MNC Shipboard Manual - Container Vessels PDF

MN 10-004
Version 46 10. Quality Manual

31.05.2019 Shipboard Manual Index - Container Vessels
Objective Identification of all documents contained in the company manual (including code, title, version
number, effective date of the version and sub-manual distribution info)
Scope Company’s Full Management Vessels
References ISM Code, ISPS Code, ISO 9001:2015, ILO MLC 2006, STCW Convention
Distribution original with Quality Manager, one controlled electronic copy on the intranet
Records original and superseded documents with amendment history records with Quality Manager
Changes New 11-014, 32-630F1, 33-290F2
Revised 11-020, 12-101, 15-200, 15-300, 18-330, 18-330F1, 30-200, 30520R2, 31-210F1,
31-505, 31-505F1, 31-505F2, 31-505F3, 31-505F4, 31-790F1, 32-340F1, 32-630,
33-020, 33-020F1, 33-290, 34-210F1, 34-260F1, 35-100, , 35-190F1, 35-190F3,
36-070, 36-310F1, 36-330F13, 36-395, 36-395F1, 50-350F9, 50-350F16, 50-429F1,
51-360F1
Deleted 11-022F3
General Notes:
1. Forms are marked by the extension ‘-F’, guidance records by the extension ‘-R’.
S Code Document Title V Eff. Date
1 MANAGEMENT
10 Company Introduction
● 10-101 Company Scope of Services 3 2017-05-23
● 10-201 Company Processes 4 2007-09-03
● 10-203 Company Address and Contact Information 7 2018-05-30
11 Company Policies
● 11-000 Marlow Navigation Main Policy 6 2018-05-22
● 11-002 Master’s Overriding Authority 1 2005-07-20
● 11-009 Company Language Policy 1 2005-07-20
● 11-013 Company Policies & Objectives – Purchasing Policy 5 2011-12-22
● 11-013 -F1. Supplier Evaluation Report 3 2013-12-06
● 11-013 -F2. Shipboard Supplier Evaluation Report - Vessel 3 2018-04-04
● 11-014 Full Management Vessels - Uniform Policy 1 2018-11-22
● 11-015 Data Protection Policy 1 2018-05-22
● 11-016 Anti-Bribery Policy 1 2018-05-22
● 11-017 Anti-Harassment Policy 1 2018-05-22
● 11-018 Code of Ethics 1 2018-05-22
● 11-019 Marlow Use of Images Policy 1 2018-09-04
● 11-020 Safety Policy 2 2018-12-20
● 11-022 Drug and Alcohol Policy 9 2016-03-10
● 11-022 -F1. Drug and Alcohol Policy Consent 5 2018-09-18
● 11-022 -F3 Alcohol Test Certificate 1 2016-03-10
● 11-050 Environment Protection Policy 3 2011-12-22
● 11-055 Environment Protection Policy on Board 4 2013-01-07
● 11-060 Shipboard Maintenance policy 1 2005-07-20
● 11-070 Onboard Training policy 2 2017-04-11
12 Management Responsibilities
● 12-101 Company Structure and Organization 16 2018-12-20
13 Customer Relations - Crew Management

● 13-501 -F1. On-board Complaints Procedure 5 2016-01-28
15 Safety Management System

● 15-100 Job Description – Designated Person Ashore (D.P.A) 8 2016-03-08
● 15-110 Shipboard Safety Officer 2 2013-01-07
● 15-120 Shipboard Safety & Environmental Protection Committee 3 2011-12-28
● 15-120 - F1. Minutes of Safety & Environmental Protection Committee 7 2016-10-19
Marlow Navigation Issued by: Reviewed by: Released by:
Page 1 of 10
Company Limited QMR QMR JMD
MN 10-004

● 15-200 Risk Management Principles & Procedure 4 2019-03-20
● 15-200 -R1. Risk Management - Definitions 2 2017-10-13
● 15-200 -F1. Risk Assessment Form 5 2017-12-05
● 15-300 Response to Accidents and Hazardous Incidents (Near Misses) 9 2019-05-28
● 15-300 -F1.Initial Accident or Hazardous Incident (Near Miss) Report 4 2018-08-22
16 Environmental Management System

● 16-600 Open Reporting System (ORS) 2 2016-12-16
● 16-600 -F1. Marlow Employee Warning Letter 1 2015-10-20
18 Integrated Management System

18-1 General QMS Information
● 18-100 Group Quality Manager (Quality Management Representative) 9 2017-04-11
● 18-106 Definitions 5 2017-05-19
18-2 Control of Documents and Records

● 18-200 Control of Documents 7 2017-04-12
● 18-210 Quality Management System - Control of External Reference Documents 4 2011-12-28
● 18-220 Control of Records 2 2016-06-15
18-3 Control and Improvement of the System

● 18-330 Nonconformities and Corrective Action 4 2019-05-07
● 18-330 -F1. Nonconformity/Deviation Note 3 2019-05-07
● 18-340 Preventive Action and Recommendations 5 2017-04-12
18-4 Audit Procedures

● 18-400 Internal Auditing 6 2017-05-23
● 18-400 -F1. Quality Management System - Internal Audit Report 4 2012-06-19
● 18-451 Quality Management System - External Audits 2 2005-07-20
18-5 Management Review

● 18-510 Shipboard Management Review 4 2016-06-16
● 18-510 -F1. Shipboard Management Review 2 2013-12-09
● 18-510 -F2. Monthly Monitoring of Company’s SMS 2 2013-12-09
19 Data protection
● 19-100 Job Description - Data Protection Officer 1 2018-05-22
● 19-101 Data Breach Procedure 1 2018-06-11
● 19-102 -F1 Data Subject Access Form 1 2018-06-11
● 19-102 -F2 Data Subject Request - Rectification & Erasure Form 1 2018-06-11
3 SHIP MANAGEMENT
30 Ship Management – Responsibilities and Organisation
30-1 Technical Department policy and Objectives
● 30-100 Technical Department – Operating Policy 2 2011-12-28
30-2 Technical Department - Administration

● 30-200 Technical Department & Full Management Vessels Forms Register 34 2019-02-01
● 30-220 Technical Department – Records 1 2005-07-20
30-3 Technical Department – Functions and Structure

● 30-300 Technical Department – Functions and Structure Diagram 10 2017-02-14
● 30-330 Job Description - HSE Manager 4 2017-05-23

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30-5 Shipboard Crew – Functions & Structure

● 30-500 Shipboard Crew Operating Policy and Structure 3 2016-10-19
● 30-500 -F1. Shipboard ISM Audit Check List 5 2016-11-21
● 30-500 -F2. Evaluation of Crew Performance 3 2014-11-11
● 30-500 -F3. Evaluation of Masters & Chief Engineers 2 2012-01-16
● 30-500 -F4. Safety Awareness Questionnaire 2 2012-01-16
● 30-500 -F5. Shipboard MLC Inspection Checklist 1 2013-02-05
● 30-500 -F6. Navigational Audit Check List 1 2017-02-06
● 30-511 Job Description – Master 3 2015-10-20
● 30-520 -R2. Deck Department - Records 23 2019-02-01
● 30-521 Job Description – Chief Mate 1 2005-07-20
● 30-523 Job Description – Navigational Watch Officer 1 2005-07-20
● 30-524 Job Description - On Board Training Officer 1 2017-05-04
● 30-526 Job Description – Boatswain (Bosun) 1 2005-07-20
● 30-527 Job Description – Able Seaman (A/B) 1 2005-07-20
● 30-528 Job Description –Ordinary Seaman (O/S) 1 2005-07-20
● 30-530 -R2. Engine Department - Records 11 2017-12-14
● 30-531 Job Description – Chief Engineer 2 2015-10-20
● 30-532 Job Description – Second Engineer 1 2005-07-20
● 30-533 Job Description – Engineer Watch Officer 1 2005-07-20
● 30-534 Job Description – Electrician Engineer 1 2005-07-20
● 30-536 Job Description – Fitter 1 2005-07-20
● 30-537 Job Description – Oiler 1 2005-07-20
● 30-538 Job Description – Wiper 1 2005-07-20
● 30-546 Job Description – Cook 2 2013-08-30
● 30-548 Job Description – Steward/ Messman 1 2005-07-20
31 Ship Management – General Administration

31-0 Vessel Documentation
● 31-050 Vessel Documentation General 3 2016-06-15
31-1 Takeover of Vessels

● 31-100 Ship Takeover 1 2005-07-20
31-2 Flag Administration

● 31-210 Flag Administration – Monitoring of Certification Validity 2 2014-10-27
● 31-210 -F1. Certificate and Survey Status Report 19 2019-05-20
31-3 Classification
● 31-310 Classification – Monitoring of Survey and Certification Requirements 1 2005-07-20
31-4 Insurance (for the vessels all chapters except 445 for information only)
● 31-400 Insurance –Arrangement and Maintenance of Cover 1 2005-07-20
● 31-420 Insurance –Claims Handling 2 2018-02-14
● 31-430 Insurance –General Average 1 2005-07-20
● 31-440 Insurance –Hull & Machinery – Particular Average 1 2005-07-20
● 31-445 Insurance –Crew Insurance Cover 3 2018-02-21
● 31-450 Insurance –Loss of Hire 1 2005-07-20
● 31-460 Insurance –Cargo Claims 1 2005-07-20
● 31-470 Insurance –Claim Documentation 1 2005-07-20
31-5 Commercial Administration and Communication

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● 31-500 Communication and reporting 2 2014-08-18
● 31-505 Communication Ship to Shore 9 2019-05-20
● 31-505 -F1. Noon Sea Report 10 2019-05-20
● 31-505 -F2 Noon Port Report 3 2019-05-20
● 31-505 -F3 Arrival Report 3 2019-05-20
● 31-505 -F4 Departure Report 3 2019-05-20
● 31-510 Communication and Correspondence 1 2005-07-20
31-6 Seafarers Wages Accounts
● 31-610 Wages Accounts – Seafarers Wages Accounts Procedures 1 2011-12-28
● 31-620 Wages Accounts – Seafarers Allotments 1 2011-12-28
● 31-630 Wages Accounts – Entitlement to leave 1 2011-12-28
31-7 Ship Management and Performance Reporting

● 31-790 -F1. Monthly Ship’s Mail – List of Enclosures 26 2019-02-01
32 Ship Management – Crew Administration

32-0 Cooperation with Crew Managers
● 32-010 Identification of Manning Requirements 2 2011-12-28
● 32-060 Crew Certification Control 3 2016-04-12
32-3 On-Signer Familiarisation and Handover Procedures

● 32-310 Crew Administration – Handover Procedures for Masters 2 2011-12-29
● 32-310 -F1. Master’s Handover Report 12 2016-08-30
● 32-310 -F2. Chief Officer’s Handover Report 2 2016-08-30
● 32-320 Crew Administration – Handover Procedures for Chief Engineers 3 2016-10-19
● 32-320 -F1. Chief Engineer’s Handover Report 7 2015-10-20
● 32-320 -F2. Second Engineer’s Handover Report 2 2017-03-06
● 32-340 Crew Administration – On-Signer Familiarisation 1 2005-07-20
● 32-340 -F1.On-Signer Familiarisation Checklist 13 2019-03-20
● 32-340 -F2 - Shipboard Position Declaration Form 4 2018-09-18
● 32-340 -F3 Familiarization Check List - Bridge Equipment 2 2018-10-04
● 32-340 -F4 Familiarization Check List - Engine Room Equipment 2 2018-10-04
● 32-360 -F1. Chief Officer Development - Suitability Checklist 2 2015-04-08
● 32-360 -R1. Chief Officer Development Program Cover Letter 1 2015-04-08
32-4 Working Hours, Salaries and Deductions

● 32-400 Monitoring of Work & rest Hours 6 2018-09-19
● 32-400 -F1.Record of Working Hours of Seafarers 4 2014-09-03
● 32-430 Crew Administration – Bonded Stores 2 2015-01-23
32-5 Shore Leave, Passengers and Private Visitors

● 32-510 Crew Administration – Non-Fare-Paying Passengers 1 2005-07-20
32-6 Conflict Handling Procedures

● 32-600 Crew Administration – Grievance Procedure 3 2013-03-06
● 32-620 Crew Administration – Disciplinary Measures 1 2005-07-20
● 32-630 Response to Drug and Alcohol abuse 3 2019-05-28
● 32-630 -F1 Alcohol Tests Certificate 1 2019-05-28
32-7 Catering and Crew Welfare

● 32-710 Inspection of Living Environment 4 2018-09-19
● 32-720 Crew Administration – Safeguarding Property Left Onboard 1 2011-12-28

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32-8 Shipboard Crew Training
● 32-800 Shipboard Crew Training – Shipboard Training 5 2015-11-11
33 Ship Management – Principles of Safe Navigation

33-0 Safety of Navigation
● 33-000 PSN - General Guidelines 1 2005-07-20
● 33-010 PSN - Master’s Standing Orders and Night Orders 1 2005-07-20
● 33-010 -F1.Master’s Standing Orders 3 2015-09-09
● 33-020 PSN – Voyage Planning 2 2019-05-29
● 33-020 -F1. Passage Planning Form 8 2019-05-29
● 33-025 PSN – Lookout 1 2005-07-20
● 33-030 PSN- Bridge Manning and Allocation of Watches 3 2010-04-26
● 33-035 PSN- Dead Man Alarm System 1 2010-04-26
● 33-040 PSN- Duties of the Navigational Officer of the Watch 1 2005-07-20
● 33-040 -F1. Changing Over The Watch (Bridge) 1 2014-02-26
● 33-050 PSN – Familiarisation with Manoeuvring Characteristics 1 2005-07-20
● 33-060 PSN- Collision Avoidance 1 2005-07-20
● 33-090 PSN- Navigational Records 1 2005-07-20
● 33-095 PSN – Reporting 1 2005-07-20
33-1 Use and Maintenance of safe Navigation

● 33-100 Navigational Equipment - Operation and Maintenance 1 2005-07-20
● 33-110 Navigational Equipment – Charts and Publications 4 2016-06-15
● 33-110 -F1-ECDIS On Board Training Records 3 2014-01-28
● 33-110 R1.Publications on board – Company Minimum Requirements 7 2016-09-26
● 33-111 Charts and Publications – Update Services 3 2016-06-22
● 33-120 Navigational Equipment – Steering Gear 1 2005-07-20
● 33-130 Navigational Equipment – Compasses 1 2005-07-20
● 33-140 Navigational Equipment – Radars and ARPA 1 2005-07-20
● 33-150 Navigational Equipment – VDR Operational Instructions 1 2007-01-08
● 33-180 Navigational Equipment – Navigation Lights and Signals 1 2005-07-20
● 33-195 Navigational Equipment – Daylight Signalling Lamp 2 2016-06-15
33-2 Navigation in Adverse Weather

● 33-210 NAW- Restricted Visibility 2 2010-04-26
● 33-270 NAW- Heavy Weather or Seas 1 2005-07-20
● 33-270 -F1. Heavy Weather Checklist 1 2014-06-17
● 33-280 NAW- Tropical Storms 1 2005-07-20
● 33-290 Ice Navigation 3 2019-01-17
● 33-290 -F1. Navigation in Ice Check list 2 2014-01-28
● 33-290 -F2 Checklist for Operation in Ice Covered Waters 1 2019-01-17
33-5 Navigation in Coastal Waters

● 33-530 NCW - Pilotage 2 2009-04-08
● 33-530 -F1. Pilot Information Card 3 2014-01-28
● 33-530 -F2. Pilotage Checklist 1 2014-06-19
● 33-535 NCW – Pilot Boarding/ Disembarking by Boat 1 2005-07-20
● 33-570 NCW – Anchoring 1 2005-07-20
● 33-575 NCW – Anchor watch 1 2005-07-20
33-6 Navigation in Dangerous Waters

● 33-600 NDW - Navigation in Dangerous Waters 2 2010-04-26
● 33-610 Squat and Under Keel Clearance Policy 5 2017-02-13

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34 Ship Management – Engine Operations

34-0 General Engine Operational Procedures
● 34-040 GEOP – Duties of the Engineer Officer of the Watch 2 2015-09-09
● 34-040 -F1. Unmanned Machinery Space Check List 1 2015-09-10
● 34-055 GEOP – Operations in Heavy Seas 1 2005-07-20
● 34-066 GEOP – Minimum Safe Speed 1 2005-07-20
● 34-067 GEOP – Store Rooms 1 2005-07-20
● 34-068 GEOP – Fire in the Engine Room 1 2005-07-20
● 34-070 GEOP – Crankcase Explosions 1 2005-07-20
● 34-074 GEOP – Safety Regulations in USA regarding Machinery Plant 1 2005-07-20
● 34-075 GEOP – Boiler water cooling water system 1 2005-07-20
● 34-090 Engine Operational Records 2 2016-12-02
● 34-080 Catalytic fines in Marine Fuels - Onboard Treatment 1 2018-09-19
● 34-100 GEOP – Shipboard Incineration 1 2007-01-08
34-2 Bunkering Procedures

● 34-210 Oil Transfer Procedures 7 2017-08-08
● 34-210 -F1. Bunkering Check List 6 2019-01-17
● 34-210 -F2. Charterers Services Notification Letter 2 2014-01-28
● 34-210 -F3. Bunker Transfer Safety Checklist 1 2015-09-10
● 34-220 Commercial Bunker Sampling 1 2005-07-20
● 34-230 MARPOL Annex VI Bunkering Procedures 2 2009-11-18
● 34-250 Bunker Claims Handling 1 2005-07-20
● 34-260 Sealing of Bilge and Sludge Systems 4 2015-10-20
● 34-260 -F1. Engine Room Flange and Valve Seal Register 5 2019-05-07
● 34-270 Securing of Portable Pumps 1 2015-10-20
● 34-280 OWS Sample/Flush Line 1 2015-10-20
● 34-290 Leakage Monitoring 1 2015-10-20
34-6 Lub Oil and Fresh Water

● 34-610 LFW – Lub Oils 1 2005-07-20
● 34-610 -F1. Dispatch of Oil Samples – 3 Months 4 2014-01-29
● 34-610 -F2. Dispatch of Oil Samples – 6 Months 6 2014-01-29
● 34-620 LFW – Fresh Water 1 2005-07-20
35 Ship Management – Port and Cargo Operations

35-0 Port Arrival
● 35-000 -F1.Pre-Arrival Check List - Deck 10 2017-12-06
● 35-000 -F2.Pre-Arrival Check List - Engine 5 2015-06-30
● 35-010 PA - Port Safety and Security 1 2005-07-20
● 35-020 PA - Pre-Arrival Notifications & Notice of Readiness 1 2005-07-20
● 35-040 PA - Port Clearance 1 2005-07-20
● 35-050 PA - Port State Control (PSC) & Flag Inspections 5 2015-01-16
● 35-050 -F1. List of Most Common PSC & Flag Inspection Deficiencies 4 2014-09-18
● 35-060 PA - Port Agents 1 2005-07-20
● 35-070 PA -Protective / Husbandry Agents 1 2005-07-20
35-1 General Port Operations

● 35-100 Port Operations General 2 2019-05-28
● 35-110 GPO - Lighting 1 2005-07-20
● 35-120 GPO – Safe Manning 1 2005-07-20
● 35-130 Safe Mooring 5 2018-04-17

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MN 10-004

● 35-140 GPO – Statement of Facts 1 2005-07-20
● 35-150 GPO – Bunkers-Repairs-Stores-Crew Matters 1 2005-07-20
● 35-160 -F1. Diving Operations Checklist 1 2014-05-28
● 35-170 Lifting Appliances 1
● 35-190 GPO – Stevedore Damages 1 2005-07-20
● 35-190 -F1. Stevedore Damage Report 4 2019-01-17
● 35-190 -F2. Voyage Damage Report 2 2014-01-29
● 35-190 -F3. Stevedores Damage Repair Report 5 2019-01-17
● 35-195 GPO – Immobilisation of the Main Engine 1 2005-07-20
35-2 Cargo Operations

● 35-200 CO – Cargo Operations General 2 2013-01-07
● 35-205 Crane Operations 2 2018-09-04
● 35-210 CO – Clean Holds 1 2005-07-20
● 35-220 CO – Cargo Plan Stability 1 2005-07-20
● 35-225 CO – Container Vessels – Dangerous Cargo Management 1 2005-08-31
● 35-230 CO – Deck Cargo 1 2005-07-20
● 35-240 CO – Cargo Stowage 1 2005-07-20
● 35-245 Carriage of Refrigerated Cargo 1 2016-11-14
● 35-245 -F1 Monitoring Report on Refrigerated Cargo 1 2016-11-14
● 35-250 CO – Cargo Securing 1 2005-07-20
● 35-260 CO – Lashing Equipment 1 2005-07-20
● 35-270 CO – Cargo Gear/ Lifting Gear 1 2005-07-20
● 35-280 CO – Mates Receipt 1 2005-07-20
● 35-290 CO – Bill of Lading 1 2005-07-20
● 35-295 CO – Delivery of Cargo 1 2005-07-20
● 35-296 CO – Chartering 2 2013-08-30
35-9 Port Departure

● 35-900 -F1.Pre-Departure Check List – Deck 7 2017-12-06
● 35-900 -F2. Pre-Departure Check List - Engine 3 2014-01-29
36 Ship Management – Supply and Maintenance

36-0 Purchasing Procedures and Budget Control
● 36-023 Shipboard Stock Control - Inventories 2 2014-06-05
● 36-030 Purchasing Procedure – Requisitions from the Vessels (Vessels with AMOS) 2 2014-06-05
● 36-031 Purchasing Procedure – Requisitions from the Vessels (Vessels without 2 2007-09-03
AMOS)
● 36-037 Purchasing Procedure – Quotation Requests and Orders (all vessels) 2 2014-06-05
● 36-040 Purchasing Procedure – Cooperation with Forwarders 1 2005-07-20
● 36-043 Purchasing Procedure – Cooperation with Port Agents 1 2005-07-20
● 36-045 Purchasing Procedure – Order Status, Follow-up and Delivery Control 2 2014-06-05
● 36-050 Purchasing Procedure – Invoice Control and Payment 2 2009-02-01
● 36-060 Purchasing Procedure – Bunker Supplies 2 2011-12-29
● 36-065 Purchasing Procedure – Luboil Supplies 2 2011-12-29
● 36-070 Victualling & Water Supply 4 2019-05-29
36-3 Planned Maintenance

● 36-300 Maintenance Plan development 5 2017-12-06
● 36-310 Identification of Critical equipment 9 2017-11-23
● 36-310 -F1 Critical Equipment Functional Test 3 2019-05-07
● 36-330 Planned Maintenance – Propulsion Plant 1 2005-07-20
● 36-330 -F1. Main Engine Performance – Indicator Diagrams 5 2015-02-24

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● 36-330 -F3. Monthly Statement of Used Parts for Main Engine 2 2014-01-30
● 36-330 -F4. Monthly Statement of Used Parts for Auxiliary Engine 2 2014-01-30
● 36-330 -F5. Engineering Report 5 2014-06-05
● 36-330 -F6. Running Hours 2 2014-01-30
● 36-330 -F7. Crankshaft Deflections (6 Cylinders) 2 2014-01-30
● 36-330 -F11 Crankshaft Deflections - 4 Cylinder Engines 1 2014-06-18
● 36-330 -F12 Crankshaft Deflections - 5 Cylinder Engines 1 2014-06-18
● 36-330 -F13 Running Hours - Non AMOS Ships 4 2018-11-09
● 36-330 -F14 Engine Department Work Done Report - Non AMOS ships 1 2015-10-29
● 36-330 -F15 Deck Department Work Done Report - Non AMOS ships 2 2015-10-30
● 36-340 Planned Maintenance – Auxiliary Systems 1 2005-07-20
● 36-340 -F1. List of Mooring Ropes and Wires 4 2014-01-30
● 36-350 Loose Gear Appliances (Non-Cargo Handling) 1 2017-03-01
● 36-350 -F1 Regular Inspection and Maintenance of Loose Gear 1 2017-03-01
● 36-370 Planned Maintenance – Hull and Decks 2 2007-01-08
● 36-375 Planned Maintenance – Inspection of Hull and Spaces 1 2005-07-20
● 36-380 Accommodation 3 2018-09-19
● 36-385 Planned Maintenance – Cleanliness of Engine Room Spaces 1 2005-07-20
● 36-390 Planned Maintenance – Review of Ship’s Reports 1 2005-07-20
● 36-395 Deficiencies & Defects 7 2019-05-28
● 36-395 -F1. Defect Note 4 2019-01-31
36-5 Repairs and Dockings

