CADET / P.O.


NO. 2. OF THE SUPPORT SQUAD

(A Deck Cadet / P.O.. He substitutes for No. 1 in support squad if 2/O is a casualty.) TYPE OF EMERGENCY DUTY


SPACES As directed by Second officer.


Will be ‘In Charge’ of Support squad for Fire in Accommodation and Galley. Arranges Spare B.A. bottles and B.A. sets outside the space for second party. Prepares Lifeboat. Attends to any casualty. Arranges removal of combustible material from decks above and below. Reports to Master by UHF/VHF.






As directed by Second officer




8. MAN OVERBOARD As directed by Chief Officer.

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