● 36-510 Repairs – Immediate Response and Follow-Up 1 2005-07-20
● 36-520 Repairs – Stevedore Damages 1 2005-07-20
● 36-530 Repairs – Service on Board 1 2005-07-20
● 36-540 Repairs – Landing Parts Ashore 1 2005-07-20
● 36-540 -F1. Equipment Landing Report (Vessels without AMOS) 3 2014-01-31
36-6 Ship Inspections

● 36-600 Ship Inspections 3 2015-05-11
● 36-600 -F1. Ship’s Inspection Report 7 2017-03-16
37 Ship Management – IT and Communications

37-2 Ship Radio Stations
● 37-200 Ship Radio Stations – Operational Procedures/ Radio Officer 1 2005-07-20
● 37-210 Ship Radio Stations – Records and Accounting Procedures 2 2007-01-08
● 37-210 -F1. Monthly Communication Form 6 2017-08-03
39 Calibration
39-0 Calibration of Instruments
39-000 Calibration of Instruments 1 2017-08-09
39-000 -F1 Instrument Measuring and Test Equipment 1 2017-08-09
39-000 -F2 Instrument Calibration Record 1 2017-08-09
39-000 -F3 Equipment & Instruments Calibration Status Report 1 2017-08-09
4 CREW MANAGEMENT
41-0 Seafarer Travel Documents
● 41-001 Summary of Key Requirements 12 2017-12-21
● 41-011 Seafarer Travel Documents - Passports 2 2004-05-01

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● 41-013 Seafarer Travel Documents - Seaman's Books and ILO ID Cards 1 2003-03-01
● 41-020 -F1. T&C/CBA Declaration Form 5 2016-07-28
● 41-030 -F1 GDPR Notice related to employment 3 2018-08-20
41-1 International Medical Requirements

● 41-111 International Medical Requirements - Pre-Employment Medical 2 2011-12-28
Examinations
● 41-121 International Medical Requirements - Vaccinations and Prophylaxis 2 2011-12-28
45-5 Monitoring Crew Performance

● 45-541 Minimum Rank Experience and Promotion 9 2013-06-05
45-7 Crew Changes

● 45-722 Repatriation 1 2011-12-28
45-8 Crew Welfare

● 45-821 Crew Welfare - Crew Mail 1 2003-03-01
● 45-823 Crew Welfare - News Service 2 2008-02-08
5 HEALTH, ENVIRONMENT, SAFETY & SECURITY

50 Emergency Response Procedures
● 50-100 Emergency Response Planning Principles 1 2005-07-20
50-2 Emergency Response organisation

● 50-210 Shipboard Management Team – Emergency Response Tasks 1 2005-07-20
● 50-220 Office Response Team – Tasks and Composition 3 2016-03-18
● 50-230 Contact Information for External Emergency Response Parties 2 2014-09-18
● 50-240 Initial Office Response Team (ORT) Procedures 2 2017-04-25
● 50-240 -F1. Initial Emergency Report 3 2014-01-31
● 50-240 -F2. Ship’s Particulars 4 2014-10-15
● 50-240 -F3. Damage, Stress & Stability Information 3 2014-01-31
● 50-245 Initial Shipboard Management Team Response Procedures 2 2017-11-22
● 50-250 Communication with Public 2 2017-07-04
● 50-250 -F1. Press Release 2 2012-01-16
50-3 Emergency Preparedness

● 50-310 Company and Vessel information in Public Databases 1 2005-07-20
● 50-320 Participation in the AMVER System 1 2005-07-20
● 50-330 Maintenance of Shipboard Emergency Response Equipment 1 2005-07-20
● 50-340 Emergency Response Information Libraries 1 2005-07-20
● 50-350 Emergency Response Drills and Exercises 4 2017-09-21
● 50-350 -F1. Annual Drill Plan 13 2017-03-27
● 50-350 -F2. Emergency Response Drill Report 3 2014-01-07
● 50-350 -F3. Emergency Response Drill Report – Fire & Explosion 2 2014-01-09
● 50-350 -F4. Emergency Response Drill Report – Collision 2 2014-01-09
● 50-350 -F5. Emergency Response Drill Report – Grounding/ Standing/ Flooding 2 2014-01-10
● 50-350 -F6. Emergency Response Drill Report – Heavy Weather Damage 2 2014-01-10
● 50-350 -F7. Emergency Response Drill Report – Hull Failure 2 2014-01-10
● 50-350 -F8. Emergency Response Drill Report – Shifting Jettison of Cargo 3 2014-12-23
● 50-350 -F9. Emergency Response Drill Report – Abandon Ship 4 2018-12-19
● 50-350 -F10. Emergency Response Drill Report – Cargo Spill or Contamination 2 2014-01-14
● 50-350 -F11. Drill Report - Man Overboard & Recovery of Persons from the water 3 2014-12-23
(Launching & Manoeuvring Rescue boat in water)

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● 50-350 -F12. Emergency Response Drill Report – Serious Injury 2 2014-01-14
● 50-350 -F13. Emergency Response Drill Report – Machinery Spaces Casualty 2 2014-01-14
● 50-350 -F14. Emergency Response Drill Report – Helicopter Operations 2 2014-01-15
● 50-350 -F15. Emergency Response Drill Report – Search & Rescue 2 2014-01-15
● 50-350 -F16. Drill Report - Entry into Confined Spaces & Rescue Drill 4 2019-05-07
● 50-350 -F17. Emergency Response Drill Report – Oil Spill 2 2014-01-15
● 50-350 -F18. Emergency Response Drill Report – Terrorism/ Sabotage/ Piracy 2 2014-01-15
● 50-350 -F19. Emergency Response Drill Report – Steering Gear Failure 2 2014-01-15
● 50-350 -F20. Emergency Response Drill Report – Main Engine Failure 2 2014-01-15
● 50-350 -F21. Emergency Response Drill Report – total Electrical Power Failure 2 2014-01-15
50-4 Standard Emergency Response Scenarios
● 50-410 -F1. Fire or Explosion – Shipboard Response 3 2014-01-16
● 50-420 -F1. Collision – Shipboard Response 3 2014-01-16
● 50-421 -F1. Grounding/ Standing/ Flooding – Shipboard Response 3 2014-01-20
● 50-422 -F1. Heavy Weather Damage – Shipboard Response 3 2014-01-20
● 50-423 -F1. Hull Failure – Shipboard Response 3 2014-01-20
● 50-424 -F1. Shifting/Jettison of Cargo - Shipboard Response 4 2014-12-22
● 50-429 -F1. Abandon Ship – Shipboard Response 4 2018-11-22
● 50-431 -F1. Cargo Spill or Contamination – Shipboard Response 3 2014-01-20
● 50-450 -F1. Man Overboard & Recovery of Persons from the water (Launching & 5 2018-02-05
Manoeuvring Rescue boat in water)
● 50-451 -F1. Serious Injury – Shipboard Response 3 2014-01-21
● 50-452 -F1. Machinery spaces Casualty – Shipboard Response 3 2014-01-21
● 50-453 -F1. Helicopter Operations – Shipboard Response 4 2014-01-21
● 50-470 -F1. Search and Rescue – Shipboard Response 4 2014-01-21
● 50-471 -F1. Entry into Confined Spaces & Rescue - Shipboard Response 5 2016-11-22
● 50-472 -F1. Oil Spill – Shipboard Response 4 2014-04-02
● 50-473 -F1. Terrorism/ Sabotage/ Piracy – Shipboard Response 3 2014-01-21
● 50-480 -F1. Steering Gear Failure – Shipboard Response 3 2014-01-22
● 50-481 -F1. Main Engine Failure – Shipboard Response 3 2014-01-22
● 50-482 -F1. Total Electrical Power Failure – Shipboard Response 3 2014-01-22
51 Shipboard Working Safety

● 51-010 SWS - Guidelines and training Program 2 2011-12-28
● 51-020 Personal Protection 2 2018-09-19
● 51-300 Permit to Work System 1 2014-05-28
● 51-360 Entering into Enclosed Spaces 3 2018-09-19
● 51-360 -F1. Enclosed Spaces Entry Permit 9 2019-02-07
● 51-360 -F2. Working Aloft or Outboard Permit 6 2018-09-19
● 51-410 SWS - Maintenance of Machinery 1 2005-07-20
● 51-440 SWS – Hot Work Procedures 2 2007-09-03
● 51-440 -F1.Hot Work Permit 6 2018-09-19
● 51-450 Working on Electrical Circuits 1 2014-05-28
● 51-450 -F1. Working on Electrical Circuits Permit 3 2018-09-19
● 51-460 Cold Work (Power Tools) 1 2014-05-28
● 51-460 -F1. Cold Work (Power Tools) Permit 3 2018-09-19
52 Health, Protection & Medical Care

● 52-010 Medical Care Onboard 2 2016-11-18
● 52-020 HP&MC – Medical Chest 1 2011-12-28
● 52-030 HP&MC – Personal Health & Hygiene 1 2011-12-28

Page 10 of 10
Version 3 MNC-10-101
23/05/2017 Company Scope of Services
Approved by: Agreed by: Issued by:
Page 1 of 2 J. Managing Director QMR J. Managing Director
1. Introduction
1. Marlow Navigation Company Ltd (est. 1982) provides a complete range of Ship Management services
from its headquarters in the Republic of Cyprus. The island is well positioned and offers a European
quality infrastructure, high standard of living and a wide range of incentives resulting in reduced
operating and administrative costs. As a result, Cyprus is now well established as an attractive
international business and maritime center.
2. Multi-national teams of professionals supply the expertise to manage the fleet, liaising with principals,
crews and a network of subsidiaries and representative offices in key shipping centers from our
headquarters in the port city of Limassol.
3. Through a flexible approach and total commitment to personal service and quality management,
Marlow Navigation has acquired an enviable reputation in the shipping world for dependability,
business acumen and operating efficiency.
4. Presently the Company offers different packages of ship management services to owners of vessels
under various flags as follows:
2. Crew Management Services
1. Marlow Navigation employs high caliber recruiting officers working out of a network of crewing office
located in shipping centers, including Rotterdam, Hamburg, Manila, Gdansk, Szczecin, St. Petersburg,
Kaliningrad and Odessa. Crew members are personally selected and prospective applicants carefully
screened to verify their experience, competence, fitness and comprehension of English prior to
enlistment.
2. The designated Crew Superintendent selects and engages the command and crew of each vessel taking
fully into account special clients requests. There is strict adherence to internal Quality Standards, full
compliance with IMO and STCW 95 requirements, and the manning stipulations of the vessel and her
registry. A policy of selective rehire ensures that crew members return to their previous vessels or to
other vessels of the same client.
3. Continuous upgrade training and performance appraisal guarantee quality manpower, proficiency and
safety on board. Electronic access of clients to our systems promotes transparency of operations and
contributes to a more efficient planning. Furthermore, it serves the needs of clients' I.S.M. requirements.
4. Following recruitment, Ship Superintendents and staff provide a worldwide support network for crews,
attending to their welfare, general administration and day-to-day needs.
5. Crew Superintendents make regular visits on board and provide a valuable interface between crews,
officers, the management team and the client. Such frequent contact enables crew performance to be
continuously monitored and evaluated, training needs readily identified and revised safety programs and
procedures implemented. The positive effect on morale and operating efficiency is evident.
6. Marlow Navigation's crew management services are flexible and competitive and cover the complete
spectrum of human resources management for the ship owner.
3. Full Management Services
1. The Company provides full management services to a number of vessels. These services include the
crew and technical management as well as the financial administration of these vessels.
2. The Management's efforts are directed towards the full management sector, where a greater volume than
the existing one can be handled by the Company's established Technical department.
23/05/2017 Company Scope of Services
3. It is the Company's objective to provide technical management services in accordance with the ISM
Code. Services provided are contractually agreed on the basis that Safety Management level will be
maintained according to the ISM Code of Ship management and the minimum requirements for Safety
and Environmental Protection.
4. Marlow's objective, is to provide Ship management services that fulfill the contractual obligations, in
the most efficient and economical manner, utilizing its personnel expertise and its world-wide sources
and contacts.
03/09/2007 Company Processes
Page 1 of 1 J. Managing Director Quality Manager J. Managing Director
30/05/2018 Company Address & Contact Information
Postal Marlow Navigation Co. Ltd.

Address P.O. Box 54077
CY-3720 Limassol, Cyprus
Physical Marlow Navigation Co. Ltd.

Address Marlow Building
13, Alexandrias Street
CY-3013 Limassol, Cyprus
Telephone +357-25882588 (switchboard)
+357-99324232 (24 hours - Designated Person Ashore - Emergencies Only)

+357-99324232 (24 hours - Company Security Officer - Emergencies Only)
+357-99490085 (24 hours - Crew Personnel Manager - Emergencies Only)
Telefax +357-25882599 (Communications Centre / Crew Department)

+357-25882196 (Technical Department)
+357-25566228 (Designated Person Ashore / Company Security Officer)
Email marlow@marlow.com.cy (Reception - General Enquiries)

security@marlowtechnical.com (Designated Person Ashore / Company Security Officer)
cd-client-complaints@marlow.com.cy (Customer Complaints Crew Management)

td-client-complaints@marlow.com.cy (Customer Complaints Full Management)
itsupport@marlow.com.cy (Support for Marlow Internet Applications)

recommendations@marlow.com.cy (Improvement Recommendations to Quality Section)
training@marlow.com.cy (Maritime Training Provider Circulars)
recruitment@marlow.com.cy (Seafarer Applications)
it-inspection@marlowtechnical.com (IT Support for Full Management Vessels)
Web Site http://www.marlownavigation.com.cy/

22/05/2018 Marlow Navigation Main Policy
1. General
Top management has established a quality policy that is in line with the purpose and context of the organisation
while, at the same time, providing a framework for the organisation’s quality objectives and the basis on which
the improvements in the quality management system can be achieved.
2. Mission Statement
1. Our clients know that to succeed in today's competitive environment, they must understand, employ and
embrace rapidly changing technologies and markets. They must achieve and maintain competitive
advantage, and in order to accomplish this, they need a strong and capable partner.
2. Close consultation with ship owners is the cornerstone of Marlow Navigation's service. Marlow Navigation
has a long proven history of success, effective solutions and a proven delivery record
3. We are and will remain dedicated to providing our customers with responsive tailor-made solutions,
optimum financial returns and quality service. In order to achieve this, the Company will continue to invest
heavily in technical and managerial excellence, in training and continuous upgrading of skills and services.
3. Quality Management
The company seeks to enhance customer satisfaction by
1. identifying and complying with all applicable statutory and regulatory requirements,
2. establishing and internally communicating customer requirements,
3. carefully monitoring and analyzing key performance indicators and customer satisfaction and
4. continually improving the effectiveness of its quality management system by regularly reviewing its
policies, objectives and procedures and revising them as appropriate.
4. Occupational Health and Safety Management

1. The occupational health & safety of employees or any other persons must not be put at unnecessary risk.
2. Aiming at providing an occupational safe & health working environment that complies with international
regulations and relevant standard and guidelines and minimizing the possibility of accidents, regular
analysis of all health and safety relevant information, inspections, maintenance plans and training measures
for office and shipboard personnel shall be performed.
3. Risk assessment is carried out in order to identify the risks involved during the execution of shipboard
operations. Risk Management procedures that include the assessment of Risk involved in shipboard
operations and the implementation of control measures to manage high risk activities are part of the
company’s management system. Special attention shall be given to identified risks that could result in
occupational accidents, injuries and diseases.
4. The company's Drug and Alcohol Policy shall prevent drug and alcohol abuse.
5. Should accidents occur despite all these efforts, emergency preparedness and contingency planning shall
ensure to minimize any loss of life, injuries or damage.
5. Environmental Management
1. The company shall continually assess and minimize the negative impacts of its operations on the
environment. Environmental considerations shall be an integral part of any planning process.
2. Environmental emergency response procedures are to be designed and trained in order to effectively deal
with any accidental pollution.
6. Security Management
1. Safeguarding the security of human life and property is another priority in the company's activities.
2. Security risks will be minimized by following ISPS Code procedures and professional security advice.
7. General Data Protection Regulation (GDPR)

1. The Company is committed to processing correctly and lawfully all personal data about its employees,
customers, suppliers and other third parties.
8. Anti-Bribery:
1. Preventing, detecting and reporting bribery;
2. Maintaining a ‘zero-tolerance’ stance towards any form of bribery;
22/05/2018 Marlow Navigation Main Policy
9. Anti-Harassment:
1. Ensuring the workplace is free of harassment for all employees;
2. Having ‘zero-tolerance’ to any harassment related to the race, ethnic or national origin, color,
gender, sexual orientation, religion, age, disability or other personal attribute of any employee,
contractor, passenger or other third party;
3. Urging immediate reporting of any cases of harassment;
4. Investigating promptly, thoroughly and sensitively any cases reported
10. Open reporting:

1. Ensuring and promoting a free and anonymous reporting by all employees on any concerns or issues
of non-compliance with rules & regulations or the Company’s Policies;
2. Investigating and following up any concerns submitted via the open reporting;
3. Prohibiting any retaliation against employees who report non-compliances;
11. Code of Ethics:

1. Ensuring ethical conduct in business practice;
2. Promoting honesty, integrity and fairness in business;
3. Protecting all employees and the Company from illegal or damaging actions by individuals, either
knowingly or unknowingly.
This Policy Statement is approved by the Company's Top Management and is applicable to all Company’s
employees, ashore and onboard ships.
All employees shall be actively involved in the implementation of above policies. The company's integrated
management system as described in this manual shall be the tool to achieve our objectives.
Andreas Neophytou, Joint Managing Director

20/07/2005 Master's Overriding Authority
1. The master has the overriding authority and the responsibility to make decisions with respect to safety,
security and pollution prevention and to request the Company's assistance as may be necessary.
2. The master shall not be constrained by the company, the charterer or any other person from taking or
executing any decision which, in the professional judgement of the master, is necessary to maintain the
safety and security of the ship or to prevent pollution of the environment.
3. If, in the professional judgement of the master, a conflict between any safety and security requirements
applicable to the ship arises during its operations, the master shall give effect to those requirements
necessary to maintain the safety of the ship.
4. The safety of human life has always first priority.

20/07/2005 Company Language Policy
1. The company's language for all written communication and all records is English.
2. The recruitment procedures for seagoing and office staff must ensure that all personnel speaks English on a
level adequate to their position.
3. Identified language training needs of employees shall be addressed as soon as possible.
4. Suppliers shall be required to communicate in English as far as possible.
5. Where the use of other languages in company records could not be avoided free translations covering the
key information of the record must be attached.
22/12/2011 Purchasing Policy
1. Selection and Monitoring of Suppliers
1. The company must ensure that any purchased product or service conforms to the specified purchase
requirements in order to be able to supply its customers with the service specified in the management
agreements.
2. The management will control the selection of suppliers for following key product and service groups
based on the initial information and research provided by the relevant section managers:
a. financial service providers
b. manning and husbandry agents
c. insurance providers
d. air travel agencies
e. IT hardware, software and service providers
f. auditing bodies
g. Spares and stores providers
3. Suppliers shall be evaluated and selected based on their ability to supply product or service in
accordance with the company's requirements. Form MN-11013-F1 'Supplier Evaluation Report' outlines
the criteria to be assessed for the initial selection of a supplier and it's annual performance review.
4. Certain key suppliers may be requested to permit Second Party Audits for compliance with the terms of
contract (e.g. manning agents).
5. Records of the results of evaluations and any necessary actions arising from the evaluation shall be
maintained.
2. Purchasing Information
1. Purchasing information shall describe the product to be purchased, including where appropriate
a. requirements for approval of product, procedures, processes and equipment,
b. requirements for qualification of personnel, and
c. Integrated management system requirements.
2. The responsible section manager must ensure the adequacy of specified purchase requirements prior to
their communication to the supplier.
3. Verification of Purchased Product
1. The Section managers or their representatives in the office, and the Masters and Chief Engineers
onboard the vessels shall establish and implement the inspection or other activities necessary for
ensuring that purchased product meets specified purchase requirements.
2. If the management decides to perform verification at the supplier's premises, the responsible section
manager shall state the intended verification arrangements and method of product release in the
purchasing information.
Version 3 MNC-11-013F2
04/04/2018 Shipboard Supplier Evaluation Report - Vessel
Page 1 of 1 Fleet Manager QMR J. Managing Director
Form Purpose To be completed by the ship's command after receiving maintenance/repair services, in
frequent intervals for ship chandlers or whenever deemed necessary.
Distribution out
Original to Purchaser's Records after review by Purchasing Department and Fleet Manager, Copy o/b
of AMOS EMS
Distribution in
Fill in AMOS EMS and forward to Technical section and notify the Purchasing Manager
AMOS EMS
Supplier's Name
City (Country)
Product/Service Supplied
Reporting Vessel's Name

ASSESSMENT OF PERFORMANCE
Rating Criteria 1 (Very Good) 2 (Good) 3 (Average) 4 (Poor)
1. Service/Goods Quality
2. Compliance with Specifications
3. Security Compliance (ISPS)
4. Environmental Compliance
5. Timeliness of Arrival on Board
6. Efficiency of Service
7. Competence of Supplier's Staff
8. Cooperation with Ship's Staff
ASSESSMENT AVERAGE:
Remarks:
Recommendation of Master and Chief Engineer to Office:
Name of Chief Engineer: Date: Signature:
Name of Master: Date: Signature:
Comment Responsible Purchaser: Date: Signature:
Comment Fleet Manager: Date: Signature:

22/11/2018 Full Management Vessels - Uniform Policy
1. The appearance of Senior Officers onboard is important and Marlow Navigation consider it very
important that Senior Officers are properly presented as representatives of the vessel and the company.
2. Marlow Navigation will provide the following uniform to the Master and Chief Engineer at their
manning office before assignment to their ships:-
a. 1 pair of blue uniform trousers

b. 4 white uniform shirts
c. 1 pair marine rank epaulettes
d. 1 dark pullover
3. Wearing of uniform is mandatory for the Master and Chief Engineer whenever they are on the Bridge
with Pilots and whenever the vessel is in port and whenever shore authorities are onboard. Uniform is to
be worn at any other times as deemed necessary by the Master. The Chief Engineer is not required to
wear uniform in the Engine Room or when he is working on deck or during bunkering operations.
4. The uniform is expected to last for approximately 2 years and will only be replaced in case of
exceptional wear and tear or loss or damage.
05/11/2019 Data Protection Policy
The Company is committed to full compliance with the requirements of the General Data Protection Regulation
(GDPR) (Regulation (EU) 2016/679).
Personal data is any information that relates to a living individual and includes physical and digital data. Personal
data shall only be:
1. Handled, accessed and processed fairly and lawfully by those with specific authority to do so in
accordance with the Company procedures;
2. Stored in locations specifically designated for that purpose and in no other place;
3. Processed and/or transmitted in accordance with (a) lawful requirements and/or (b) the consent given by
the individual to whom the personal data relates. Personal data shall not be used for any other purpose;
4. Kept for as long as necessary and as long as is permitted by the Company procedures and legislation
requirements. All originals and copies of the personal data information shall then be erased and/or
deleted;
5. Transferred to any other party not bound by the Company’s Management System only when such a
transfer is explicitly permitted by the Company’s procedures and only on the provision that the recipient
confirms prior to receipt, that the personal data will be handled pursuant to the Company requirements
and/or the GDPR procedures.
In addition, the company shall implement the principles of:

1. Data minimization: Data collected on a subject should be adequate, relevant and limited to what is
necessary in relation to the purposes for which they are processed.
2. Data Accuracy: Data must be accurate and where necessary kept up to date.
As part of reporting obligations, all employees are required to report to their Line Manager or Data Protection
Officer (DPO), on becoming aware of any:
1. Loss of personal data, whether originals or copies, including (a) documents, (b) computers and portable
devices and/or (c) media containing personal data;
2. Unauthorised access to personal data;
3. Use of personal data for a purpose other than the reason for which consent has been given;
4. Personal data that is stored in a place other than its designated location;
5. Accidental release or loss of data either within the Company or outside of the Company;
6. Malicious program that infects any (a) computer, (b) portable device and/or media on which personal
data is stored or processed;
7. Personal data that is not properly secured;
8. Personal data becoming available in the public domain.
Detailed information and guidance on Company’s procedures in dealing with GDPR can be found on
Company’s GDPR related procedures that are part of the company’s Management System.
22/05/2018 Anti-Bribery Policy
The Company is committed to adhering to the highest standard of business conduct, which includes
compliance with the applicable law and regulations relating to Corruption and Anti-Bribery legislation.
Bribery and corruption are illegal and as such have no place within the Company. In support of the
commitment to maintaining the highest possible standards of business practice the Company holds a ‘zero-
tolerance’ stance towards bribery. Each employee has a responsibility to ensure that the Company does not
get involved in corruption. The Company may enforce disciplinary action and/or dismissal of any employee
that breaches the Company’s Anti-Bribery Policies and/or procedures.
The Company does not tolerate the offering, the giving, the solicitation or the acceptance of any bribe,
whether cash or other inducement, regardless of size:
1. to or from any person or company, wherever they are situated and whether they are a public
official or body or private person or company;
2. by any individual employee, agent, third party or other person or body acting on behalf of the
Company;
3. in order to gain any commercial, contractual or regulatory advantage for the Company in a way
which is illegal or unethical;
4. in order to gain any personal advantage, pecuniary or otherwise, for the individual or anyone
connected with the individual.
It is not the intention of the Company to prevent the following activities, particularly in relation to its
international role in Shipping:
1. Normal and appropriate hospitality;

2. The giving and receiving of ceremonial gifts or modest seasonal gifts as permitted under the
Company’s Anti-Bribery Policy.
Such hospitality or gifts must be in moderation, reasonable, justifiable and not place any expectation on the
part of the giver to expect preferential treatment of any sort from the recipient or the recipients’ employers or
on the part of the recipient to reciprocate either in like or by performing, or failing to perform, any other task
in return.
Should any Company employee hold suspicion of bribery or attempted bribery committed by or against an
employee, agent or other party acting on behalf of the Company, the employee must report same,
immediately to a Compliance Officer.
The Compliance Officers have primary and day-to-day responsibility for implementing the Anti-Bribery
policy and procedures and for monitoring its use and effectiveness and dealing with any queries on its
interpretation. The Compliance Officers will regularly monitor the effectiveness and review the
implementation of this policy, considering its suitability, adequacy and effectiveness. Any improvements
identified will be made as soon as possible.
All Company employees must ensure that they familiarise themselves with the Company’s Anti-Bribery
Procedures and the “red flag” risk scenarios therein.
22/05/2018 Anti-Harassment Policy
The Company is committed to making our workplace free of harassment. All members of staff, contractors,
passengers, and other third parties should be treated with dignity and respect at all times. Harassment based
on race, ethnic or national origin, colour, gender, sexual orientation, religion, age, disability or any other
personal attribute will not be tolerated and will be treated as a serious disciplinary offence.
Harassment is a form of discrimination which has the purpose or effect of violating the dignity of a person
and of creating an intimidating, hostile, degrading, humiliating or offensive environment. It can be physical,
verbal or non-verbal, and examples include but are not limited to:
1. Engaging in unnecessary or unwelcome verbal or physical conduct;
2. Behaving in an unwelcome sexually suggestive manner or making unwelcome sexual advances;
3. Making insensitive, derogatory, or discriminatory jokes, words, or gestures;
4. Bullying, intimidating, malicious, or insulting behaviour;
5. Circulating or displaying written, printed or electronically disseminated material of a nature that

others might find offensive, or which is inappropriate, sexually suggestive, or pornographic
(including but not limited to emails, text messages, status updates or social media postings).
This policy applies to any form of harassment, both in and out of the workplace, including on social media.
The Company urges employees to immediately report any cases of harassment.
The Company may enforce disciplinary action and/or dismiss any employee that breaches the Company’s
Anti-Harassment Policies and/or procedures.
22/05/2018 Code of Ethics
The Company is committed to adhering to the highest standards of business conduct in particular in dealing
with customers and third parties. The Company believes that integrity and fair dealing in an ethical and
proper manner are essential assets of the Company and this should be reflected in all activities. The Company
is committed to establishing a culture of openness, trust and integrity in business practices. The Company
conducts its business fairly, impartially, in an ethical and proper manner and in full compliance with all
applicable laws and regulations. Effective ethics is a team effort involving the participation and support of
every Company employee. The highest standards of ethical business conduct are required of the Company’s
personnel in the performance of their employment responsibilities.
All Company personnel, regardless of rank or seniority, ensure that they:
1. Familiarise themselves with this Code of Ethics;
2. Observe that fair dealing is the foundation for all our transactions and interactions;
3. Will not engage in conduct or activity that may raise questions as to the Company’s honesty,
impartiality, reputation or otherwise cause embarrassment to the Company;
4. Do not engage in any activity that might create a conflict of interest for the Company or for
themselves individually;
5. Comply with all laws and regulations applicable to their business activities;
6. Follow all restrictions on use and disclosure of information. This includes all requirements for
protecting the Company and client information and ensuring that non-Company proprietary
information is used and disclosed only as authorized by the Owner of the information or as
otherwise permitted by law;
7. Do not take advantage of their Company position to seek personal gain through the inappropriate
use of Company and/or Client non-public information or abuse of their position. This includes not
engaging in insider trading;
8. Protect all Company, customer and supplier assets and use them only for appropriate Company
approved activities;
9. Promptly report any illegal or unethical conduct to the management of the Company; Failure to
notify the Company regarding any actual or potential non-compliance of this Management System,
the Environmental & Energy Management System (EMS) or any other applicable rules and
regulations, grounds for disciplinary action, which may lead to dismissal and/or criminal charges;
10. Report suspected violations of this Code of Ethics. The Company does not tolerate acts of
retaliation against anyone who makes a good faith report of known or suspected ethical or legal
misconduct.
The Company does not tolerate any wrongdoing or impropriety at any time. The Company takes the
appropriate measures and acts quickly in correcting the issue if this Code of Ethics is broken.
04/09/2018 Marlow Use of Images Policy
1. Use of Images - Company ‘Events’ - Promotion & Marketing
Photographic and video images of individuals are defined as personal data and therefore fall within the scope
of the General Data Protection Regulation (GDPR).
2. Company Policy - Legal basis
Under the GDPR, the Company is required to have a legal basis for processing personal data, such as photos
and videos.
In order to promote the Company’s legitimate interest relating to its business and to market itself to present and
future clients, photographs or videos where our employees have attended events such as conferences, seminars,
and training sessions may be published from time to time in various media outlets.
If for any reason you do not wish to have your picture taken, or do not wish to be video recorded, then please
notify the Company’s Data Protection Officer prior to attending such events at
(GDPR@marlow-navigation.com).
3. Inform people about photography and filming
The Company will instruct individuals who are to take photographs or video recordings at any Company
events, which will be published, to inform all delegates in advance. This can be done verbally or by using signs
or information included in the invitation. It is also good practice to ensure that there are clear signs around the
venue indicating that publicity photos are being taken. For further practical guidance, please contact the
Company’s Data Protection Officer prior to the event at (GDPR@marlow-navigation.com).
4. Data Subjects right to ‘opt out’
If you believe that your image has been captured at a Company event and you do not want the image(s) to be
published, you should contact the Company Data Protection Officer without delay at:
GDPR@marlow-navigation.com
Please provide sufficient information in order to locate the photos / videos. Your request will be investigate and
all reasonable efforts will be taken to comply with your legitimate requests.
20/12/2018 Safety Policy
Objective description of the company's Safety Policy

Scope whole company
References SOLAS, ISM Code, RLM-300
Distribution 1. Office: one controlled electronic copy in AMOS
2. Vessel: one controlled electronic copy and at least one printout controlled by the Master
Records safety management system records
1. General Principles
1. The company places the highest emphasis on a safe ship operation and on the safety of personnel in
particular. It undertakes all necessary steps to achieve safety in accordance with the requirements of the
IMO Convention of the Safety of Life at Sea, the International Safety Management Code and other
international, national and classification rules.
2. The company prepares, reviews and updates contingency procedures both for the office and the vessels
and has designated a shore based person (DPA) to control and secure implementation of the Safety Policy.
3. The Master of a vessel is responsible for reviewing and implementing the shipboard safety procedures,
having due regard to the existing circumstances and conditions, in order to avoid loss of life and to
preserve the vessel and the environment. The Master may exercise his overriding authority regarding
safety aspects.
4. The Master shall additionally appoint a Shipboard Safety Officer and a Safety Committee to support him
in monitoring and reviewing all safety relevant aspects of shipboard activities.
2. Safety of Personnel
To ensure the safety of all personnel on board following measures are taken:
1. employment of qualified seafarers, experienced with the ship's type and trade;
2. onboard familiarization and refresher training on the use of the safety equipment, the application of safe
working practices and on risks involved in the type, trade and operation of the vessel;
3. identification of training needs and provision relevant training aboard and ashore;
4. onboard Safety Committee meetings minutes of which are to be sent back to the company for review and
follow-up;
5. maintenance of safety equipment to remain in good working condition;
6. shipboard safety inspections by visiting Superintendents;
7. setup of an efficient ship-shore reporting system for safety matters;
8. emphasizing the company's commitment to a healthy and safe working environment;
9. implementation of approved security procedures to prevent acts of piracy, terrorism and sabotage;
10. requirement for office safety meetings and distribution of important findings to the vessels.
3. Safe Ship Operation
1. Navigational Safety: When the vessel is in operation, either underway or at anchor, the company will
ensure that
a. the vessel is always seaworthy;
b. proper watchkeeping is carried out by competent officers, both on the bridge and in the engine
room;
c. proper voyage planning and navigation is being carried out;
d. all necessary charts and nautical publications are available and kept corrected / up to date;
e. all navigational equipment and the ship's machinery are functioning and available.
2. Integrity of the Vessel: To safeguard the integrity of the vessel the company ensures that
a. water and weather tightness are maintained;
b. correct loading and discharging procedures are followed to avoid structural over-stressing and/or
overloading.
c. the vessel's stability is adequate at all times.
20/12/2018 Safety Policy
4. Safety of Passengers and Cargo
The company recognizes that the ultimate purpose of the vessel is to safely load, stow, carry and discharge
cargo/passengers, therefore it will ensure that procedures required for the carriage of an intended cargo /
passengers will be available and implemented to safeguard the safe transit of such cargo/passengers.
5. Monitoring of Safety
To control and monitor the implementation, maintenance and improvement of its Safety Policy, the company
maintains procedures to include:
1. Shipboard Monitoring
a. investigating and reporting to the office all findings and recommendations after any personal
accidents and hazardous incidents;
b. reporting to the office all safety deficiencies that cannot be rectified by the ship's staff;
c. carrying out safety drills, safety training sessions, safety inspections and safety meetings at
scheduled intervals and reporting the results to the ship's Superintendent and the DPA;
d. verifying compliance with the safety procedures by means of checklists and logbook entries.
2. Shore Based Monitoring

a. reviewing of the ship's reports, drawing conclusions, making appropriate recommendations and
taking the necessary follow-up action;
b. reviewing and analyzing accidents and hazardous incidents;
c. reviewing the Safety Policy and acknowledging to the vessel any updates and/or revisions;
d. monitoring and verifying maintenance of safety standards by ship inspections and audits and making
appropriate recommendations based on the findings;
e. implementing corrective and preventive action based on nonconformities, observations and
recommendations made and following up on such action and/or giving reasons why such
recommendations are not implemented.
6. Stop the Job Policy
Employees and crewmembers have the right to stop the job in progress if a risk is observed that could lead to
injury, damage to equipment or the environment.
You have the right to STOP THE JOB with the knowledge that no retribution or punishment can be
imposed on you for stopping the job as long as the policy has been implemented in good faith.
A STOP JOB situation should be reported immediately to the person’s supervisor who in turn will inform
vessel and /or operational management.
A stand down for safety meeting must be held and the task is not to continue until all issues and concerns
are reassessed and resolved.
28/05/2019 Drug and Alcohol Policy
Objective Prevention of Drug and Alcohol at sea

Scope Seagoing personnel
References • MNC-11-000, MNC-32-630
• OCIMF Guidelines for the Control of Drugs and Alcohol onboard ship
Distribution One controlled electronic copy in AMOS EMS
Marlow Navigation is committed to promote a safe working environment for shipboard personnel. Drug and
alcohol abuse would have grave consequences for the safety of ship, the personnel and the environment.
1. Prohibitions
1. No Master, officer or rating shall be intoxicated at any time.

2. No Master, officer or rating shall navigate or assist in the navigation of the ship or operate its equipment
or perform any scheduled duties while impaired by the use of drugs or alcohol.
3. The misuse of legitimate drugs or the use, possession, distribution or sale of illicit or unprescribed drugs
by Marlow seafarers is strictly prohibited.
4. Any Marlow seafarer using prescription drugs, must declare details of said drugs to the Master upon
joining the vessel.
5. Any crewmember using medicines which can cause or can contribute to unacceptable job performance
or unusual job behaviour, shall report the fact to the Master who will take appropriate action.
6. The use of other substances which alone or in combination can cause or contribute to unacceptable job
performance or unusual job behaviour is prohibited.
2. Responsibilities
It is the personal responsibility of all Masters, officers and ratings to comply with above prohibitions. Every
seafarer must be able to carry out both routine and emergency duties in a competent and capable manner,
unimpaired by the effects of alcohol or drugs.
Seafarers must always bear in mind that their actions not only ensure their own safety, but also the safety of
others and the vessel and the protection of the environment.
The Master has the overall responsibility for the implementation of this policy on board.
3. Control
Marlow ensures that manning agents abide to this Drug and Alcohol Policy and have seafarers tested for drugs
and alcohol abuse as and when requested by the company.
On board ships the Master is responsible for the control of the consumption of alcohol and the use of prescribed
drugs and must take measures necessary to safeguard such control following the guidelines of the flag state, port
state (if applicable) and ship's owner or manager.
OCIMF recommends that officers and ratings observe a period of abstinence from alcohol prior to scheduled
watchkeeping duty or work periods. This may be either a fixed period, such as the 4 hours required by the
USCG, or a minimum period of 1 hour of abstinence for each unit of alcohol consumed (refer to the table below
for examples of approximate alcohol unit conversions).
Whichever method is used to determine the abstinence period, the objective should always be to ensure that,
prior to going on scheduled duty, the blood alcohol content of the seafarer is theoretically zero. Officers and
ratings should be aware that local regulations may be in place and where this is the case, it is recommended that
these be strictly adhered to where they exceed these guidelines.
28/05/2019 Drug and Alcohol Policy
OCIMF Guidance for Alc. by Vol. Volume Units

Beers, Ciders and Lagers
Beers, Ciders and Lagers - Extra Strength 4-6% 10 oz. / 30 cl. 2.5
Beers, Ciders and Lagers - Ordinary Strength 1-4% 10 oz. / 30 cl. 1.0
Beers, Ciders and Lagers - Low Alcohol 0.05 - 1 % 10 oz. / 30 cl. 0.5
Table Wines, Others 6 - 12 % 10 cl 1.0
1 litre bottle 10.0
Sherry, Fortified Wines, Others 12 - 16 % 6 cl 1.0
1 litre bottle 16.0
Spirits, Liquor, Liqueurs, Others 16 - 40 % 1 oz. / 3 cl 1.0
Any Other Low Alcohol Beverage 0.05 - 1 % 10 oz. / 30 cl 0.5
4. Measures
Notwithstanding possible stricter regulations by owners, managers or authorities Marlow Navigation implements
following measures:
1. Any crewmember or master employed by Marlow and found misusing legitimate drugs or found in
possession of or using, trafficking, distribution or smuggling illicit or unprescribed drugs, will be
dismissed from the vessel and may face prosecution.
2. Any crewmember or master employed by Marlow and found impaired by alcohol while on duty shall be
immediately relieved of his duties and be replaced. In case of a crewmember being the abuser, the
master will report such abuse to the Company in writing, witnessed by a relevant crewmember, as soon
as possible. In case of a Master being the abuser, or in case the Master fails to report alcohol abuse
incidents to the company, crewmembers must report such incidents to the company.
3. When the effect of the intoxicants on a person's manner, disposition, speech, general appearance or
behavior is apparent, the master shall arrange for an alcohol test with a breath analyser if provided on
board. A person shall be considered impaired, when having an alcohol content of 0.04% blood alcohol
level or 0.40 mg/100 ml or greater. The master will keep records of all alcohol tests carried out.
4. Masters, officers and ratings will undergo random tests for drug and alcohol abuse, at times designated
by the company. The place, time and sample taking will be decided by the company.
5. In order to control the abuse of alcohol onboard, the master will:
a. control the sales of alcoholic beverages to crewmembers;
b. seal all alcoholic beverage stores before arriving at any port;
c. prohibit serving alcoholic beverages to third parties boarding the vessel to perform any type of
work in any capacity (i.e. pilots, authorities, surveyors, visitors, etc.)
d. prohibit individuals to carry onboard any uncontrolled alcohol;
e. stop the sale of alcoholic beverages onboard, if and when he considers necessary;
f. effect immediate dismissal to any crewmember that violates any of the requirements of this
policy
This policy shall be brought to the attention of all seafarers employed by Marlow Navigation.
18/09/2018 Drug & Alcohol Policy Consent
Page 1 of 1 Director Crewing QMR J. Managing Director
Form Usage To be completed by Crewmember at the Manning Agency

Distribution Original to the Seafarer, Scanned Copy to be sent to Marlow
Name of Seafarer (print) : ________________________________________________
Rank : ________________________________________________
Place & Date : ________________________________________________
1. Declaration of Consent
DECLARATION OF CONSENT
I, __________________herewith confirm that I am fully aware of the contents of the "Marlow Navigation Co.
Ltd Drug and Alcohol Policy" MNC-11-022, and especially of paragraph 4.2 which requires that I report any
alcohol abuse incidents to the company, and declare my agreement hereto, with my own free will. Additionally,
I am aware that the DOC holder may have their own policy regarding alcohol consumption and that in such
cases their policy supersedes Marlow’s policy.
Date: ______________________ Signature:__________________________
2. Authorisation to obtain blood, breath or urine samples
AUTHORISATION TO OBTAIN BLOOD, BREATH OR URINE SAMPLES
I, _______________do hereby authorise any doctor, nurse, qualified medical technician, clinic, laboratory or
medical facility appointed by Marlow Navigation Co. Ltd, to collect blood and/ or urine samples from me for
alcohol and drug screening as required during pre-employment and annual physical examinations, when
reasonable suspicion arises and in the conduct of the screening program. This authorisation is contingent on the
release of the test results to the employee, if requested.
In addition, I am aware & consent that during my employment, unannounced alcohol tests can be conducted by
personnel appointed by Marlow Navigation Co. Ltd
Date: _______________________ Signature:___________________________
3. Authorisation to release medical information
AUTHORISATION TO RELEASE MEDICAL INFORMATION
I, ___________________ do hereby authorise the release of the below-described medical information of mine
to the management of "Marlow Navigation Co. Ltd". This authorisation is limited only to information regarding
results and evaluation of all alcohol and drug screening tests performed in connection with such tests. The use
of this Authorisation is limited to assisting Management in making an employment or administrative decision.
This authorisation shall remain valid for one year from the date of Authorisation. I reserve the right to receive a
true copy of this Authorisation.
Date: _______________________ Signature:____________________________
Note: The above consent is valid only for the period of the relevant contract. As soon as the contract expires,
then the validity of the consent expires as well.
10/03/2016 Alcohol Test Certificate
Form Usage To be completed by both the tested Crewmembers and the Master
Distribution with
Fill and File in AMOS EMS
AMOS EMS
Distribution
without AMOS Fill and File in Ship’s files (CA-5)
EMS
Herewith, I the undersigned, certify that the following crew members were unannounced tested for alcohol in
accordance to the provisions of company’s D&A Policy.
Vessel
Place
Date
No. Family Name, given name Rank/Rating Result Signature

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Name & Signature of Master
………………………………
22/12/2011 Environment Protection Policy
1. General
1. The company places high priority on the conservation and protection of the environment and the
prevention of pollution complying with and exceeding international and national requirements.
2. The company encourages all personnel to be environment conscious and ensures that all personnel
is aware of this policy.
3. The company ensures that both office and shipboard personnel follows the procedures for safe
office and ship operation in order to:
a. prevent all kinds of pollution,
b. take all necessary measures to avoid accidental pollution and
c. have emergency response (contingency) plans ready to combat any accidental pollution.
4. The Management of the company, the Department and section Managers ashore and the Masters of
the vessels are responsible for reviewing and implementing this policy having due regard to the
existing circumstances and conditions for the preservation of life, the vessel and the environment.
5. The Master may exercise his overriding authority regarding environmental protection aspects.
6. The company will regularly review its Environment Protection Policy and make the necessary
amendments to conform to relevant new legislation and new developments, in order to continually
improve the environmental performance of the company and prevent pollutions.
7. Amendments to the policy will be made available to all company personnel both ashore and
onboard and procedures will be updated as necessary.
2. Monitoring of Environmental Protection

The company maintains following procedures to control and monitor the implementation, maintenance
and improvement of this policy:
1. Shipboard Monitoring:
a. investigating and reporting to the office all findings related to any pollution incidents;
b. reporting to the office all deficiencies regarding pollution prevention equipment,
appliances and materials;
c. carrying out pollution prevention training and drills at scheduled intervals and
d. Verifying compliance with environmental procedures by means of regular inspections and
checks.
2. Shore based Monitoring

a. reviewing of the ship's reports, drawing conclusions, making appropriate
recommendations and taking all necessary corrective or preventive action;
b. reviewing and analyzing pollution incidents;
c. reviewing and updating regularly the Environment Protection Policy and procedures;
d. monitoring and verifying compliance by shipboard and office inspections and audits and
making recommendations for preventive or corrective based on findings and
e. Ensuring and verifying the implementation of all corrective or preventive action.
21/11/2019 Environment Protection Policy Onboard
1. General
1. Pollution prevention is an integral part to good shipboard management and is the result of the right skills,
knowledge, experience and awareness.
2. Successful pollution prevention is dependent upon the Master's establishment of an environmental

consciousness amongst seafarers. The anti-pollution policy should be explained to all crew members and
their responsibilities stressed in the specific duties they have been authorized to perform and the level of
performance expected from them. The Master, when addressing his crew on international regulations, must
ensure that they understand the purpose of such policies and the necessity of pollution prevention.
3. Furthermore, crew members should realize the importance of preserving the environment, taking into
account the extent of damage, pollution can cause to sea, life and the environment in general.
4. Vessels have been fitted with machinery and equipment to comply with national and International rules and
regulations for pollution prevention.
5. Masters are responsible to ensure proper condition, maintenance and operation of all antipollution
equipment.
6. The Master should ensure that manuals on pollution and pollution prevention systems on board his vessel
are read by all operators.
7. All vessels must have in place the 'Shipboard Oil Pollution Emergency Plan' (SOPEP)
Such a plan exists on all Marlow vessels and Masters are requested to have their crewmembers acquainted
with the contents of the SOPEP and exercise as instructed therein.
Based on the trading area, each vessel shall have the required documentation on board, related to IMO-
DCS and MRV.
8. In addition, marine environmental protection measures, where action is required by the vessel with
respect to pollution prevention issues, should be identified. Such position would include, but not limited
to , entry into:
a. A MARPOL, Annex VI ECA Area. The position would have to allow for the time required to
change over from high to low sulphur fuel, which varies from vessel to vessel, in order that the
vessel arrived in the ECA Area on low sulphur fuel;
b. A MARPOL, Annex V Garbage Special Area where the requirements for the disposal of garbage
become more stringent;
c. Reaching a position where ballast water exchange should be commenced.
2. Reference information and guidelines
A. MARPOL 73/78
The International convention for the prevention of pollution from ships known as MARPOL regulates and
contains measures to prevent pollution from ships caused either accidentally or during the course of routine
operations.
MARPOL 73/78 as amended is divided into six annexes as follows:

• ANNEX I, Regulations for preventing oil pollution and applies to all vessels.
• ANNEX II, Regulations for control of pollution by noxious substances in bulk and is applicable to all
ships carrying categories A,B, C and D noxious liquids as defined in this annex.
• ANNEX III, Regulations for the prevention of pollution by harmful substances carried by sea in
packaged forms, or in freight containers, portable tanks, road or rail tanks and wagons.
• ANNEX IV, Regulations for the prevention of pollution by sewage from ships.
• ANNEX V, Regulations for the prevention of pollution by garbage.
• ANNEX VI, Regulations for the prevention of air pollution
• Annexes I,II, and V are compulsory for all applicable ships.
20/07/2005 Shipboard Maintenance Policy
Page 1 of 1 Technical Director Quality Manager J. Managing Director
1. The company's objective is to protect the asset value entrusted in it by the client and ensure that the
vessels are maintained in accordance with the Management Agreement and the minimum standards
required.
2. "Minimum Standard" is defined as being the necessary to ensure that the ship complies with the
statutory and classification rules and regulations and the ISM Code.
3. The Company thus ensures that vessels are:
a. In effective service with the minimum stoppages off-hires and losses;

b. well maintained as regards their structural and operational capability and appearance, having
due regard to the instructions and recommendations of the equipment supplier/maker and the
Company's operational experience;
c. properly manned with qualified personnel;
d. properly certified, properly insured as per agreement and class maintained at all times;
e. always supplied with adequate stores, spares, provisions, bunkers and luboils;
f. operating safely regarding the safety of the personnel, the vessel and the environment.
4. The company also ensures that adequate professional shore based support is made available in order to:
a. control the vessels' condition by visiting and report reviewing on a regular basis;
b. carry out maintenance, repairs and surveys in a planned and timely manner, having due
regard to the ship's trade, cargo, crew and passengers obligations;
c. liaise with the vessel for the timely supply of the necessary spares and other materials for the
implementation of the required maintenance;
d. provide the ship's command with the required safety, operational and commercial
information and the necessary feedback regarding the maintenance of records, reports and
procedures.
5. The Technical Department is responsible for the implementation of the above policy.
11/04/2017 Onboard Training Policy
Objective Description of the company's Onboard Training Policy which must be brought to the attention
and must be acknowledged by all joining management level officers.
Scope Crew Training
References STCW 2010 Resolution 7, PARA. 3-6; STCW 2010 BII/1 and BIII/1, PARA.3
Distribution Office: one controlled electronic copy in AMOS EMS
Vessel: one copy available on the vessels CD
1. Marlow Navigation and its customers realize the importance of training of seafarers in general and training
on board in particular.
2. Vessel’s command shall support all crewmembers with potential, showing the desire and initiative for
career advancement and upgrading of knowledge and skills.
3. The Company shall recommend an On Board Training Officer to be responsible for the training
activities
4. Vessel’s command and the appointed On Board Training Officer shall ensure that all responsibilities as
defined in the Training Officer job description are complied with (add as annex).
5. On vessels where the vessel’s command is not able or willing to support training on board or if the
circumstances on board are not suitable for training, the Master shall notify the company accordingly.
23/10/2019 Company Structure and Organisation
1. Marlow is giving emphasis to a clear organizational structure with defined responsibilities and authorities.
2. The section managers are responsible for the quality management process in their area of responsibility.
Chairman
H. Eden
Joint Managing Director

J.Meyering
A. Neophytou
General Manager
A.V.D.Hoeh
Assistant to the
J.Managing Director Operations &
Fleet Manager Insurance Manager
D.Neophytou E.Skoullos Crew Training Director Director of Crewing
G.Cowling
J.Clodius F.Brodersen
Corporate Crew Crew

Group Technical Operations & HSSE Crew Training Crew Accounts Financial
DPO Operations Insurance
Quality Admin. Department Insurance Department
Manager Department
(Q.M.R) / DPA
- Technical - Operation
G. Kavazis -I.T Inspection - Chartering
- Travel - Marine - Insurance
- Accounts Inspection
- Tec. Financial - I.T Inspection
Accounts - Purchasing
- Secretariat
-Maintenance
- Office H & S
- H.R.M
Full Management Crew Management

Vessels Vessels
28/01/2016 On-board Complaints Procedure
Page 1 of 3 Crew Personnel Manager QMR J. Managing Director
Form Usage 1. Ship Specific On-Board Complaints procedure

2. A copy to be given to the seafarer together with SEA
Distribution Original to the Seafarer, Scanned Copy to the Crew Manager and/ or the Shipowner
Sample On-Board Complaints procedure:
1. Should a seafarer want to raise a complaint; he should address it to the head of his/her department or the
immediate Superior officer. The complainant seafarer shall submit his/her complaint in writing within
five days of the occurrence, or according to the circumstances, following the below hierarchy:
a. Superior Officer
b. Head of Department
c. Master
2. Resolution of the complaint shall be attempted by the Superior Officer, or the Head of the Department
within five (5) days whenever practicable and possible.
3. If the head of the department or immediate superior officer cannot resolve the complaint to the
satisfaction of the seafarer, the seafarer may refer it to the Master, who should handle the matter
personally and try to resolve the complaint maximum within five (5) days.
4. If the Master considers necessary, he may seek the assistance of the person designated by the ship-
owner to handle complaints. (Company’s MLC, 2006 Designated Person or appointed representative)
5. In case the Master is unable to resolve the complaint, the seafarer shall have ten (10) days to bring it
through the Master to the ship-owner (or appointed representative), or where it is considered necessary,
directly to the ship-owner (DOC holder or appointed representatives), and/ or to the appropriate external
authorities.
6. The seafarer should at all times during the above process have the right to be accompanied and to be
represented by another seafarer of their choice on-board the ship and shall NOT BE VICTIMISED.
7. In addition to the rights given in paragraph 6, and throughout the whole process, the seafarer shall have
the right to seek confidential and impartial advice by the nominated seafarer on-board. The seafarer
nominated with the responsibility to provide the seafarer with impartial advice, shall on request be able
to advice the seafarer on the procedures available to him/ her and, if requested by the complainant
seafarer, to attend any meetings or hearing taking place into the subject matter of the complaint
8. In case the complaint is brought to the attention of the ship-owner (or appointed representative), the
ship-owner (or appointed representative) and the seafarer concerned shall have a period of twenty (20)
days there from to resolve the matter.
9. If after twenty (20) days, the complaint has not been resolved, then either party shall have a further
twenty (20) days to bring the matter to the Contact Point of the Vessel’s Competent authority in the Flag
State
10. Although it is to the best interest of all parties involved and it is expected that complaints are resolved at
the lowest level possible, in all cases, the seafarer has the right, if he/ she decides so, to file complaints
directly with the Master, and where it is considered necessary, to the ship-owner (or appointed
representative), and/ or to the appropriate external authorities.
11. All complaints and decisions on them should be recorded by the Master of the vessel, and a copy shall
be provided to the seafarer concerned.
Name of Vessel: IMO Number:
Persons/ Positions/ Ranks on-board the vessels authorised/ 1.

nominated to provide confidential and impartial advice: 2.
Contact Information of the Person(s) designated by the • Position/ Job Title:

ship-owner at shore management for handling on-board • Telephone Number:
complaints: • E-mail Address:
Should the ship-owner, decide to assign the responsibility • Position/ Job Title:
for the handling of the complaints exclusively or jointly to • Telephone Number:
the appointed Crew Manager (who is acting as the • E-mail Address:
employer of the seafarers), then the contact details of the
person(s) assigned by the Crew Manager shall be entered as
well.
Contact Information of the Vessel’s Competent authority in • Telephone Number:

the Flag State which is responsible to handle seafarers • E-mail Address:
complaints:
Contact Information of the Competent authority in the • Telephone Number:
Seafarer’s Country of Residence which is responsible to • E-mail Address:
handle seafarers complaints:
Note: to be completed only if the Flag State of the Vessel and

the seafarer’s country of residence are different.
Complaint Description:
Briefly describe your complaint. (If more space is needed please attach additional pages):
Name & Signature of the Seafarer submitting the complaint:
Date of Complaint Registration:
Actions/ Decisions Taken:
Name & Signature of the authority that has decided the above actions/ decisions:
Date:
08/03/2016 Job Description - Designated Person Ashore (DPA)
1. Reporting and Backup Arrangements
1. The DPA reports directly to the Top Management.

2. For periods of absence the Alt. DPA will replace the DPA and his duties
2. Responsibilities
1. monitoring the safety and pollution prevention aspects of the operation of each ship,
2. coordinating identification and analysis of operational risks (deviations) and the timely implementation
of suitable corrective and preventive actions
3. ensuring that adequate resources and shore-based support are applied,
4. providing a direct link between the company's management and the crew on board,
3. implementing the company's integrated quality, safety, environmental and security management system
on board full management vessels
4. ensuring that the management system complies with all regulatory requirements, and complies
voluntary management standards as instructed by the Management
5. reviewing new regulatory information and ensure that those with be included within the company and
onboard vessels as required,
6. participating in the investigation of accidents and hazardous incidents,
7. participating in the work of the Office Response Team in case of emergencies,
8. planning and supervising the vessel's internal and external audit programme, in close cooperation with
GQM
9. Verifying the effectiveness of corrective and preventive actions
10. in his areas of interest, preparing related records and participating in the management review meeting(s).
11. Verifying the proper handling of vessels safety and environmental protection records.
12. Evaluating the Risk involved in shipboard operations carried out onboard the Full management vessels
and further Reviewing & evaluating Risk Assessments as per MNC-15-200.
13. In his area of interest, ensuring that occupational health and safety procedures and practices are properly
implemented and maintained onboard the full management vessels.
14. in his area of interest , ensuring that occupational health and safety procedures and practices are
properly implemented and maintained on board of the vessels.
15. Evaluating the risk involved in shipboard operations carried out on board the vessels.
3. Job Entry Requirements
1. certified qualifications:
a. diploma as Navigational or Technical Officer OR adequate previous working experience in similar
position
b. training course as ISM/ ISO Internal Auditor
2. special pre-entry competency requirements:
a. profound knowledge about ship management services,
b. adequate familiarity with the international maritime regulations,
c. seagoing experience in a management level position or alternatively management experience in a
maritime organization totaling at least 5 years,
d. possession of social skills and rapport abilities,
e. Excellent command of the English language.
07/01/2013 Shipboard Safety Officer
Page 1 of 1 Fleet Manager Quality Manager J. Managing Director
1. General Shipboard Safety Responsibilities
1. The Master is responsible for the overall safety of the vessel and those on board.
2. Under his instruction each individual crew member has the duty to ensure safety whether
supervising or carrying out a task and to report any defects which may impair safety.
3. In addition to crew awareness and skill, equipment condition also plays a vital role for safety.
4. The highest safety degree can be achieved with a good shipboard organisation and through the
support of all crew members.
5. Masters shall ensure that such organisation and motivation exist and that safety procedures are
strictly followed, taking into account the type of the vessel they operate and her special
requirements.
2. Appointment of a Shipboard Safety Officer
1. The Master has to designate a Safety Officer who should report directly to him on all safety related
issues on board.
2. The Safety Officer should be a Deck Officer (on tankers, most probably the Chief Mate) or an
Engineer Officer.
3. Criteria for the selection of the Safety Officer should include the candidates' knowledge and
experience, their sense of responsibility, their intelligence and ability and willingness to motivate
and co-operate with the crew.
3. Safety Officer Duties
1. The Safety Officer and Master should meet weekly to discuss/consider the following:
a. review of shipboard safety standards
b. follow-up on Safety Committee decisions, deficiencies, nonconformities etc. - status of
corrective and preventive action
c. safety familiarization for new crew members
d. training and drill planning considering the Annual Drill Plan
e. safety equipment maintenance based on paper or computer database records
f. status of outstanding safety equipment requisitions
g. working safety, welfare, navigational safety, ship integrity and cargo safety issues
h. crew safety awareness and motivation
i. Safety Committee meeting agenda
j. safety related communication with the offices (reports to be sent and follow-up responses
received)
k. deficiencies identified
2. Any actions to be taken should be noted and brought up in the next Safety Committee meeting and
if necessary to the company office.
4. Flag Specific requirements:
Liberia requirement Marine Notice INS-004 should be followed on Liberia ships.

28/12/2011
Shipboard Safety & Environmental Protection
Committee
1. A Safety and Environmental Committee must be established on each vessel:

a. All departments and the ratings shall be adequately represented.
b. The Master should be the chairman of the committee.
2. Ordinary Safety and Environmental Committee meetings shall be held monthly with following agenda:
a. Review of the Previous Minutes (status of follow-up matters);
b. Review of Inspection and Audit Reports (ship inspections / audits, PSC / Flag State inspections,
vetting inspections etc.)
c. Accidents and Incidents (on the own ship and on other company vessels - if already discussed in
an extraordinary meeting please make a reference)
d. Health, Hygiene and Working Safety (compliance, supply, training matters incl. drugs/alcohol)
e. Security Matters (including possible safety/security conflicts)
f. Environmental Matters (including environmental performance and emergency preparedness)
g. Training and Drills (evaluation and training needs, possibilities for the improvement of training
and drills and how to deal with potential emergencies, suggestions and planning of drills);
h. Management System Improvement (any other observations or recommendations which were
brought to the attention of any committee member)
i. Crew Welfare Matters (for the attention of the Technical Superintendent and/or crew manager)
3. Extraordinary meetings shall be held on request of any committee member or as soon as possible after any
serious incident or accident occurred within the company:
a. The DPA will distribute necessary information including preliminary / final investigation results.
b. The committee will review the investigation results and prepare or review related risk assessments.
4. Any matters which require urgent shore-based support shall be forwarded immediately through the
appropriate channels:
a. Requisitions for equipment, spares or services shall be made following normal purchasing
procedures along with explanations if necessary.
b. Reminders for overdue supplies/services, pending change approvals, outstanding clarifications etc.
shall be forwarded by fax or email to the Technical Superintendent (and DPA if applicable) to
obtain immediate office attention.
5. The Master shall ensure that minutes of the meetings are prepared and all conclusions reached recorded
(with references to related work orders, requisition numbers, messages, reports etc.):
a. Prior to publication the minutes shall be circulated to and reviewed/signed by all committee
members.
b. The minutes should be posted after their approval on a Notice Board so that all crew members are
being made aware of the committee's activities.
c. A copy of the minutes shall be sent with the monthly mail to the attention of the Vessel's
Superintendent and the DPA for review.
19/10/2016
Minutes of Safety & Environmental Protection
Committee
Form Usage To be completed every month to record the Minutes of each Safety & Environmental Committee
Instructions Meeting.
Distribution out
of AMOS EMS
Original to Ship’s files (MA-10), Copy to DPA
Distribution in
AMOS EMS
Fill in AMOS EMS and Forward to HSSE Section
Vessel: Date:
Participants No. Check if Present

List of Committee Members 1
2
3
4
5
6
7
8
List of participants 1
2
3
4
5
6
7
8
9
10
List of absent crewmembers Reason for absence
1
2
3
4
5
Meeting Agenda:
1 Review of Previous Safety & Environmental Meeting / Outstanding Items
2 New Crew onboard – Familiarisation on Safety/Security/ Environmental
3 Accidents, Near Misses and Incidents – Fleet Incident Reports
4 Bridge Management/Safety of Navigation/Engine room Safety
5 Safety Training & Drills / Evaluation. Safety Campaign.
6 Safety during Cargo Ops, Bunkering, Mooring, Maintenance
7 Safety Equipment Maintenance (LSA & FF)
8 Critical Equipment Maintenance
9 Environmental matters (Environmental Programs, Garbage, Sewage, Oil, Air, etc)
10 Drug & Alcohol matters
11 Living conditions onboard – cleanliness, rest hours, climate
12 Internal/External ISM/ISPS Audits (closed / pending items)
13 Technical Inspections (closed / pending items)
14 PSC Inspections, Flag Inspections (closed / pending items)
15 New Risk Assessments & Review existing ones?
16 General Discussion on Company’s Warning Letter (16-600F1)
17 Any other business
19/10/2016
Minutes of Safety & Environmental Protection
Committee
1. Agenda Items Discussed / Minutes:
2. Decisions taken during meeting and conclusions Agreed

(i.e: Safety improvements, Training needs, recommendations) Deadlines:
Name of Safety Officer: Name of Master: DPA (review):
3. Remarks & Feedback from the Company

Remarks from the DPA
(if any):
Remarks from the
Tech.Superintendent (if
any):
20/03/2019 Risk Management Principles & Procedure (Vessels)
General
This procedure provides advice and guidance both for shipboard and office personnel on procedures to be
followed in order to evaluate the risk involved within operations/ working activities onboard and to comply with
the requirements of the ISM-Code paragraph 1.2.2.2, the ILO MLC 2006 standard A4.3 as well as ISO
9001:2015.
The company requires that all key personnel are able to identify the risks involved when performing a work
activity, assess them, and find ways and methods to minimise the risk to an “acceptable level”.
Risk Assessments Principles
A Risk assessment is carried out in order to identify the risks involved during the execution of a work activity
onboard and ashore. The assessment is therefore a process of identifying potential hazards (whether arising from
work activities or from other factors) and then evaluating the extent of the risks involved by making a competent
judgement as to the likelihood of that hazard actually causing harm, taking into account whatever control
measures are already in place.
A risk assessment should therefore:
a. Ensure significant risks and hazards are addressed;
b. Ensure the integrity and the safety of the vessel & the occupational health & safety of crewmembers (for
ships only)
c. Ensure all aspects of work activity are reviewed including routine and non-routine activities;
d. Take into account non-routine operations, e.g. maintenance, as well as office working procedures
e. Take into account the management of incidents such as interruption to work activity;
f. Be systematic in identifying hazards and looking at risks;
g. Take into account the way work is organised and the effects that this can have on safety & health,
environmental property, as well as on Company procedures.
Initialising a Risk Assessment
Risk Assessment should be initiated for the following activities but is not limited to:
a. Installation of new types of equipment or components or changes/modifications to existing type of
approved system, equipment or components
b. Deviation from normal operations, standard procedures or prior to carrying out non-routine activities
c. New Ships under Management (Full or Crewing)
d. Vessel leaving Management
e. Significant revision or new procedures to the Documentation of the Management System
f. Changes within the Company’s organization
g. Change to key personnel
h. In any other circumstance where the safety of life, the Health & Hygiene, the environment & energy or
property may be compromised
i. Any applicable legal obligations relating to risk assessment and implementation of necessary controls
j. When the Top Management or Manager considers it necessary
Factors contributing to the risk
When assessing risks personnel should also identify the factors that may be contributing to the risk, including:
a. The work premises and the working environment, including their layout and condition,
b. The capability, skill, experience and age of people ordinarily undertaking work,
c. The systems of work being used, and
d. The range of reasonably foreseeable conditions.
Implementation of the Risk Assessments
Risk assessments in order to be effective and efficient must be treated with the correct way and based upon a number
of constrains:
a. Risk assessments are completed and documented for all identified risks, taking into account who may be
affected and what are the consequences by these activities and implementing the necessary control
measures to ensure that the risk is the minimum possible and manageable.
b. Risk assessments are reviewed and if necessary, modified for every case, since they should not be a
once-and for-all activity. The nature of work changes; the appreciation of hazards and risks may
develop. Adverse events may take place even if a suitable and sufficient risk assessment has been made
and appropriate preventive and protective measures taken.
There are five (5) main steps in order to perform a correct risk assessment:
Step 1 - Identify the hazards:
First the hazards must be identified. In a busy working environment like the one onboard it is sometimes possible
to overlook some hazards, so below there are some tips to help shipboard personnel to identify them:
a. Walk around your workplace and look at what could reasonably be expected to cause accident or
pollution.
b. Ask all crew their opinion/contribution and/ or even the opinion of the Safety & Environmental
Committee members. They may have noticed things that are not immediately obvious to you.
c. Develop a team. Usually 2 or 3 persons can work better than one person
d. Check manufacturers’ instructions or data sheets for chemicals and equipment as they can be very
helpful in spelling out the hazards and putting them in their true perspective.
e. Have a look back at your accident and near miss records – these often help to identify the less obvious
hazards and gain experience from previous cases.
f. Remember to think about long-term hazards. There are cases that a hazard can happen not
immediately but after a considerable amount of time.
Step 2 - Assess the Risk (What will be the consequences if):
For each hazard there is a need to be clear about who or what might be harmed; it will help the personnel identify
the best way of managing the risk. Safeguards or alternative ways can be found when the consequence of the
hazard is clearly understood.
Step 3 - Evaluate the risks and decide on precautions:
Having spotted the hazards, and after “Risk Levels” are defined, a decision should be taken in regards to
measures that need to be taken in order to control & minimise the Risk. The best practices require doing
everything ‘reasonably practicable’ to avoid the occurrence of the hazard (minimizing the risk).
So first, it must be looked at what has been already done, think about what controls should be in place and how
the work is organised. Then compare this with the good practice and see if there’s more which should be done to
bring the risk of the situation within the acceptable limits.
Step 4 - Record your findings and implement them:
All the risk assessments onboard must be documented using MNC-15-200F1 and filed in the respective file
onboard or computerize software. For the Office, form MNC-15-200F2 must be used.
By recording down the results of the risk assessments, there will be a chance for future reference and use maybe
by a different assessor group.
The documentation of the results of the assessment must be done in such a way in order to be able to be used in
the future. The wording should be simple i.e. “Breakdown of main engine”, “Failure of the mooring equipment”.
During the documentation of the risk assessment the following should be clearly stated:
a. What are the Hazards
b. What are the consequences
c. How can you minimize the risk
d. What kind of safeguards should be used
A good plan of action often includes a mixture of different things such as:
a. A few easy improvements that can be done quickly, perhaps as a temporary solution until more reliable
controls are in place
b. Long-term solutions to those risks most likely to cause accidents or injuries
c. Long-term solutions to those risks with the worst potential consequences
d. Arrangements for training employees on the main risks that remain and how they are to be controlled
e. Regular checks to make sure that the control measures stay in place
f. Clear responsibilities – who will lead on what action, and by when
Step 5 - Review your risk assessment and update if necessary:
The majority of the workplaces stay the same. Sooner or later, new equipment, substances and procedures will be
adopted/installed that could lead to new hazards.
The risk assessments should be reviewed as follow:
a. High & medium High Risks should re-assessed each and every time the associated job or action will be
carried out
b. Medium & medium Low Risk should re-assessed once every six months
c. Low Risks should be re-assessed once per annum
Any changes or improvement to the whole situation may cause increase or decrease of the risk and they should
be considered. Furthermore accidents/incidents and near misses or even experience gained can give great help
during the re-assess of a risk and more accurate assessments may performed.
Marlow Navigation Risk Assessment Procedure:
1. General
In order to assess the Risk involved when executing Shipboard working activities, the company developed and
provided all full management vessels with a risk assessment form, the MNC-15-200F1, which is based on the
IACS model.
The master or the department heads (Chief Engineer or Chief Officer) in cooperation with their crewmembers
will perform a risk analysis whenever that is required by using the “Risk Assessment Form MNC-15-200F1”. By
using the “5 Steps” method the risk assessment will be efficient and effective and possible mistakes and
exaggerations can be avoided.
For the Office activities/procedures, the company developed form MNC-15-200F2.
The Head of Department/Section Manager in cooperation with colleagues affected will perform a risk analysis
whenever that is required by using the “Risk Assessment Form MNC-15-200F2”.
2. Procedure
First, the Risk has to be defined/ categorised by defining the “Likelihood” and the “Severity” Scales as below:
a. Likelihood
Value Condition Description

1 Extremely Remote Likely to occur once in 10 years (for the vessels: in a fleet of 10,000 ships)
Likely to occur once per year (for the vessels: in a fleet of 1000 ships, once in
2 Remote
the total life of several similar ships)
Likely to occur once per year (for the vessels: in a fleet of 10 ships, a few
3 Reasonably probable
times in a ship’s life/company’s life)
4 Frequent Likely to occur once per month on one ship or ashore
b. Severity
Value Condition Description

1 Minor Company: Minor consequences
Human Life: Single or minor injuries
Environment: Negligible release/pollution up to a few barrels of pollution
to sea
Property: Local Equipment Damage (Repair on board possible, downtime
negligible)
2 Significant Company: Significant consequences
Human Life: Multiple or severe injuries
Environment: A few tonnes of pollution to sea. Situation is manageable.
Property: non severe ships damage
3 Severe Company: Severe consequences
Human Life: Single fatality or Multiple severe Injury.
Environment: Significant pollution demanding urgent measures for the
control of the situation and/ or the cleaning of affected areas.
Property: Severe Damage
4 Catastrophic Company: Catastrophic consequences
Human Life: Multiple fatalities
Environment: Major pollution with difficult control of situation and/ or
difficult cleaning to affected areas.
Property: Total loss
Then the Risk has to be calculated using the respective cells on the form MNC-15-200F1/F2 and based on the
score and by referring to the Risk Matrix below, the Risk level shall be defined and actions shall be taken
accordingly and as necessary:
LIKELIHOOD
Risk Matrix Extremely Remote Reasonably Frequent
Remote Probable
(1) (2) (3) (4)
Catastrophic Medium-low High-medium High-medium High
CONSEQUENCE/
(4)
SEVERITY
Severe Medium-low medium High-medium High-medium

(3)
Significant low Medium-low medium High-medium
(2)
Minor low low Medium-low Medium-low
(1)
Requires Actions based on Risk Matrix:
Risk Level Acceptable - Low(1-2) Risk Level Tolerable - Medium Risk Level is not Tolerable - High
Low (3-4) & Medium (6) Medium (8-12) & High (16)
No action/ additional measures Existing Risk Control Measures to Risk Control Measures to be
Required be reviewed to ensure ALARP modified and/ or additional Risk
level. For Medium Risk, Control Measures to be
additional measures might be implemented and recorded in
considered MNC- 15-200F1. Work should not
Assistance by Quality Manager be started or continued until the
or DPA and/or designated risk level has been reduced. While
Technical Superintendent may be the control measures should be
requested (decision of Master cost-effective, the legal duty to
and/ or Head of department) reduce the risk is absolute. This
means that if it is not possible to
reduce the risk, even with unlimited
resources, then the work must not
be started or must remain
prohibited.
Quality Manager or DPA and/or
designated Technical
Superintendent shall be informed
before any action.
Shipboard Permit System & Risk Assessment:
A work permit IS NOT replacing a risk assessment.
In principle a Risk Assessment should be carried out before commencing any tasks/operations. When the above
mentioned shipboard operations are taking place onboard is essential to perform a risk assessment.
Shipboard management is to decide when a risk assessment should be carried out (except the above mentioned
cases). If in doubt, the ship’s technical superintendent or the DPA should be contacted for further advice and
guidance.
Once the Master performs a Risk Assessment either new or to an existing one that have been reviewed he should
forward to the office via the monthly ships mail for review by the DPA.
MNC-15-200F1
Version 5
05.12.2017
Risk Assessment Form
Distribution in AMOS EMS Fill and File in AMOS EMS
Ship's Name: Date: Assessing Team: 1.
2.
Shipboard Activity: 3.
Fill this part first Fill this part only if the Risk is High or Medium-High Re-calculation of Risk
Hazard Consequence Severity Severity
Person
of Harm Date to of Harm
Likeliho Responsible Likelih
Current Control Measures in may implement may Reduced Risk Date to
Type of Injury which can Place
od of
result
Risk Level Further Control Measures Required? to implement
Further
ood of
result Level Review
Task activity with the potential to Risk further Risk
result if harm occurs(what if from the measures from the
cause harm measures
something goes wrong?) Risk Risk
0 LOW 0 LOW
0 LOW 0 LOW
0 LOW 0 LOW
0 LOW 0 LOW
0 LOW 0 LOW
Master's Name: Reviewer's Name:
Master's Signature: Reviewers's Signature:

Version 2 MNC-15-200R1
13/10/2017 Management System - Risk Management Definitions
Objective • Definitions of Risk related terminology

• Description of methodology used in order to define/ categorise risk
Scope Full management vessels and office
References 1. ISM Code Ch. 1.2.2.2, ISO 9001:2015 Ch. 6.1; 6.3
2. 15-200, 15-200F1, 15-200F2, 18-600, 18-600F1, 18-600F2
Distribution 1. Office: one controlled electronic copy in AMOS EMS
2. Vessel: one controlled electronic copy
Records Risk Assessment forms MNC-15-200F1
Risk Assessment
A procedure used in order to ensure the careful evaluation of both Office and Shipboard operations to
determine:
1. What can cause harm
2. Whether existing controls are adequate
3. Whether risk levels are tolerable
The expected output of a Risk assessment is the minimisation of risk to people, environment and property
through identification of Risks.
Hazards or Threats
Hazards or threats are conditions, which exist and may potentially lead to an undesirable event/ accident in terms
of injuries to humans or damage to property, damage to the environment, or a combination of these. A hazard is
the basis for an accident.
Controls
Controls are the measures taken to prevent hazards from causing undesirable events. Controls can be physical
(safety shutdowns, redundant controls, conservative designs, etc.), procedural (written operating procedures), and
can address human factors (employee selection, training, supervision).
Events
An event is an occurrence that has an associated outcome. There are typically a number of potential outcomes
from any one initial event, which may range in severity from trivial to catastrophic, depending upon other
conditions and add-on events.
Risk
Risk is the likelihood that an undesirable event will occur and lead to severe consequences within a specified
timeframe. Risk is composed of two elements, likelihood and severity (consequence). Risk is defined as the
product of the likelihood with which an event is anticipated to occur and the severity/ consequence of the event’s
outcome.
Risk = Likelihood × Severity
Likelihood
The likelihood of a potential undesirable event is expressed as events per unit time, usually per year. The
likelihood should be determined from historical data if a significant number of events have occurred in the past.
Often, however, risk analyses focus on events with more severe consequences (and low likelihood) for which
little historical data exist. In such cases, the event frequency is calculated using risk assessment models.
Severity (Consequences)
Consequences shall be analysed looking at the parameters of “Human Life”, “Environment” & “Property”.
Consequence can be expressed as the number of people affected (injured or killed), property damaged, amount of
spill, area affected, outage time, mission delay, amount of money lost, etc. Regardless of the measure chosen, the
consequences are expressed “per event”. Thus, the above equation has the units “events/year” times
“consequences/event”, which equals “consequences/year”, the most typical quantitative risk measure.
ALARP
As Low As Reasonably Practicable
28/05/2019 Response to Accidents and Near Misses
Objective description of response procedures after accidents and incidents (near misses)
Scope whole company
References ISM Code, MSC-MEPC.7/Circ. 8 para 6 and Code MSC-MEPC.7/Circ. 7
Distribution in AMOS one controlled electronic copy in AMOS EMS
EMS
Distribution without One controlled electronic copy and at least one printout by master
AMOS EMS
1. Introduction
1. Definitions:
a. An accident is a series of events and/ or conditions or actions that result in loss, e.g. injury, damage to
the environment, damage to or loss of property, plant and materials, or loss of business.
b. A near miss is a sequence of events and/ or conditions that could have resulted in loss. This loss was
prevented only by a fortuitous break in the chain of events and/ or conditions. The potential loss could
be human injury, environmental damage, or negative business impact. In other words, a near miss is an
unplanned event that did not result in loss but had the potential to do so.
2. Reporting
a. Every Master shall report all accidents and near misses encountered on board to the DPA. He will
review, investigate and analyse the report in close cooperation with the Master and the Technical
Superintendent in charge and decides on effective corrective action to prevent re-occurrence on any
other vessel in the company's fleet.
b. Vessels without AMOS EMS shall use the form MNC-15-300F1 for their reports. Vessels with AMOS
EMS shall use the applicable AMOS Module (Near Miss; or Incident/Accident) as their reporting tool.
c. Marine accidents (casualties and incidents) shall be reported to the vessel`s Flag State by the Company,
in accordance to their reporting instruction by using the accident report form, which has been individual
developed by each flag state.
d. Whenever an Accident or Incident occurs to a ship while or during at port or harbour. The master
shall also report immediately to the appropriate Authorities of the Port State
3. A proper safety culture aims to identify and eliminate all preventable causes for accidents. The company
therefore strongly promotes a 'no blame but learn' approach to accident and near miss reporting and
investigation. All crew members should be encouraged by the Masters to participate in the company's
reporting scheme.
4. Reasons why people may not report accidents

a. fear of consequences
b. concern about the safety record
c. lack of understanding of the importance of complete reporting.
5. Good communication and education are important ways to get better reporting. Superiors shall always
remind their staff on the need for reporting and why it is so critical and react in a positive way to timely
reporting.
6. Major accidents are defined by the company as:

a. Loss of life.
b. Injury resulting in the loss of limb or digit.
c. Injury or sickness resulting in hospitalization. In case of a serious injury, pls. use form MNC-50-
451F1 Serious Injury - Shipboard Response.
d. Grounding or touching bottom.
e. Fire.
f. Any hull damage except damages, which were caused by stevedores
g. Any flooding within the ship.
h. Piracy or physical threat to any crewmember.
i. Any pollution or threat to pollution.
Major accidents and incidents must immediately be reported to Marlow, either to the DPA or to the vessels
Superintendent!
Furthermore, please be reminded that in case of a critical mechanical malfunction or critical equipment failure
that cannot be rectified by resources on board a “Defect Note” MNC-36-395F1 has to be issued, in addition to
the accident report.
7. Minor accidents are defined by the company as:

a. Minor accidents are defined as any, which are not a major accident
b. Minor accidents must be reported to MNC within one day.
In case of accidents/incidents involving personnel, it is most important that MNC and the relevant crewing
agency are getting informed as soon as possible of any injury or sickness to a crew member which results in
hospitalization. The messages should contain sufficient information (medical documentation should be attached
as far as possible) to enable MNC and the crewing agency to give a true assessment of the situation to the next
of kin.
2. Goals and Responsibilities in Accident Investigations
1. The goal of each accident investigation is to

a. describe what happened
b. determine the real causes
c. decide the risks
d. develop controls
e. define trends
f. demonstrate management’s concern.
2. Normally suitably trained shipboard officers and line management should conduct most investigations
because
a. They have a personal interest in the people and workplace involved.
b. They know the people and conditions.
c. They know how best to get the information needed.
d. They are the ones who implement most remedial actions.
e. They are held accountable for what happens in their areas.
3. Office personnel and higher-level managers will take part in major loss cases and those where specialized
knowledge is needed.
4. The crew managers will require an additional and separate report, using respective form provided onboard
by the Crew Dept, in case of personnel injury. A copy of this report and all attached documentation must be
sent to the DPA as well.
3. The Six Major Phases of an Effective Investigation
1. Respond to the emergency promptly and positively

a. Take control at the scene.
b. Ensure first aid and call for emergency.
c. Control potential secondary accidents.
d. Identify sources of evidence at the scene.
e. Preserve evidence from alteration or removal.
f. Investigate to determine loss potential.
g. Decide who should be notified.
2. Collect pertinent information

a. Get “the big picture” first.
b. People evidence – Interviewing
1. Interview witnesses separately.
2. Interview on-site whenever feasible.

3. Put the person at ease.
4. Get the individual’s version.
5. Ask questions at the right time.
6. Give the witness feedback of your understanding.
7. Record (in writing) critical information quickly.
8. Use visual aids.
9. Use re-enactment sparingly and carefully
10. End on a positive note.
11. Keep the communication line open.
c. Do not re-enact an accident unless absolutely necessary and under strictly-controlled conditions.
d. For capturing Position evidence, use sketches, maps and photography to show relative positions and
before-and-after details.
e. Collect and safeguard important Parts such as equipment, tools, damaged areas and fluid samples.
f. Examine Records to identify basic causes such as training, maintenance, scheduling problems, or
problems related to rest hours.
3. Analyze and evaluate all significant causes

a. Use the cause and effect (domino) sequence.
b. Make a causal factor outline.
c. Cover immediate causes or symptoms (substandard acts/practices and conditions).
d. Cover basic or underlying causes (personal factors and job/system factors).
e. Determine the critical few specific causes.
f. Cover deficiencies in the management system (inadequate system, inadequate standards, and
inadequate compliance with standards).
4. Develop and take corrective actions
a. Consider alternative controls.
b. Lower the likelihood of occurrence.
c. Reduce the potential severity of loss.
d. Take temporary actions immediately.
e. Take permanent actions as soon as possible.
f. Document with written report.
5. Review findings and recommendations

a. Have every report reviewed by the next higher-level manager.
b. Measure the quality of the reports and coach for improvement.
6. Follow through
a. Conduct investigation review meetings.
b. Monitor timely implementation of remedial/preventive actions.
c. Analyze data for trends.
d. Profit from prompt and positive changes based on reviews, analysis and experience.
4. Investigation Follow-Up
1. The Master, the Technical/Marine Superintendent and the DPA will decide on appropriate corrective action based on
the findings of the investigation.
2. A summary of each accident or hazardous near miss report should normally be circulated throughout the fleet in order
to remind and raise safety awareness. Based on the circumstances the report may be anonymized.
3. The DPA is responsible to verify the timely implementation and effectiveness of the corrective action. For significant
non-routine changes, the Management of Change procedure must be implemented.
4. The DPA will compile the following data analysis as KPI and input to Management Reviews:
a. an annual personnel accident statistics
b. an analysis of near misses and accidents according to
1. types of events
2. losses and loss potentials
3. immediate/direct causes
4. basic/underlying causes
22/08/2018 Initial Accident - Near Miss Report
This form is only applicable for vessels without AMOS EMS

Form Purpose Initial Accident Report: to be completed by Master as soon as possible after any accident
- latest after 24 hours. A detailed investigation will be carried out later on.
Near Miss Report: to be completed by Master after a Near Miss was identified.
Distribution Per email to DPA - Original to Ship`s records ( MA-10)
Name of Vessel
Accident Near Miss Type:
Date & Time

Description of
the Events
- brief story
- add times
Relevant
Circumstances
- wind, weather,
restrictions etc.
Witnesses
- add contact details for
external witnesses as far
as known
Injuries
- to own people and third
parties
Damages
- to own/other ship,
floating objects, shore
facilities etc.
Pollution
- type and amount of
substance(s) spilled
Initial Response Actions
and Current Situation
Office Support Required
- organization of
surveyors, repairs or
supplies
- contact to authorities,
class, insurance
Initial Cause
Suggestions
- immediate and root
causes after first
impression
Preventive / Corrective
Action
Proposal(s)
Attachments
- sketches, photos, reports,
statements etc. as far as
already at hand
Name/Signature
of the Master
Date/Signature
of DPA and or Lead
Investigator
16/12/2016 Open Reporting System (ORS)
1. General
a. Compliance with environmental and safety regulations is everyone’s responsibility whether they work
onboard ship or ashore. As part of that responsibility, it is your duty to promptly inform Marlow
Navigation (as the DoC holder for the vessel) of any practice onboard that contradicts, or you suspect
contradicts the MARPOL rules, any other regulations or Marlow Navigation Co. Ltd. Policies.
b. Marlow Navigation urges all employees to report any such information to the Master onboard or
contact directly by telephone, SMS text or email to the Designated Person Ashore (DPA).
c. Should a crewmember prefer not to report directly to the company, he/she may also report to an
independent dedicated third party who has no connection with Marlow Navigation at the email address:
mail@open-reporting.net or call the toll-free telephone number +80080017517.
d. Reports may be submitted anonymously.
e. Should a crewmember wish to reveal his/her name, it is assured that his/her identity will be kept in
strict confidence.
MARLOW NAVIGATION CO. LTD WILL NOT RETALIATE AGAINST ANY CREWMEMBER
MAKING SUCH REPORTS. WE RELY ON EVERYONE’S COOPERATION.
2. Open Reporting System (ORS) - How does it work?
a. Any employee based either onboard or ashore may report freely and even anonymously any concerns or
issues of non-compliance with MARPOL rules, any other regulations or Marlow Navigation Co. Ltd
Policies.
b. Crewmembers are usually informed about the provisions of the ORS and are offered training on the
company’s Environmental Training Program (ETP) at the manning agencies and shall sign the MNC-
16-600F1 (Marlow Employee Warning Letter).
c. Should for any reason the briefing on the ORS and the training on ETP not be available at the
manning agency, then same shall be provided onboard.
d. While the policy is being implemented crewmembers already onboard will be briefed about the
provisions of the company’s ORS through the relevant procedures that exist in the safety management
system to be discussed at the next safety committee meeting.
e. Notices for the ORS are to be posted in all mess rooms, on the Bridge, ECR, in corridors and by the
Bunker station, sludge discharge lines and oily water separator.
f. Reports shall be submitted via email, sms text or toll-free phone.
g. Any concerns submitted will be investigated by the DPA and prompt steps are to be taken to resolve
them.
h. It must be clear to all that a failure to notify immediately is grounds disciplinary action, which may lead
to dismissal and/or criminal charges, subject to applicable labour laws.
3. Emergency Situations
a. There are two main categories of reported incidents, the emergency situations where immediate
response is needed and the non-emergency situations.
b. Emergency situations are considered as incidents or actions which directly result in pollution to the
environment and/or directly put safety of life or the vessel at risk. All other incident reports will be
treated as non-emergency.
c. When the incident report refers to an emergency situation, then independent dedicated third party must
immediately contact the DPA and report the incident and email aalexandrakis@marlowtechnical.com
or the ADPA email gcowling@marlowtechnical.com and telephone the DPA/ADPA.
d. All reported incidents (either emergency or non-emergency) will be recorded by the independent third
party and forwarded to the DPA within 24 hours providing, if required, comments and proposals to the
DPA for handling the reported incident. The DPA or ADPA shall confirm to the independent third
party safe receipt of the report.
20/10/2015 Marlow Employee Warning Letter
1. Addressing all crewmembers employed by Marlow, we would like to bring to your attention an issue of
paramount importance, which directly affects our co-operation.
2. We have recently been confronted with several cases where Marlow crewmembers were involved in
illegal business of ship’s fuel oil.
3. Although the number of seamen involved in these criminal activities is comparatively small to the total
number of seamen respectfully serving onboard, we cannot allow the minority to put the reputation of
the company, as well as to put the ship at risk of possible fines and or detention. We all have the
obligation to protect our business from people who one way or another harm our operation and therefore
we expect all of you to act in such a way as to prevent such persons acting so irresponsibility.
4. We would like to draw your attention to the fact that your performance and behavior should be such that
the interests of the vessel, the owners, Marlow and any other party will never be jeopardized.
Crewmembers are reminded that illegal business with the ship’s fuel oil, any other ship’s property and
any other unlawful acts committed constitute a clear breach of their Seafarer Employment Agreement
and of maritime security regulations, that will also have a direct negative impact to your career.
5. In view of the above, we herewith advise you that the P&I clubs, the owners, the charterers reserve the
right to claim against and sue the crew for any illegal business with the ship’s fuel oil or any other
illegal business with the ship’s property, as a consequence of which financial losses are suffered.
6. Further we advise you that Marlow Navigation operates an open reporting system, details of which are
attached. It is a requirement that you comply with this open reporting system.
Acknowledgement of Receipt & Understanding Statement
I , (name of the Seafarer), hereby confirm that the above letter has been received, acknowledged and that I
fully understand and agree and will comply with this content.
Signature: Date & Place:

11/04/2017
Group Quality Manager (Quality Management
Representative)
1. The Group Quality Manager reports to the Joint Managing Director and to the Chairman.
2. For periods of absence the DPA will act on his behalf.
2. Responsibilities
The Group Quality Manager is the appointed Quality Management Representative as per ISO 9001:2015 par.
5.5.2. and responsible for:
1. ensuring that processes needed for the Integrated management system are established, implemented and
maintained within the Company as well in other offices of the Marlow group, as instructed by the
Management.
2. reporting to the Joint Managing Director on the performance of the Integrated management system and
any need for improvement.
3. ensuring the promotion of awareness of customer requirements throughout the organization;
4. the control of quality documents as per procedure 18-200 including the Company’s Manual, and the
Manual of other forms, circulars and reference documents of external origin.
5. the measurement of the effectiveness of the Integrated management system based on statistical analysis
of quality performance indicators such as customer satisfaction, customer complaints, non-conformities,
recommendations, accidents and hazardous incidents, port state control deficiencies, flag state
deficiencies etc.
6. the scheduling and execution of all internal office audits, both in the Company as well as in other group
offices as instructed by the Management. For the Company internal office audits responsible for the
selection and appointment of the internal auditors.
7. the monitoring of the results of all internal & external audits, in order to ensure that all applicable rules
& regulations are fulfilled.
8. being the company’s representative during External Office Audits and responsible for the follow-up and
closing of identified deviations.
9. the review of new or revised procedures and forms proposed by the section managers and their
presentation to the Joint Managing Director for approval.
10. the measurement of the usefulness of the quality documents for its intended users.
11. the review and monitoring of regulatory developments applicable to our operations, and the distribution
of relevant information to the Top management and department & section managers concerned.
12. Ensuring the implementation of applicable regulatory developments/ requirements into the company’s
management system, as well as in the Management System of other Marlow group offices/systems as
instructed by the Management.
13. The scheduling, execution, and administration of Management Review Meeting and preparation of the
minutes.
3. Qualifications
The Group Quality Manager must:

1. In his capacity as Quality Management Representative, be a member of the Management
2. have graduated in a maritime profession;
3. have worked as Superintendent with Marlow Navigation for at least 2 years or have 3 years experience
in a similar position with another company;
4. have profound knowledge of IMO, ILO and national regulations affecting ship management operations;
5. have profound knowledge of management standards and training in auditing techniques;
6. have good command of the English language;
7. have good knowledge of IT technology;
8. have good analytic and organizational skills;
9. have good communication, negotiation and decision making skills and
10. show integrity, objectivity, respect to colleagues and leadership.
19/05/2017 Definitions
Page 1 of 1 QMR QMR J. Managing Director
Quality terminology is explained in detail in ISO standard 9000:2000 a copy of which can be obtained from the
Marlow Quality Section. Following additional terms shall be hereby defined:
Term Definition
company Stands for Marlow Navigation Company Limited.
customer A person or legal entity that signed a crew management contract with Marlow
Navigation Co. Ltd. (unless explicitly described as 'internal customer')
ISM Code International Safety Management Code of the International Maritime
Organization (IMO), as amended (SOLAS Convention Chapter IX)
ISO 9001:2000 Voluntary quality management systems standard 9001 of the International
Standardization Organization (ISO), as revised in 2000.
The actual standard is accompanied by three other standards:
- ISO 9000:2000 'Quality management systems - Fundamentals and vocabu
lary'
- ISO 9004:2000 'Quality management systems - Guidelines for performance
improvements
- ISO 19011:2002 ‘Guidelines for quality and/or environmental management
systems auditing'
ISO 9001:2015 The 2015 revision of ISO 9001 Standard.
management contract written terms and conditions agreed between the customer and Marlow
Navigation Co. Ltd., where the customer agrees to entrust the crew
management of a vessel fully or partially to Marlow and Marlow agrees to
render the required management services to the vessel
Marlow Stands for Marlow Navigation Company Limited
Marlow Navigation Controlled collection of all documented quality policies and procedures
Quality Manual specifying the quality management system of Marlow Navigation Co. Ltd.
Manning Agreement written terms and conditions agreed between the Manning Agent and Marlow
Navigation Co. Ltd., where the Manning Agent agrees to ……
Controlled Manning Agent Controlled Manning Agents are Manning Agents working systematically with
Marlow as per Marlow Standards & Guidelines for Manning Agents. On them,
Marlow has the right to enforce compliance with any of the stated requirements,
or even to dictate compliance to policies or structural and procedural changes
within their organisations. In the majority of cases, those agents can act on
Marlow’s behalf and are exclusive Marlow agents.
Cooperating Manning Agents Cooperating Manning Agents are Agents that are providing services to Marlow
on request, not systematically and in big volumes. For those agents, Marlow is
not in the position to enforce policies or changes. In the majority of cases a
valid manning agreement must be signed with Cooperating Agents, while the
rest of the function listed under paragraph 7 above can be allocated to them
following approval by Director Crewing.
12/04/2017 Control of Documents
Objective description of document control procedures

Scope whole company
References ISM Code Ch. 11, ISO 9001:2015 Para. 4.2.4.
Records amendment and distribution records in Quality Section
1. Types of Documents
1. The company's management system documentation consists of
a. the company manual (with a shipboard manual for full management vessels and a manning agents
sub manual for controlled manning agents),
b. forms,
c. circulars and
d. controlled external reference documents.
2. All documents are controlled by the Group Quality Manager who is authorized and responsible to check
and ensure that all documents used by company employees and suppliers at any location are properly
reviewed, approved and current.
3. Records are a special type of document and shall be controlled according to the procedure described in
18-220. Selected records have been inserted in the Company Manual to further clarify the implementation
of particular procedures.
2. The Company Manual and Sub-Manuals

1. The Company Manual consists of
a. documents describing the company's policies and procedures,
b. selected records containing procedure implementation information for specific time spans and
c. blank forms to be used as printout records in connection with described procedures.
2. Each document and all the company’s forms features a header containing following information:
a. the company's name abbreviation 'MNC'
b. a document identification number for reference purposes (e.g. MNC-18-200 refers to the Company
Manual document number 18-200)
1. related records carry the same identification number with an extension '-R' but have their
own version number and publishing date
2. related forms carry the same identification number with an extension '-F' but have their own
version number and publishing date
3. the first 2 digits represent the procedure category and the following digits identify the
particular document within the category
c. the version number of the document
d. the publishing date of the version (being the date when the version enters into force)
e. the document title
f. The issuer (usually the manager responsible for the described procedure).
g. the person reviewing the system compliance of the document (always the Group Quality Manager,
for ship management relevant procedures additionally the DPA)
h. The person who has released the version (JMD)
3. The first page of each document additionally shows following information:

a. objective (explaining the purpose of the document)
b. scope (explaining for which departments or sections the document is relevant)
c. references (to controlled external or other internal documents)
d. distribution (explaining how the document is being controlled)
4. Company’s Manual document 00-010 contains the index of all current documents including their current
revision status and an indication whether they form part of any sub-manual.
5. The company’s management system, on the 16.01.2012 has been transferred into the computer based
software AMOS EMS which is document management software and includes updated versions of all the
company’s management system documents. Responsible for the maintaining the status of documents in
AMOS EMS is the Group Quality Manager.
6. All documents available in AMOS EMS, shall undergo a review and approval process prior of their final
release by the management (JMD) and their posting in the system by the Group Quality Manager.
7. All head office employees shall have access to AMOS EMS software and further on to all the documents
of the management system that are related to their job and responsibilities. Any printouts are uncontrolled
copies and shall not be used unless the validity of their revision/version number has been verified with the
controlled intranet copy.
8. For the following remote locations, the company issues manuals which contain selected procedures
relevant to these locations:
a. full management vessels (distribution controlled by the Group Quality Manager)
b. Controlled manning agents (distribution controlled by the Director Crewing as per MNC-44-
100R1
3. Forms
1. Forms are normally integrated into the company manual as described in paragraph 2.
2. Until further notice a number of historic forms continues to be in use which are coded as follows:
Purpose / User Group Letter Code Numbering Scheme

Shipboard Crew Management Forms SC 200 - 299
3. New and revised forms will be announced by the Group Quality Manager by email notification and via
notifications in AMOS EMS. The use of superseded forms must be suspended at the effective date of the
new revision/version. Any paper forms of the previous revision must be destroyed to prevent accidental
use.
4. Circulars
1. Circulars must be in compliance with all requirements and procedures described in the Company Manual
and may serve following purposes:
a. Permanent topic circulars are used for
1. the controlled distribution of external documents
2. for the controlled distribution of instructions and procedures to second parties (e.g. circular
series CDA and CDV) or
3. for the controlled distribution of procedures to a restricted audience (e.g. TD-S)
b. Temporary topic circulars are used for the controlled distribution of announcements and reminders
within the company (e.g. circular series CA) and should be withdrawn latest after one year.
2. Following circular series are being published:
Code Audience Purpose

CA all head office staff management announcements
TD-Fleet Circulars - Masters of full management Announcements and reminders for Masters of full
Deck vessels and Technical management vessels and for Technical Department staff
Department on subjects related to Deck related matters
Engine vessels and Technical management vessels and for Technical Department staff
Department on subjects related to Engine related matters
Code Audience Purpose

TD-Fleet Circulars - Masters and Ship Security controlled distribution of security procedures
Security Officers of full management complementing the Ship Security Plans
vessels
National & Port State vessels and Technical management vessels and for Technical Department staff
Requirements Department of Flag State and PSC requirements & regulations.
CDA Controlled manning agents and controlled distribution of procedures relevant to manning
Crew Department staff agents (beyond the manning agency sub-manual)
CDV Masters of crew management controlled distribution of procedures relevant to Masters
vessels and Crew Department of crew management vessels
3. Circulars shall have a header containing following information:

a. the company's name abbreviation 'MNC'
b. a circular identification code for reference purposes as follows:
1. Circulars shall have an identification code consisting of the series letter code and a 3-digit
number (to ensure a permanent reference number for each circular topic). The first circular
in the series shall always be the index circular to be updated whenever there is a change in
the series.
c. the version number of the circular
d. the title of the circular series
e. the publishing date of the circular version
4. The first page of each circular shall additionally show following information:
a. objective (explaining the purpose of the circular)
b. scope (explaining for which locations, departments and sections the circular is relevant)
c. references (to controlled external or other internal documents)
d. distribution (explaining how the document is being controlled)
e. enclosures (listing all enclosures to the circular)
5. All circulars shall be circulated as email attachments and posted by the Group Quality Manager in the
AMOS EMS software to ensure access for all employees (except series TD-S). Additionally, Crew
Department Circulars shall be posted in the company’s extranet. The issuing managers are responsible for
a regular review of the circulars issued and their cancellation if they became obsolete.
5. External Reference Documents
External reference documents are controlled by the Group Quality Manager as per procedure 18-210.
6. Issue and Amendments Procedures
1. The requirement to introduce new or to revise existing documents may be e.g. the result out of
a. revised customer requirements;
b. investigations of nonconformities, recommendations, accidents, hazardous incidents, damages,
third party inspection deficiencies, customer complaints etc.;
c. management reviews;
d. changes in the legal and business environment.
2. The draft shall normally be prepared by the manager who is mainly supervising the process described (the
issuer). The Group Quality Manager may assist in the drafting process. All document change requests
shall be processed in the AMOS EMS software.
3. Once the draft is finalized, the Group Quality Manager shall review the proposed amendments to ensure
a. that they are adequate,
b. that they are in compliance with the company's policies and all applicable regulations and
standards (including but not limited to ISO 9001:2015, ISM Code, ISPS Code) and
c. that they do not conflict with other procedures contained in the manual or in current circulars.
4. If the Group Quality Manager has no objections, he shall seek approval for the new document or the
revision by the J. Managing Director (accompanied by explanatory documentation as required) and
implement the new document or version at the agreed current date.
5. When changes/ amendments are authorized they shall be incorporated in the text as bold italics so that
they are easily identifiable by the reader. Only latest changes/ amendments will appear in bold italics as
each time the document is amended, the previous changes/ amendments will be transformed to normal
text.
When text is completely deleted from a document, deletion will be identified by marking the document at that
point with a ¢ symbol.
6. All changes in the Quality Manual will be advised by the Group Quality Manager by email circulars and
AMOS EMS notifications to all parties concerned to ensure that they are made aware of the changes and
that obsolete documents are duly removed.
7. In addition to the above, for new or revised circulars issued by the Crew Department, the changes shall be
presented to the related employees during short presentations usually organized by the Group Quality
Manager.
7. Obsolete Documents
1. Any company manual documents, forms, circulars or external reference documents which have been
replaced by new revisions or other documents or which have been cancelled or expired must be removed
from all places where they have been used and be either destroyed or clearly marked as 'obsolete' in case
they are kept as records. Group Quality Manager shall ensure that obsolete and outdated documents are
transferred in the history folders of AMOS EMS.
2. The Group Quality Manager is responsible for archiving all originals of superseded versions of
documents other than records.
28/12/2011 Control of External Reference Documents
Page 1 of 1 Quality Manager Quality Manager J. Managing Director
1. Responsibilities
1. The Quality Manager is responsible for controlling that any external documents to which the
company's management system refers to are always available in their latest version at all locations
where they are required.
2. The organisation shall have access to such external documents either by having subscriptions with
selected suppliers (as for example Thomas Gunn) or by arranging access to public and
governmental databases for all responsible personnel.
3. Managers are responsible for registering relevant publications available in their area of
responsibility with the Quality Manager.
4. All employees are invited to suggest useful library additions to the Quality Manager and to advise
him in case they become aware of new editions of controlled external reference documents.
5. The Quality Manager (also appointed Quality Management Representative) shall review all new
incoming regulations/ publications or legal requirements in order to determine how their
requirements apply to the management system.
6. When publications and external rules & regulations are related to safety issues onboard as well as
to Flag state, port state or other international or national regulations, then the responsibility for
review goes to the company’s DPA.
2. Identification of Required Publications
1. The company must be in possession of all regulations governing its activities including but not
limited to
a. Cyprus and E.U. laws and regulations;
b. IMO conventions (e.g. SOLAS, MARPOL, STCW), codes and circulars as far as relevant;
c. ILO conventions and recommendations as far as applicable;
d. ITU and WHO regulations and guidelines as far as applicable;
e. Flag and Port State laws and regulations as far as applicable;
f. hydrographical publications as far as applicable.
2. The company furthermore maintains a library of guidance and reference publications such as
a. ISO management standards (e.g. 9001:2000)
b. industry guidelines (e.g. from ICS, ISF, BIMCO, OCIMF, Intertanko, professional
associations, Nautical Institute, P&I Clubs, classification societies, consultants, suppliers)
c. maritime reference publications (e.g. from LR Fairplay, Lloyd's)
d. maritime newspapers and periodicals (e.g. Lloyd's List, Digital Ship)
e. professional training material (maritime, legal, commercial, IT, accounting etc.)
3. Print Publications
1. All ship libraries and the office library are enrolled with Thomas Gunn's New Edition Service
(TGNS) to ensure that latest updates for maritime publications are supplied automatically.
2. In the head office print publications are stored in various locations. The Quality Manager publishes
a central index to facilitate access for all employees and to control that the publications are up-to-
date. He also maintains the TGNS database index for the office library.
3. A list of minimum outfit requirements for ship libraries is published as 18-210-R1. Masters and
the DPA are responsible for the adequacy of each library and the correctness of the TGNS index.
15/06/2016 Control of Records
1. General Record Keeping Policy
1. A record is a document stating results achieved or providing evidence of activities performed. The company
keeps records to demonstrate
a. that the management of the vessels is done in accordance with the provisions of the management
agreements which specify the regulatory and customer requirements for the service, and
b. the effectiveness of the company's integrated management system.
2. Records will be filed and archived in such a way that they are
a. protected from deterioration, damage or loss;
b. clearly marked and identifiable and
c. easily accessible and retrievable.
3. It is company policy to increase the percentage of electronic records and to reduce the amount of paper
records as far as this is legally permitted and technically /economically feasible in order to
a. improve the accessibility and mobility of records
b. reduce the effort necessary to maintain the records
c. reduce the environmental impact of the company's recordkeeping requirements
d. improve record protection by minimizing the deterioration risk and storage at multiple locations
2. Electronic Office Records
1. Electronic records consist of but are not limited to

a. database records
b. electronic files including scans of paper records
c. email files
2. Section managers are responsible for

a. ensuring the implementation and documentation of transparent electronic filing systems in their area
of responsibility as far as applicable,
b. ensuring that electronic records are kept for at least 7 years,
c. ensuring that all relevant electronic records are identified to the IT section for user independent
backup and archiving measures
3. Filing of Paper Office Records
1. Records are filed in each section in accordance with the filing system approved by the relevant section
manager who is also responsible to ensure
a. that there is sufficient shelf space to accommodate the filing system;
b. that the system is organized in a logical and unambiguous manner so that the correct filing and
retrieval location for each record can be easily identified;
c. that the records are regularly reviewed for archiving in order to keep sufficient free shelf place within
the section.
2. The individual filing systems of each section shall be described in separate documents following hereafter.
4. Archiving of Paper Office Records
1. The Managing Director is overall responsible for the company's archive and the disposal of records.
2. Archived paper records are stored in box files on designated shelves in the office building's archive room.
Each section is given a code to be used to identify the section's box files. Following list contains the section
codes and minimum retention periods - some records may be kept longer at the request of customers or in
accordance with specific management instructions:
15/06/2016 Control of Records
3. Paper records shall be retained for 7 years.
4. All box files will be labeled with the section's code, the year(s) the records were produced and a clear
description of the contents.
5. Space will be made available for the storage requirements of each section and the box files will be recorded
(either manually or computerized) indicating the exact position of each file for easy identification and
retrieval when required.
6. Archived records can only be retrieved with the section manager's approval. The person who is permitted to
remove a box file temporarily must report it's return to the original place to the section manager who will
follow up in case such return report is not received.
5. Shipboard Records - Full Management Vessels
1. Masters must ensure full compliance with shipboard filing and archiving procedures for electronic and
paper records as described in the ship management section.
2. Compliance shall be verified by the Vessel's Superintendent during ship inspections and by the DPA during
shipboard audits.
6. Maintaining Full Management Vessels paper records onboard
Shipboard paper records resulting from requirements of the Management System shall be maintained
onboard for 5 years.
07/05/2019 Nonconformities and Corrective Action
Objective Description of the procedures to deal with process nonconformities

Scope Whole company
References ISO 9001:2015 para. 10.2 , ISM Ch.9
1. Internally Issued Nonconformity Notes
1. A nonconformity is defined as a non-fulfillment of a requirement. A nonconformity note must be issued if

objective evidence indicates clearly that a procedure was not followed in a number of cases (systematically)
so that the procedure's intended results are not being achieved.
Note: This document relates to process nonconformities as opposed to service (= product)

nonconformities discussed in ISO 9001. Both are connected in the sense that a systematic re-
occurrence of particular service nonconformities would indicate a process nonconformity.
2. All employees are encouraged to report apparent nonconformities per email to

nonconformities@marlow.com.cy in order to initiate an investigation into the causes and to achieve
corrective action for improving the company's service quality and efficiency.
Note: Nonconforming supplier products or services must be reported to the Marlow manager in charge
for the contract with the supplier in order to issue a customer complaint.
3. Nonconformity Notes (form MNC-18-330F1) can be issued internally by the management, Section
Manager/ Master and internal auditors as a result of
a. investigations of customer complaints and accident and hazardous incidents;
b. observations of the daily working process;
c. analysis of data (performance indicators);
d. reports from employees affected in their performance by non-complying output from other sections;
e. internal audits;
f. management reviews.
4. Reporting
a. For vessels without AMOS EMS the form MNC-18-330F1 shall be used.
b. For vessels with AMOS EMS the applicable AMOS Module (Non Conformities/Deficiencies)
shall be used as reporting tool
5. The procedure for the issue of nonconformity notes during audits is described in MNC-18-400.
6. Nonconformity notes which were not issued as a result of an audit shall be passed to the Group Quality
Manager and the DPA if the non-conformity is related to the ISM-Code, who will establish whether the
evidence provided is objective and sufficient and who will investigate further if required (e.g. by arranging
an unscheduled audit).
7. If the objective evidence is sufficient, the Group Quality Manager will register the nonconformity note and
review the corrective action and deadlines proposed by the Section Manager/ Master concerned for
adequacy. Once agreement was reached, both the responsible Section Manager/ Master and the Group
Quality Manager, and the DPA if the non-conformity is related to the ISM-Code, will acknowledge the
nonconformity note to confirm the acceptance and the agreement about the corrective action.
8. Non-Conformities issued during Internal Shipboard audits shall be kept in a separate registry maintained by
the HSSE Section.
07/05/2019 Nonconformities and Corrective Action
2. Internally issued Observations
1. An observation is defined as is a statement made by the internal auditor referring to a weakness or potential
deficiency in the Management System, which, if not corrected, may lead to a non-conformity in the future
(potential non-conformity).
2. Observations may be issued by internal auditors during internal audits and shall be listed in the audit report.
3. Whereas for identified non-conformities corrective actions shall be identified and implemented, for
identified observations, only preventive actions are necessary to be implemented.
3. Externally Issued Nonconformities
1. The company is voluntarily subject to annual external (third party) audits in order to verify its compliance
with the ISO 9001 standard and ISM-Code (mandatory) and to obtain certification to that respect.
2. When a nonconformity is identified during an external audit, the external auditor issues his own
nonconformity note with reference to the relevant paragraph of the standard. The nonconformity is then
discussed and appropriate corrective action with deadlines agreed between the auditor and the responsible
Section Manager/ Master.
3. The original nonconformities are kept by the auditor until the next annual audit and copies are given to the
management and the Group Quality Manager for follow-up as attachments to the External Audit Report.
4. The Group Quality Manager will register the nonconformities and the DPA will ensure together with the
manager(s) concerned that all corrective action will be completed and reported within the time frame agreed
with the external auditor. External Non-Conformities issued onboard Full Management vessels and are
related to non fulfillment of any of the requirements of the ISM code, shall be kept in a separate registered
maintained by the HSSE Section.
5. The external auditor will verify the corrective action during the next external audit, decide on the level of
adequacy and upgrade, downgrade or close the non-conformity accordingly.
4. Corrective Action
1. The key to a successful closure of a nonconformity is the proper analysis of its cause(s) since corrective
action is defined as an action to eliminate the cause(s) of a detected nonconformity or another undesirable
situation.
Notes: Corrective action is taken to prevent recurrence of an undesirable situation whereas

preventive action is taken to prevent occurrence of it.
Corrective action differs from correction (an action to eliminate a detected service
nonconformity) in its goal to eliminate the cause of the detected occurrence rather than just
correcting one particular service nonconformity. A correction can be made in conjunction with
corrective action.
2. The Group Quality Manager/ and or the DPA is responsible for ensuring that the reported as implemented
corrective action(s) has been timely implemented either by doing that in person, or by asking another
visiting internal auditor OR Technical Inspector to verify the timely implementation of corrective action on
his/ her behalf. Once the verification for the timely implementation of the agreed corrective action(s) is
received and is accepted, then the Group Quality Manager/ and or the DPA can close the nonconformity.
3. The Group Quality Manager/ and or the DPA shall investigate the effectiveness of corrective action taken
when re-auditing the section concerned and when preparing management reviews and present his findings
in the management review input.
07/05/2019 Nonconformity/Deviation Note
Form Purpose To be completed in case for deviations issued / received in order to follow up with required
corrective action.
Distribution Original/copy to DPA/Group Quality Manager, Master and/or Section Manager
Non Conformity #
Observation #
Site/vessel
Deficiency #
Department / Section Issue Date
Name and Position of Procedures

Issuer Reference
Standard Reference
Occasion of Issue
1. Description of Deviation:
2. Agreed Corrective Action Agreed Deadlines:
Signature Issuer: Signature Master/Manager (acceptance): Group Quality Manager and/ or

DPA (review):
3. Completion and Verification of the Agreed Corrective Action
Completion Date Verification Date
Reported by Verifier
Signature of Reporter Signature of Verifier
4. Closing of Deviation Note

Closing Date Signature QM and/
or DPA
12/04/2017 Preventive Action and Recommendations
Objective description of the procedure for processing quality improvement recommendations

Scope whole company
References ISM Ch. 9, ISO 9001:2015
Records Quality Improvement Recommendations Register, electronic records
1. Preventive Action
1. The company is committed to prevent the occurrence of nonconformity or any other undesirable situation
by promoting foresight and preplanning in order to take preventive action (defined as an action to
eliminate the cause(s) of a potential nonconformity).
2. Potential nonconformities can be identified by

a. a continuous process of studying and reassessing the regulatory and business environment in order to
predict and prepare for new customer requirements;
b. promoting quality awareness amongst all employees and encouraging a culture of constructive
criticism of existing procedures;
c. welcoming external advice and promoting good and mutually beneficial relationships with industry
experts, e.g. by participating in the activities of the Cyprus Shipping Council and cooperating with
administration representatives
3. The Group Quality Manager (also acting as QMR) for ISO 9001:2015 and/ or the DPA in cases the ISM-
code is involved (for vessels only) shall investigate the success of preventive action taken when preparing
management reviews and present his findings in the management review input.
2. Quality & Environmental Improvement Recommendations
1. The company promotes the active participation of all employees in upgrading its integrated management
system and therefore encourages and invites internal recommendations for procedure improvements.
2. Any employee who wants to make a quality & environmental improvement recommendation shall send
an email to the Quality Section at recommendations@marlow.com.cy for registration.
3. The QIR Register will be published by the Group Quality Manager via intranet and shall contain
following information:
a. a unique reference number for each QIR
b. the date of registration and the name of the person(s) making the recommendations
c. the subject of the recommendation and follow-up notes
d. the final implementation and verification dates
4. If the Group Quality Manager finds the proposal supported by the relevant Master and/or section
manager(s), he shall monitor the implementation process of the recommendation and verify its
effectiveness after about 6 months.
3. External Recommendations
1. The company will carefully consider any recommendations received from customers, suppliers and third
parties to improve its integrated management system.
2. The Group Quality Manager will register such external recommendations and follow them up.
08/07/2019 Internal Auditing
1. Audit Programme
1. The company will conduct combined internal ISM /ISO 9001:2015 audits in each section of the
office (as applicable) in about 6-month intervals (but not less than once per year), and for the full
management vessels at least once per year and at intervals not exceeding twelve months to
determine whether the integrated management system
a. conforms to the planned arrangements, to the requirements of the ISM- Code, and ISO
9001:2015 standard, (office only) to the applicable legal requirements and to the
management system requirements established by Marlow, and
b. is effectively implemented and maintained.
2. In addition, the company will also conduct GDPR compliance audits, once per year to determine
whether the Management system conforms to the requirement of GDPR as applicable. The
GDPR audits can be combined with other Internal Audits as mentioned in par.1.1.
3. On the full management vessels, the company will conduct internal ISM audits at least once per
year and at intervals not exceeding twelve months.
4. The audit programme shall be planned by the Quality Manager and for the Full Management
vessels both by him and the DPA and approved by JMD and the FM, taking into consideration the
status and importance of the processes and areas to be audited, as well as the results of previous
audits. The programme will be published in the company’s Intranet.
5. Additional unscheduled audits may be ordered if events, third party inspection findings or
performance indicators show that particular procedures appear to be either not properly
implemented or inadequate for the intended purpose.
6. The audit criteria, scope and methods shall be defined by the Quality Manager and for the
Technical Department’s vessels by the DPA who will also select and appoint the auditor(s).
7. Auditors shall not audit their own work so that the conduct of the audits ensures objectivity and
impartiality unless it is impractical due to circumstances that cannot be influenced by the company.
2. Audit Notification
1. The appointed auditor(s) will officially announce scheduled audits about 2 weeks in advance per
email to the relevant section manager(s) or Master after having informally agreed with them on the
date(s) of the audit.
2. The notification shall contain information about the

a. date of the audit
b. name(s) of the auditor(s)
c. scope of the audit
d. criteria of the audit
e. method of the audit
f. draft time schedule of the audit
3. The section manager(s) or Master will confirm that the key personnel will be available on the
selected day and that the audit will not interfere with key operations or propose a better date.
4. Unscheduled audits may be carried out unannounced, depending on the urgency of the issue at
hand.
08/07/2019 Internal Auditing
3. Audit Performance
1. The appointed internal auditor(s) will first meet the section manager(s) or Master to discuss the
details and the time schedule of the audit in order to minimize negative effects on operations whilst
allowing sufficient time to achieve the audit's objectives.
2. Depending on the chosen methods the auditors will then

a. interview selected personnel to confirm compliance of their activities with the documented
procedures and to establish undocumented procedures if any and
b. examine randomly chosen sample records to verify compliance with the written or stated
procedures.
3. In case deviations from procedures are found further investigations must follow immediately in
order to establish whether there is sufficient objective evidence to justify the issue of a
nonconformity note.
4. If the auditor decides to issue a nonconformity note,

a. he must discuss the corrective action to be taken as well as the deadlines for completion
and the required verification.
b. The auditee must sign the nonconformity notes before the audit is closed in order to accept
the existence of the nonconformity and to confirm the corrective action and the time frame
as agreed.
c. The manager responsible for the area being audited shall ensure that actions are taken
without undue delay to eliminate detected nonconformities and their causes.
5. If the evidence found does not indicate a nonconformity but rather the potential for a future
nonconformity (e.g. non-complying service), a quality improvement recommendation shall be
issued by the auditor in order to take preventive action.
4. Audit Report
1. On completion of the audit, the auditor(s) will prepare an audit report using the Audit Report form
MNC-18-400F1. The audit report will include a summary of the audit and the list of nonconformity
notes and quality improvement recommendations issued.
2. Following records shall be attached to the Audit Report:

a. the completed audit check list;
b. all non-conformity notes issued during the audit;
c. any other records that may be considered important to support the audit findings.
3. The audit report will be counter signed by the management and the Quality Manager for receipt.
For audits on the full Management vessels, the audit report will be counter signed by the
management and the DPA.
4. The Quality Manager is responsible for registering and filing the original report and for monitoring
all necessary follow-up action and verification. Audit reports resulted from internal audits onboard
full management vessels will be filed with the Marine Inspection Section.
19/06/2012 Internal Audit Report
Page 1 of 1 Quality Manager Quality Manager J. Managing Director
Date(s) of Audit: Internal Audit Number:
Audit Standards:
Auditor(s) (Position):
Audit Scope:
Master or Section
Manager(s):
Persons Interviewed:
1. General Assessment:
2. Nonconformity Notes Issued (attached):
3. Quality Improvement Recommendations:
Auditor(s): Master or Quality Joint

Section Manager/ Managing
Manager(s) DPA Director
20/07/2005 External Audits
1. Marlow Navigation seeks certification for its compliance with ISO 9001:2000 and ISM-Code by
independent third party audits in order to assure its customers of the effectiveness of its quality
management system.
2. The Quality Manager will ensure under the supervision of the General Manager that all preparations for
the necessary external audits are carried out in due time.
3. Similarly, for external ISM audits onboard company’s full Management vessels, the DPA will ensure
that all preparations for the necessary external audits are carried out in due time.
23/05/2017 Shipboard Management Review
Objective Description of the procedure to review the management system regularly and systematically on
board of each vessel
Scope Whole company
References ISM Code para. 12.2, ISO 9001:2015
Distribution in 1. Office: one controlled electronic copy in AMOS EMS
AMOS EMS 2. Vessel: one controlled electronic copy and at least one printout controlled by the Master
1. General
1. Since the shipboard management cannot participate in the office management reviews for practical and
cost reasons each vessel will conduct its own reviews of the company's management system to
a. ensure its continuing suitability, adequacy and effectiveness;
b. assess opportunities for improvement;
c. assess the need for changes to the management system, including the policies and objectives.
2. The reviews shall be conducted once within the Master’s contract before the Master signs off or on
following extra-ordinary occasions:
a. after audits with major nonconformities;
b. after major changes in the structure of the organization
c. whenever regulatory changes affect company procedures;
d. whenever the Master considers a review necessary.
3. The review meeting shall at least be attended by all management level officers, the Safety Officer and
the SSO with other crew members joining at the Master's discretion.
4. The meeting shall also focus on ship specific procedures.
2. Review Input
1. The input to the shipboard management review shall be collected by the Safety Officer and include
analysed information on the following (from last review date until the new review date);
a. Results of internal and external audits, PSC, Flag Inspection, etc.
b. Results and corrective actions of accidents / incidents and risk analysis
c. General condition of the vessel
d. Feedback from Charterers / Masters comments to actual charter
e. Feedback to the company management system
f. Feedback to the company support and cooperation
g. Quality improvement recommendations.
h. Other agenda as per Master’s discretion
3. Review Output
1. The output from the shipboard management review shall include any recommendations related to
a. improvement of the effectiveness of the management system and its processes,
b. improvement of the services related to customer requirements,
c. resource needs and
d. the company's policies and measurable quality objectives.
2. The Safety Officer will prepare the minutes of the management review meeting, have them approved by
the Master and forward them to the DPA for follow-up.
09/12/2013 Shipboard Management Review
Form Purpose: To be completed by each Captain once per Master’s Contract

Distribution in Fill in AMOS and Forward to Marine/Quality section
AMOS
Vessel: Date:
a. Result and Corrective action of Audits (Inter. & Ext.), PSC, Flag inspection, etc.:
b. Result and Corrective action of accidents / incidents and risk analyses:
c. General condition of the vessel:
d. Feedback from Charterers / Masters comments to actual charter:
e. Feedback to the company management system:
f. Feedback to the company support and cooperation:
g. Quality improvement recommendations:
h. Other Agenda as per master discretion:
Name & Signature Signature

Signature DPA: Technical SI:
Master:
Remarks & Feedback from the Company

Remarks from the
DPA (if any):
Remarks from the Tech.
Superintendent (if any):
22/05/2018 Job Description - Data Protection Officer
1. Responsibility for data protection
The Company acknowledges that it is the data controller for the purposes of the GDPR and is at all times
accountable for any breaches of the GDPR and any and all local data privacy rules and regulations applicable
in any of the countries that it operates.
Under no circumstances, will the DPO be personally liable for any breach by the Company of its data
protection obligations.
2. DPO for the Company’s Group
The DPO is responsible for developing, monitoring and enforcing the Company’s data protection policies and
procedures within the group. The DPO will be easily accessible for each of the group companies and can be
contacted on:
DPO: Mr George Kavazis

Tel: +35725882050 & +35799680048
E-mail: gkavazis@gmail.com
The DPO will appoint DPO liaisons in other company offices as necessary. The DPO liaisons will carry out
specific DPO duties as instructed by the Group DPO.
3. DPO duties
In accordance with GDPR Article 37(5), the DPO ‘shall be designated on the basis of professional qualities
and. in particular, expert knowledge of data protection law and practices and the ability to fulfil the tasks
stipulated in Article 39.’
The DPO’s principle duties are:
a. To inform and advise the Company and its employees who carry out personal data processing of their
obligations under GDPR and any other applicable local rules and regulations for data protection;
b. To monitor compliance with GDPR, any other applicable local rules and regulations for data protection
and with the Company’s data protection policies, including the assignment of responsibilities,
awareness-raising and training of its staff involved in processing operations and audits;
c. To provide advice where requested as regards any data protection impact assessments undertaken and
monitor its performance;
d. To co-operate with the supervisory authority – the details of the Company’s DPO will be recorded with
them. The DPO is entitled to contact the supervisory authority directly and confidentially;
e. To act as a contact point for the supervisory authority on issues relating to processing personal data,
including any prior consultation with that supervisory authority if a privacy impact assessment
determines that the Company’s proposed processing is high risk.
f. In the event of a data breach, to report it to the authorities within 72 hours of the time that he/she
became aware of the breach.
The DPO’s principle duty will be to ensure that the Company complies with GDPR and to facilitate a
culture of data protection compliance within the organisation, especially with any impact assessments
and the promotion of privacy by design and by default when creating new operating systems and
infrastructure.
As such, the Company will ensure that the DPO:
a. regularly participates in meetings with senior and middle management, where possible;
b. will be involved in decisions that have data protection implications, having been given sufficient
opportunity to review relevant information beforehand;
c. can provide adequate advice for the Company to follow. The Company will give the DPO’s advice due
weight and importance. It is not obliged to follow that advice but it will document any internal decision
not to do so accordingly;
d. is promptly consulted in the event of a data breach or where a related data protection incident occurs.
22/05/2018 Job Description - Data Protection Officer
4. DPO expertise and skills
We take pride in the quality of our workforce. The DPO will be appointed on the basis of their expertise at
managing data protection compliance within a large multinational organisation. The DPO must have in-depth
knowledge of GDPR and be familiar with the relevant local rules and regulations relating to data protection and
how they apply to the Company’s business operations and the shipping industry generally.
The Company will fully support the DPO’s continued professional development in this regard.
5. DPO resources
The Company acknowledges the importance of compliance with GDPR and will support the DPO with
sufficient and adequate resources to enable the DPO to undertake its duties. This includes active support of the
Company’s board of directors and senior management, allowing sufficient time for the DPO to fulfil its duties
and avoid any potential conflict of interests, adequate financial resources, infrastructure and support staff and
access to other support functions within the business (HR, crewing, legal, IT, operations etc.)
6. DPO independence
The Company acknowledges the importance of maintaining the DPO’s independence, a certain degree of
autonomy and integrity within the Company.
The Company cannot issue instructions to the DPO with respect to exercising their functions or how to deal
with a particular matter such as a breach, investigating a complaint or whether to consult with the supervisory
authority. The DPO is at liberty to act accordingly.
Furthermore, the DPO cannot be dismissed or penalised (whether directly or indirectly) by the Company for
carrying out its duties as DPO. This does not preclude disciplinary proceedings or dismissal for legitimate
reasons unconnected to the performance of DPO tasks (such as theft, harassment or other acts constituting
gross misconduct in accordance with the Company’s staff handbook).
7. Avoiding conflicts of interest
The Company must ensure that the DPO’s tasks do not result in a conflict of interests. A DPO may undertake
other general employment tasks, not specific to data protection, provided a conflict of interests does not arise.
The Company recognises that the DPO should have sufficient seniority within the organisation and reserves the
right to appoint a particular member of the Company’s board of directors or other senior management to the
DPO role, as it deems appropriate. However, it undertakes to assess the risk of conflict of interests prior to any
appointment and fully document the decision accordingly.
11/06/2018 Data Breach Procedure
Objective Description of the procedure to deal with Data Breaches

Scope Whole Company
1. SUMMARY:
The GDPR introduces a duty on all organizations to report certain types of personal data breach to the
relevant supervisory authority. This must done within 72 hours of becoming aware of the breach.
2. FAILURE TO REPORT BREACHES:

Failing to notify a breach when required to do so can result in a significant fine up to 10 million euros or 2
per cent of your global turnover.
3. WHAT IS A PERSONAL DATA BREACH?

A personal data breach means a breach of security leading to the accidental or unlawful destruction, loss,
alteration, unauthorized disclosure of, or access to, personal data. This includes breaches that are the result of
both accidental and deliberate causes. It also means that a breach is more than just about losing personal data.
Example
Personal data breaches can include:
a. access by an unauthorized third party;
b. deliberate or accidental action (or inaction) by a controller or processor;
c. sending personal data to an incorrect recipient;
d. computing devices containing personal data being lost or stolen;
e. alteration of personal data without permission; and
f. loss of availability of personal data.
A personal data breach can be broadly defined as a security incident that has affected the confidentiality,
integrity or availability of personal data. In short, there will be a personal data breach whenever any
personal data is lost, destroyed, corrupted or disclosed; if someone accesses the data or passes it on
without proper authorization; or if the data is made unavailable, for example, when it has been
encrypted by ransomware, or accidentally lost or destroyed.
Recital 87 of the GDPR makes clear that when a security incident takes place, you should quickly establish
whether a personal data breach has occurred and, if so, promptly take steps to address it, including telling the
Data Protection Authority (if required).
Source of information: https://ico.org.uk/for-organisations/guide-to-the-general-data-protection-regulation-

gdpr/personal-data-breaches/
4. REQUIREMENT FOR ALL EMPLOYEES UNDER THE MARLOW GROUP AND THIRD
PARTIES TO WHOM WE SHARE PERSONAL DATA
If you suspect that, a data breach has occurred then you are required to contact the Marlow GDPR
Working Group immediately:
a. GDPR@marlow-navigation.com
b. Mr George Kavazis (Group Data Protection Officer): +357-25882050
And provide as much information as possible about the suspected breach including:
a. Describe how the data breach occurred
b. Type / category of data lost
c. Number of individuals / records affected
The Marlow GDPR Working Group will then follow all required procedures, in order to determine the
correct course of action to eliminate the causes of the Data Breach and ensure that the breach will not
re-occurred.
11/06/2018 Data Subject Access Form
Form Purpose Application form for Data Subjects (seafarers / family members) to request access to their
personal data
Distribution in AMOS EMS Filled and file in AMOS EMS, and forward to GDPR@marlow-navigation.com
Distribution without AMOS
By email to GDPR@marlow-navigation.com, copy to ship's file
EMS
Important information which must be read before completing the form:
Under Article 15 of the General Data Protection Regulation (“GDPR”), you can ask the Company to confirm
whether or not it is processing your personal data and to communicate the personal data that we process on you,
together with any available information with regard to its source. In order to deal with your request, we can ask for
proof of identity and enough information to enable us to locate the personal data that you request. The copy that
we provide to you will be free of charge, but we reserve the right to charge reasonable administrative charges for
subsequent copies.
Please consider, prior to your request the Company Privacy policy which explains the basis on which your
personal data is processed for the performance of your employment contract. The Privacy Policy can be accessed
as follows: https://marlow-navigation.com/en/privacy-policy.asp
You are entitled to access your personal data and to the following information:
a. The purposes of the processing

b. The categories of personal data concerned
c. The recipients to whom the personal data has been or would be disclosed
d. The period for which the personal data shall be stored or the criteria used to determine that period
e. The existence of the right to seek rectification or erasure or restriction of processing of personal data
using the Company procedure
f. The right to lodge a complaint with the supervisory authority
g. Where personal data has not been collected from you directly, the source of the information
h. The existence of any automated decision making including profiling
Where personal data is transferred to a third country or to an international organisation, you have the right to be
informed of the appropriate safeguards relating to the transfer.
Please complete this form and return a scanned copy of the signed document along with your proof of identity to
GDPR@marlow-navigation.com. We will acknowledge safe receipt and respond within one month from the date
of receipt of the request.
11/06/2018 Data Subject Access Form
DATA SUBJECT ACCESS REQUEST FORM
Part 1: Person that the request relates to (the data subject)
Title (Capt./Mr/Ms/Mrs/Other)
Surname
Forenames
Any other names that you are known by that
may assist in the search
Address
Postcode
Telephone
E-mail
Date of birth
Please clarify your relationship with the company
(seafarer/family of seafarer/other)
Part 2: Proof of identity
To help us establish your identity your application must be accompanied by two pieces of identification that
between them clearly show your name, date of birth and current address.
Please enclose a copy of one of the following as proof of identity: passport or photo card driving licence, birth or
adoption certificate and a copy of a bank statement or utility bill dated within the last three months. This is to
ensure that we are only sending information to the data subject and not to a third party. If none of these are
available, please contact GDPR@marlow-navigation.com for advice on other acceptable forms of identification.
Part 3: Information requested
To help us to deal with your request quickly and efficiently please provide as much detail as possible about the
information you want.
Are you seeking confirmation as to whether the Company has personal data relating to you? If so, is this in
relation to all data under GDPR or a particular type or category?
Are you making a request to have access to the personal data, which the Company holds? If so, are you seeking
access of a particular category of personal data? Remember this is a request for information and not documents
Are you making a request in relation to any of the matters set out in A to H above?
If so, please specify which category and the information required.
I, , confirm that the information provided on this form is correct and that I am the data subject whose name
appears on this form. I understand that the Company must confirm proof of identity and that it may be necessary to
contact me again for further information to locate the personal data I want. I also understand that my request will
not be valid until all of the information requested is received by the Company.
Signature: Date:
11/06/2018 Data Subject Request - Rectification & Erasure Form
Form Purpose Data subject form to be used for requesting for the correction and deletion of personal
data
Distribution in AMOS EMS Filled and file in AMOS EMS, and forward to GDPR@marlow-navigation.com
By email to GDPR@marlow-navigation.com, copy to ship's file
EMS
Important information, which must be read before completing the form:
Under the General Data Protection Regulation (“GDPR”) you can ask the Company to rectify any inaccurate
personal data about you and/or to update and complete any incomplete personal data that we hold about you,
including the addition of any corrective statements if necessary.
Subject to any legal requirements for processing (e.g. to comply with any Member State legal obligations etc.), you
may ask the Company to restrict further processing of your personal data and/or erase it entirely from its systems.
Please read the Company Privacy Policy https://marlow-navigation.com/en/privacy-policy.asp which contains

further information.
Please complete this form and return a scanned copy of the signed document along with your proof of identity (and
a copy of your previous Data Subject Access Request if applicable) to: GDPR@marlow-navigation.com.
DATA SUBJECT REQUEST - RECTIFICATION AND ERASURE FORM
Part 1: Person that the request relates to (the data subject)
Title (Capt./Mr/Ms/Mrs/Other)
Surname
Forenames
Any other names that you are known by
that may assist in the search
Address
Postcode
Telephone
E-mail
Date of birth
Please clarify your relationship with the
company (seafarer/family of seafarer/other)?
Part 2: Proof of identity
To help us establish your identity your application must be accompanied by two pieces of identification that
between them clearly show your name, date of birth and current address.
Please enclose a copy of one of the following as proof of identity: passport or photocard driving licence, birth or
adoption certificate and a copy of a bank statement or utility bill dated within the last three months. If none of
these are available, please contact GDPR@marlow-navigation.com for advice on other acceptable forms of
identification.
Part 3: Rectifying Information held about the data subject
The right to rectification is set out in Article 16 of GDPR. This allows a data subject to seek rectification of
inaccurate personal data concerning him or her and or to have incomplete personal data completed.
To help us to deal with your request quickly and efficiently please provide as much detail as possible about the
personal data that we hold which is inaccurate.
Please specify what personal information we hold that is incomplete
Please set out exactly what you would like us to include and or remove. Please continue on a separate sheet of
paper, if necessary
Part 4: Erasing personal data
Article 17 of GDPR allows you to seek erasure of personal data where:
a. The personal data is no longer necessary for the purposes of your employment
b. You have decided to withdraw your consent to such personal data being processed where the processing is based on
consent. This may not apply in the employment context where processing is necessary for the performance of the
employment contract or processing is necessary for the compliance of a legal duty on the company or where it is
necessary for the defence of legal claims which you may bring against the Company
c. You object on the grounds of direct marketing purposes, processing on the grounds of public interest or legitimate
interests of the Company
d. The personal data has been unlawfully processed
e. The personal data has to be erased to comply with a legal obligation to which the Company is subject
Where one of the above grounds applies, the Company will erase the personal data and take reasonable steps to erase
personal data in the public domain, taking into account available technology and the cost of implementation. We will also take
such reasonable steps, including technical measures, to inform other controllers, which are processing the personal data to erase
the relevant personal data. The right to erasure will not apply even if any one of the grounds in A to E are satisfied where
the retention and processing is necessary for the compliance of a legal obligation by the Company or for the
establishment, exercise or defence of legal claims against the Company.
Where erasure is justified this will be carried out by the Company without undue delay. Where the Company considers that
personal data or part of the personal data held cannot be erased you will be informed why and you will be able to raise a
complaint with the supervisory authority.
Please specify, providing as much detail as possible, which of the grounds in A to E above you rely on to seek
to erase personal data
Please specify the personal data that you wish the company to erase
Part 5: Right to restriction of processing
Article 18 allows you to restrict the processing of your personal data where:
a. The accuracy of the personal data is contested and for the period the company needs to verify the accuracy
of the personal data
b. The processing is unlawful
c. The company no longer needs the personal data for processing but the company requires the personal data
for the establishment, exercise or defence of legal claims
Please specify, providing as much detail as possible, which of the grounds in a to c above you rely on to seek to restrict
processing of personal data
Please specify the personal data that you wish to restrict the company processing
I, , confirm that the information provided on this form is correct and that I am the data subject whose name
appears on this form. I understand that the Company will rectify or erase my personal data without undue delay
and that, if I have requested it under Part 5, the Company shall cease to undertake any further processing of my
personal data. I understand and acknowledge that this does not prevent the Company from further processing due
to any legal requirement or obligation
Signature: Date:
28/12/2011 Technical Department - Operating Policy
1. General
1. The Technical Department is the dominant factor in the Full management services provided by Marlow.
The department provides the technical and operation knowledge, expertise and professionalism so that
Marlow may, as a Management Company, provide Safe and Cost efficient Ship Operation to Clients at
internationally agreed standards, in accordance with the ISM Code, the Class Rules, the Flag
Regulations and the National and International Rules, Regulations and Conventions.
2. The operating policy of the Technical Department is to implement the Company's policy in fulfilling its
Management Agreement, giving special emphasis on Safety and Environmental Protection and
safeguarding the Client's assets.
3. The technical Department, therefore, has both the qualified personnel and the necessary resources to
render equitable and faithful performance of the following:
2. Safety and Operations

1. The department ensures that the vessel's Safety and Environmental Protection systems and
contingencies are available and maintained and that the Operational Capability is preserved at all times.
2. The Fleet Manager & the Operations Manager in liaison with the DPA are responsible to monitor
and control the activities relevant to Safety and operations for all full management vessels.
3. Technical Support
1. The department ensures that the maintenance standard of the vessel is achieved and maintained and the
asset value is protected. Qualified Engineers are employed and designated to monitor and provide
adequate technical support to the shipboard management in order to safeguard the safe and efficient
operation of the vessel for her intended trade.
2. The Fleet Manager, in liaison with the Technical Superintendents responsible to monitor and control all
the activities involved in this aspect, for all the ships under full management.
4. Purchasing
1. The department deals with the purchasing and supplying of the vessel with the necessary equipment,
provisions, stores, spares and services as required for the safe, efficient operation of the vessel.
2. The department personnel deals with routine and emergency requisitions, to provide timely and cost
effective goods to the vessel and monitor and control the cash outlays and the agreed budget.
3. The designated Technical Superintendent is responsible for the purchasing requirements for the vessels
under his charge and the Purchasing Manager is responsible for the actual purchasing and delivery
procedures, in close liaison with the Technical Superintendent and the relevant Purchasing Officers.
5. Insurance and Claims
1. The department ensures that adequate insurance cover is available for both the Owner and the Company
and that claims are presented accordingly and collection of claims is efficient and timely.
2. The department personnel collects information responds and supports the vessel to any form of casualty
and processes the claims for the interest of the Client and the Company.
3. The Fleet Manager is responsible to conclude, ensure and monitor insurance covers for all vessels.
4. The relevant Superintendent is responsible to initiate and process the claims of his group of vessels, in
liaison with the Fleet Manager.
28/12/2011 Technical Department - Operating Policy
6. Crewing
1. The company’s crew department is responsible to man the Technical Department’s vessels under the
guidance and approval of the Fleet Manager/Technical Superintendents.
2. Onboard the company’s vessels the crew department recruits qualified seafarers and mans all the
vessels ensuring compliance with:
a. IMO (STCW), ILO MLC 2006 and flag state regulations;
b. minimum safe manning requirements of the flag state administration;
c. special qualification needs required by certain vessels (e.g. due to type, trade or age);
d. the management agreement and any additional requirements specified by the Technical
Department.
3. Control of the Performance of selected manning Agencies is the responsibility of our Crew
Department.
4. Manning Agencies that are used to provide seafarers for our vessels must operate in compliance with
ILO MLC 2006 requirements:
a. If the manning agency is located in a country that has ratified the ILO MLC 2006
convention, then a national license should be requested by the Fleet Manager from the
Director Crewing and further this license shall be forward onboard the vessel where it must
be filed by the Master in the designated filing location as per the vessel’s filing system.
b. If the manning agency is located in a country that has not ratified the ILO MLC 2006, then
the Fleet Manager should request from the Director Crewing to provide him with copies of
audit reports and results stating that the agency concerned is in compliance with the ILO
MLC 2006 and meets the recruiting requirements of standard A1.4 and if applicable the
additional Flag State requirements.
01/02/2019
Technical Department & Full Management Vessels
Forms Register
Objective General description of the forms that are available in the Technical Department and on board
the vessels
Scope Technical Department, Full Management Vessels
References ISO 9001:2015
Distribution One controlled electronic copy in AMOS EMS
1. The following forms are being used by the Technical department to monitor the performance of both the
Office function and of the department’s vessels.
2. Forms Series SC are Crew department forms and are forwarded to the vessels by the Crew Department via a
CD.
Ref. No. Description

1. Technical Department Forms
11-013F1 Supplier Evaluation Report
11-013F2 Shipboard Supplier Evaluation Report
11-022F1 Drug & Alcohol Policy Consent
13-501F1 On-board Complaints Procedure
16-600F1 Marlow Employee Warning Letter
30-500F1 Shipboard Internal Audit Checklist
30-500F2 Evaluation of Crew Performance
30-500F3 Evaluation of Masters and Chief Engineers
30-500F5 Shipboard MLC Inspection Checklist
30-500F6 Navigational Audit Check List
34-040F1 Unmanned Machinery Space Check List
34-210F3 Bunker Transfer Safety Checklist
36-600F1 Ship Inspection Report
41-020F1 T&C/CBA Declaration Form
2. Shipboard Forms (Series ST of old SMS but still valid & MNC Forms of new system )
11-022F3 Alcohol Test Certificate
15-120F1 Minutes of Safety & Environmental Protection Committee
15-200F1 Risk Assessment Form
15-300F1 Initial Accident or Hazardous Incident (Near Miss) Report
18-510F1 Shipboard Management Review
31-210F1 Certificate and Survey Status Report
31-505F1 Noon Sea Report
31-505F2 Noon Port Report
31-505F3 Arrival Report
31-505F4 Departure Report
31-790F1 Monthly Ship’s Mail – List of Enclosures
32-310F1 Master’s Handover Report
32-310F2 Chief Officer’s Handover Report
32-320F1 Chief Engineer’s Handover Report
32-320F2 Second Engineer’s Handover Report
32-340F1 On-Signer Familiarization Checklist
32-340F2 Shipboard Position Declaration Form
32-340F3 Familiarization Check List - Bridge Equipment
32-340F4 Familiarization Check List - Engine Room Equipment
32-360F1 Chief Officer Development - Suitability Checklist
32-400F1 Record of Working Hours ILO MLC 2006
33-010F1 Master’s Standing Orders
33-020F1 Passage Planning Form
33-040F1 Changing Over The Watch (Bridge)
33-110F1 ECDIS On Board Training Record
01/02/2019
Forms Register
33-290F1 Navigation in Ice Check List

33-290F2 Checklist for Operation in Ice Covered Waters
33-530F1 Pilot Information Card
33-270F1 Heavy Weather Checklist
33-530F2 Pilotage Checklist
34-210F1 Bunkering Checklist
34-210F2 Charterers Services Notification Letter
34-260F1 Engine Room Flange and Valve Seal Register
34-610F1 Dispatch of Oil Samples (3 months)
34-610F2 Dispatch of Oil Samples (6 months)
35-000F1 Pre-Arrival Check List – Deck
35-000F2 Pre-Arrival Check List – Engine
35-050F1 List of most Common PSC and Flag Deficiencies
35-160F1 Diving Operations
35-190F1 Stevedores Damage Report
35-190F2 Voyage Damage Report
35-190F3 Stevedore Damage Repair Report
35-245F1 Monitoring Report on Refrigerated Cargo
35-341F1 Bulk Carriers – Ship/Shore Safety Checklist
35-370F1 Checklist for In-Transit Fumigation
35-370F2 Fumigation Gas Concentration Monitoring Sheet
35-370F3 Fumigation Leakage Check List (Prior Loading)
35-380F1 Daily records of Gas and Temperature in Cargo Holds
35-900F1 Pre-Departure Check List – Deck
35-900F2 Pre-Departure Check List – Engine
36-310F1 Critical Equipment Functional Test
36-330F1 Indicator Diagrams
36-330F3 Monthly Statement of Used Spare Parts - Main Engine
36-330F4 Monthly Statement of Used Spare Parts - Auxiliary Engines
36-330F5 Engineering Report
36-330F6 Running Hours
36-330F7 Crankshaft Deflections (6 Cylinders)
36-330F11 Crankshaft Deflections - 4 Cylinder Engines
36-330F12 Crankshaft Deflections - 5 Cylinder Engines
36-330F13 Running Hours - Non AMOS Ships
36-330F14 Engine Department Work Done Report - Non AMOS ships
36-330F15 Deck Department Work Done Report - Non AMOS ships
36-340F1 List of Mooring Ropes/Wires and Cargo Wires
36-350F1 Regular Inspection and Maintenance of Loose Gear
36-395F1 Defects Note
36-540F1 Equipment Landing Report
37-210F1 Monthly Communication Form
39-000F1 Instrument Measuring and Test Equipment
39-000F2 Instrument Calibration Record
39-000F3 Equipment & Instruments Calibration Status Report
51-360F1 Enclosed Spaces Entry Permit
51-360F2 Working Aloft or Outboard Permit
51-440F1 Hot Work Permit
51-450F1 Working on Electrical Circuits Permit
51-460F1 Cold Work (Power Tools) Permit
01/02/2019
Forms Register
ST-413 Requisition of Spare Parts (not for Amos equipped vessels)

ST-414 Requisition for Oils and Consumables (not for Amos equipped
vessels)
3. Shipboard Forms (Series SC (non-QM forms), & other new Forms added on the 20.07.2005)
SC-201 (provided by the Crew Dept) Change of Command
SC-205 (provided by the Crew Dept) Master’s Cash Box report
SC-206 (provided by the Crew Dept) Medical Examination
SC-207 (provided by the Crew Dept) Monthly Illness/ Accident Report
SC-208 (provided by the Crew Dept) Confidential Performance Report
SC-209 (provided by the Crew Dept) Application for Accompanying Family
SC-210 (provided by the Crew Dept) Report of Sign on/ off
SC-211(provided by the Crew Dept) Allotment order
SC-212(provided by the Crew Dept) Particulars for Wages Accounts
SC-213(provided by the Crew Dept) List of Accounts Payments
SC-214 (provided by the Crew Dept) Final Wages Account
SC-215 (provided by the Crew Dept) Vacation and Relief Planning
SC-220 (provided by the Crew Dept) Accident Report
SC-297 (provided by the Crew Dept) List of Enclosures – Crew Administration
4. Quality Forms
18-330F1 Nonconformities and Corrective Action
18-400F1 Internal Audit Report
5. Emergency Response Forms

50-240F1 Initial Emergency Report
50-240F2 Ship’s Particulars
50-240F3 Damage Stress and Stability Information
50-250F1 Press Release
50-350F1 Annual Drill Plan
50-350F2 Emergency Response Drill Report
50-350F3 Drill Report - Fire or Explosion
50-350F4 Drill Report - Collision
50-350F5 Drill Report - Grounding/ Standing/ Flooding
50-350F6 Drill Report - Heavy Weather Damage
50-350F7 Drill Report - Hull Failure
50-350F8 Drill Report - Shifting / Jettison of Cargo
50-350F9 Drill Report - Abandon Ship
50-350F10 Drill Report - Cargo Spill or Contamination
50-350F11 Drill Report - Man Overboard & Recovery of Persons
from the water (Launching & Manoeuvring Rescue boat
in water)
50-350F12 Drill Report - Serious Injury
50-350F13 Drill Report - Machinery spaces Casualty
50-350F14 Drill Report - Helicopter Operations
50-350F15 Drill Report - Search and Rescue
50-350F16 Drill Report - Entry into Confined Spaces & Rescue Drill
50-350F17 Drill Report - Oil Spill
50-350F18 Drill Report - Terrorism/ Sabotage/ Piracy
50-350F19 Drill Report - Steering Gear Failure
50-350F20 Drill Report - Main Engine Failure
50-350F21 Drill Report - Total Electrical Power Failure
50-410F1 Fire or Explosion – Shipboard Response
01/02/2019
Forms Register
50-420F1 Collision – Shipboard Response

50-421F1 Grounding/ Standing/ Flooding – Shipboard Response
50-422F1 Heavy Weather Damage – Shipboard Response
50-423F1 Hull Failure – Shipboard Response
50-424F1 Shifting / Jettison of Cargo - Shipboard Response
50-429F1 Abandon Ship – Shipboard Response
50-431F1 Cargo Spill or Contamination – Shipboard Response
50-450F1 Man Overboard & Recovery of Persons from the water
50-451F1 Serious Injury – Shipboard Response
50-452F1 Machinery spaces Casualty – Shipboard Response
50-453F1 Helicopter Operations – Shipboard Response
50-470F1 Search and Rescue – Shipboard Response
50-471F1 Entry into Confined Spaces & Rescue Drill - Shipboard
Response
50-472F1 Oil Spill – Shipboard Response
50-473F1 Terrorism/ Sabotage/ Piracy – Shipboard Response
50-480F1 Steering Gear Failure – Shipboard Response
50-481F1 Main Engine Failure – Shipboard Response
50-482F1 Total Electrical Power Failure – Shipboard Response
21/11/2019 Technical Department- Records
1. General: Department Files and Records
1. Record keeping and appropriate filing are the key factors to demonstrate that the various activities of the
Technical department, related to the shore and shipboard ship management, are carried out in compliance
with the Company's Record control procedure as that is described under 18-200.
2. The departments filing is arranged in such a way so that files relevant to each key personnel are easily and
speedily accessible.
3. Filing of documents produced by the Superintendents and is done by the department secretaries.
4. No document will be filed, unless the responsible person has signed or initialed and dated such document.
5. The key personnel will endeavor to clear out for filing all the documentation in their daily incoming and
outgoing trays. Documentation still under process will be placed in either a personal post file or the
designated daily pending file.
6. Vessels returns are controlled by Technical Superintendent by reviewing the lists of incoming documents
and signing them before filing.
2. Files
1. All vessel's files are numbered and divided identically and are kept in designated shelves, separate from
other general files.
2. Each vessel's documentation, certificates and correspondence will be filed in files under identical names
and numbers as follows:
Vessel name 1 Stores

" 2 Spares
" 3 Insurance
" 4 Certificates
" 5 Monthly enclosure
" 6 Trade notes
" 7 Inspections 7A Inspection Reports
" 8 Charter
" 9 Invoices
" 10 Planned Maintenance
3. Each file will have a cover page index indicating the items divided under such a file number.
3. Plans/ Drawings/ Instruction Manuals
1. Each vessel will have a dedicated shelf in the cartex room or cardboard where plans, drawings and technical
manuals and instruction books will be kept. Each file will have a cover page listing the context.
2. When files are to be stored, the secretaries will store them separately for each vessel for one year, after
which the files will be removed for final storage with the Company's stored documents.
3. A separate conspicuous file for each vessel will be placed abreast of the SOPEP and the Contingency
Manuals (Shipboard and Office) containing the following:
a. The relevant plans indicated in the manuals.

b. The relevant forms required by the manuals.
c. The ships particulars.
d. The ship's interested parties and contact means.
4. In addition, when a Superintendent will be absent for leave or traveling, a detailed list of pending matters
concerning the vessels under his charge will be given to the relieving Superintendent. A briefing of the
hand-over will take place and the STS/FM informed accordingly.
14/02/2017 Technical Department- Functions & Structure
1. The company gives emphasis to a clear departmental organizational structure with defined
responsibilities and authorities.
2. The Technical Department’s structure is shown in the diagram below.
3. The names of the persons acting as Designated Person Ashore (DPA), Alternate Designated Person
Ashore (ADPA), Company Security Officer (CSO) and Alternate Company Security Officer (ACSO)
must be reported to the Flag Administration(s) together with their 24-hours contact details.
Chairman
H. Eden

A.Neophytou
Fleet Manager Operations & Insurance Manager

E. Skoullos G. Cowling
Technical I.T. H.S.E. Managers

Managrer Technical Purchasing Manager Marine Chartering Manager (D.P.A./C.S.O.
A.. Stamatiou Superintendents A. Christophi Superintendent V. Mitsukov Alt. D.P.A./C.S.O.)
D. Piechowiak
A. Alexandrakis
Senior Technical I.T.

Systems Engineer
Technical Purchasing Officers Operations H.S.E. Superintendent
Assistant
Assistant
Technical I.T. Systems

Engineer
H.S.E. Assistant
Technical Secretaries
Technical IT Secretary
I.T. Inspection Technical Section Purchasing Section Ops & Insurance H.S.S.E. Section
Marine Section
Section
23/05/2017 Job Description - H.S.E. Manager
Objective Description of the responsibilities and authorities of the H.S.E. Manager

Scope whole company
References ISO 9001: 2015 , ISM Code, ISPS Code
1. Office: one controlled electronic copy in AMOS EMS
Distribution
2.Vessel: one controlled electronic copy
1. The H.S.E. Manager Reports directly to the Top Management

2. The Top Management will approve a suitable back up arrangement for periods of absence
2. Scope of duties/responsibilities/competencies
1. Acting as Designated Person Ashore (DPA) or Alternate DPA according to the ISM code, para. 4, as
appointed by the Management
2. Acting as Company Security Officer (CSO) or Alternate CSO according to the ISPS – Code, as
appointed by the Management
3. Implementing the company’s integrated management system and promoting the realization of the
Company Policies.
4. Following up of Section’s KPIs and Environmental Programs Objectives and Targets
5. Enforcing the Company`s Management System
6. Implementation of the requirements of the latest ISO 9001 standards
7. Working on Environmental projects in cooperation with Technical department
8. Monitoring vessels operations being compliant with the company's management system and relevant
international, national rules and regulations, and Port State Requirements, both on the vessels and in the
shore based organization
9. Maintaining and coordinating the improvement of the documentation of the management system
10. Coordinating identification and analysis of operational risks (deviations) and the timely implementation
of suitable corrective and preventive actions
11. Registering vessel non-conformities, near miss reports, accident reports, and administrating/monitoring
their proper follow-up,
12. Verifying the effectiveness of corrective and preventive actions
13. Participating in office Management Review Meetings, and reviewing Shipboard Review Meetings
14. Planning and Carrying out of vessels internal audits
15. Organizing vessel external audits as per flag state and ISO requirements
16. Dealing with all Flag State matters
17. Investigating & reviewing Accidents and New Misses and in liaison with F.M, and the QM giving
recommendations to the vessels to improve Safety and avoid reoccurrence
18. Issuing necessary Instructions and arranging training for ship’s command and crew on ISM and
Company’s Integrated Management System requirements
19. Dealing with statutory ISM, MLC & ISPS matters
20. Acquiring statistical deviations (accidents, incidents, near miss incidents, non-conforming processes,
contractual deviations, others), evaluate the progress of the effectiveness of the system based on that and
report the result to the Management
21. Reporting to the Management the status of implementation and effectiveness of the system, problems
with respect to safe and environment friendly vessel operation
22. Assisting vessels in preparation for thirty party customer inspections
23. Providing vessels and management with information in regard to security threats to shipping on request
24. Assisting vessels with risk assessment and anti-piracy measures for potential high risk area trade.
Any other tasks as assigned by the Management

23/05/2017 Job Description - H.S.E. Manager
3. Qualifications
a. diploma as Navigational or Technical Officer OR adequate previous working experience in similar
position
b. training course as ISM/ ISO Internal Auditor
a. profound knowledge about ship management services,
b. adequate familiarity with the international maritime regulations,
c. seagoing experience in a management level position or alternatively management experience in a
maritime organization totaling at least 5 years,
d. possession of social skills and rapport abilities,
e. Excellent command of the English language.
19/10/2016 Shipboard Crew - Operating Policy and Structure
1. The shipboard organization chart below clarifies the structure and lines of responsibility as required by the
company management. However, a Master may seek permission to amend his vessel's organization chart in
accordance with specific shipboard needs.
2. The Master will issue Standing Orders and Night Orders to implement company policies and procedures on
board. Additionally, the Chief Engineer and the Chief Mate shall issue appropriate standing or watch orders
to their subordinates as required.
MASTER
with overriding authority
on safety, security and
environmental matters
SAFETY &
ENVIRONMENTAL
SECURITY APPOINTMENTS:
APPOINTMENTS: Safety Officer &
Ship Security Officer (SSO) Environmental Officer
Alternate SSO Safety & Environmental
Committee
Chief Engineer
Chief Mate Second Engineer
Management Level Officers
Second Mate Third Engineer

Electrical Engineer
Third Mate Fourth Engineer
Operational Level Officers
DECK DEPT. RATINGS: ENGINE DEPT. RATINGS:

Bosun or KA/B (STCW II/4) Fitter (STCW III/4)
Able Seaman (STCW II/4) Oiler (STCW III/4)
Ordinary Seaman (STCW II/4) Wiper (STCW III/4)
Support Level Ratings
CATERING DEPT. RATINGS:

Ordinary Seaman Wiper
Cook
(without STCW II/4) (without STCW III/4)
Steward / Messman
Deck Boy Engine Boy
Galley Boy / Mess Boy
Other Ratings
10/02/2020 Shipboard ISM Audit Check List
Form Purpose tool for internal audits and shipboard self-audits - to be attached to audit report
Distribution original to DPA, copy to QM and filing to shipboard and office records
VESSEL
DATE(S)
PORT(S)
AUDITOR(S)
MASTER
CHIEF ENG.
CHIEF OFF.
ISM ISM Code Text (bold) / Related Company Audit Issues (italics) Ref. Y N Comments
2 SAFETY / ENVIRONMENTAL-PROTECTION POLICY
2.2 Verify that the policy is known to all crew members.
3 COMPANY RESPONSIBILITIES AND AUTHORITY
3.1 Verify that copies of the notification letters are on board.
3.2 Verify that crew members are familiar with the company structure,
shipboard organisation and all job descriptions (as relevant for
their rank)
3.3 Verify that ship's command is satisfied with the support received
by the designated persons (availability, competence, quality of
response and follow-up)
4 DESIGNATED PERSON(S)
a. Assess if the ship’s command reports freely to the office when
encountering operational problems/difficulties
b. Assess if the ship’s command is satisfied with the office support
given to the vessel
5 MASTER'S RESPONSIBILITY AND AUTHORITY
5.1 a. Assess whether the Master’s active engagement in the
implementation and improvement of the management system is
evident
b. Check if company policies and procedures are reviewed by
Master
c. Verify that ship specific procedures were reviewed by the Master
(incl. SOPEP, Panama SOPEP, VRP, SSA, SSP)
d. Verify that the office responded to proposals made
e. Ask for yet unreported ideas and suggestions to improve the
management system
5.2 a. Check for evidence that the Master is aware of his authority and
ready to use it
6 RESOURCES AND PERSONNEL
6.1 a. Check if Master is familiar with his responsibilities as Flag
State, Owner's and Charterer's representative
b. Check if Master is familiar with management system
c. Assess if Master is satisfied with office support
6.2 a. Check if Master keeps the crew qualification records and that
they comply with the vessel's requirements
b. Check for minimum safe manning cert. compliance
c. Check crew performance reports (note date last sent)
d. Assess the performance of at least all management level officers
based on own observations and audit findings (separate report)
e. Check if any crew members need to attend upgrading or other
courses and if the Crew Manager is aware of it
f. Check compliance with training procedures for cadets and
trainees if applicable (designated tutor, training records)
g. Observe the operational performance / work efficiency of deck,
engine and catering staff
h. Check general safety awareness of the crew (see also 7.1b.)
i. Check if Drug and Alcohol policy is onboard and observed. Is
there evidence of alcohol abuse on board?
j. Check if unannounced D&A test shall be carried out by
appointed shore company at least once every 12 months on a
random basis, and Alcohol tests at least once every 6 months by the
Master
k. Check general security awareness of the crew
l. Check general pollution prevention awareness of the crew
m. Check compliance disciplinary procedures (flag state law, crew
manager's and company instructions)
n. Check compliance crew grievance handling procedures
o. Check condition of living quarters and public rooms
p. Check existence of risk hazards on Deck and Engine
q. Check crew communication facilities
r. Check crew entertainment facilities
s. Check condition of provision rooms and refrigerators
t. Establish whether crew perceives living and working conditions
as adequate
6.3 a. Check whether handover times are sufficient and whether
familiarization procedures are followed
b. Check whether handover procedures for Masters and Chief
Engineers are being followed
c. Verify that handover procedures for other ranks are adequate
6.4 a. Check international, Flag and Port State maritime law
familiarity of management level officers
b. Check adequacy and completeness of the shipboard library
c. Identify Safety Officer and verify that he is qualified
d. Identify Environmental Officer and verify that he is aware of his
responsibilities
e. Check Safety & Environmental Committee Meeting Minutes
f. Check safety training and equipment maintenance records
6.5 a. Check whether changes in the regulatory environment and
related procedural changes are effectively communicated
b. Check whether individual training needs are identified following
shortcomings in daily operations and drills
c. Check whether identified training needs are addressed in
reasonable time and with verifiable results
6.7 a. Evaluate whether the English language skills are substantially
sufficient for daily and emergency communication
7 DEVELOPMENT OF PLANS FOR SHIPBOARD
OPERATIONS
1. OCCUPATIONAL HEALTH AND SAFETY
a. Verify readiness to respond to medical emergencies (medical
supplies incl. first aid kits, medical training, hospital
administration, medical care quality as perceived by crew)
b. Assess by observation and interviews the general work safety
awareness and familiarity with UK MCA 'Code of Safe Working
Practices for Merchant Seaman'
c. Check all work environments (deck, engine, galley) for absence
of apparent safety hazards
d. Check availability and condition of work safety equipment (e.g.
overalls, shoes, gloves, goggles, harnesses, helmets, high visibility
vests etc.)
e. Check compliance with mandatory work permit procedures (hot
work, enclosed spaces)
f. Check compliance with dangerous / hazardous materials
handling procedures (availability of Material Safety Data Sheets
for cargo, chemicals, bunkers and lubes - marking, safe storage
and safe handling - crew training)
g. Check compliance with work and rest hour regulations (watch
plans, records, effective fatigue management)
h. Verify ability of Safety Committee to address occupational health
and safety issues
2. POLLUTION PREVENTION
a. Check oil record book for compliance with MARPOL and
Intertanko guidelines
b. Check sludge tank
c. Verify that oil discharge monitoring system operational and
filters are cleaned. Check alarms.
d. Check bilges if clean and free of dirt
e. Check sewage system / handling procedures (MARPOL IV)
f. Check garbage management plan compliance (MARPOL V)
g. Check air pollution prevention compliance (MARPOL VI)
h. Check compliance with ballast water management plan and
reporting requirements
3. NAVIGATION AND DECK OPERATIONS
a. Check deck log book
b. Check Master's night order book
c. Check bell book
d. Check if all publications are carried as per company
requirements and that current/corrected versions are used
e. Check charts for corrections, chart correction log and last NTM
received
f. Check how meteorological reports, navigational warnings and
weather faxes are received and considered
g. Check compliance with voyage planning procedures. Cross
check and verify if the passage plan(s) marked on the applicable
chart(s) (check at least two cases) corresponds to the passage
plan(s) indicated in the relevant form for those voyage(s)
(MNC-33-020-F1).
h. Check chronometer and compass calibration records
i. Check compliance with position fixing (use of multiple methods)
and track recording procedures
j. Check compliance with ECDIS usage procedures (if appl.)
k. Check compliance with arrival and departure procedures and
checks (incl. log book entries)
l. Verify operational status of navigational equipment (see check
list of ship inspection report)
m. Check compliance with pilotage procedures (boarding
arrangements, info exchange, bridge team management)
n. Check compliance with mooring procedures and condition of
mooring gear and equipment
o. Check compliance with company’s Squat and Under Keel
Clearance Policy
4. RADIO STATION AND COMMUNICATION
a. Check compliance with radio watch keeping, testing and record
keeping procedures (GMDSS log book)
b. Check compliance with coastal and port state reporting
procedures (pre-arrival, transit, ballast water, oil spill
preparedness, dangerous cargo and other notifications)
c. Check compliance with charterer's reporting instructions
d. Check compliance with company reporting instructions
e. Check compliance with accounting authority instructions and the
company's own radio accounting procedures
5. ENGINE OPERATIONS
a. Check engine log book
b. Check compliance with working safety procedures in the engine
room
c. Check compliance with watchkeeping, arrival and departure
procedures (incl. log book entries)
d. Verify the condition of the engine room (see ship inspection
report items)
e. Check compliance with calibration requirements for sensors and
measuring equipment
f. Check compliance with bunkering and sampling procedures
(safety, oil/air pollution prevention and technical aspects)
6. CARGO OPERATIONS
a. Check compliance with stress and stability calculation
procedures
b. Verify Master's supervision and control of the cargo handling
process
c. Check compliance with hazardous cargo handling, stowage and
reporting procedures
d. Check compliance with safety procedures during cargo
operations
e. Check compliance with Cargo Securing Manual procedures and
condition of lashing material
f. Verify condition of cargo holds/tanks and cargo handling systems
g. Check compliance with company’s procedure for the Carriage of
Refrigerated Cargo (if applicable) - MNC-35-245 &
MNC-35-245F1
8 EMERGENCY PREPAREDNESS
8.1 a. Check that all emergency response procedures incl. SOPEP,
VRP, SSP are updated and that crew is familiar with them
b. Check the availability of emergency response procedures and
contacts (SOPEP appendices 2-4) on bridge/radio room
c. Check that emergency plans and muster lists are posted
d. Check apparent compliance with security procedures (conduct a
separate security audit only if authorized by the CSO and with a
confidential security audit check list)
8.2 a. Check if the LSA/FFE Training Manuals are up-to-date, in place
in the mess rooms and if there is evidence of their use
b. Verify that audio-visual training tools are regularly used
c. Check that on-signers (crew and passengers) are duly and timely
familiarized with their emergency response duties
d. Check that emergency response drills are carried out as per plan
and recorded (incl. SOPEP, VRP, SSP)
8.3 a. Verify that office response procedures are known on board and
that they have been tested
b. Verify that the cooperation procedures with third party
emergency responders are known and suitably tested
9 REPORTS AND ANALYSIS OF NON-CONFORMITIES,
ACCIDENTS AND HAZARDOUS OCCURRENCES
9.1. a. Verify that the Master is aware of the possibility to raise
nonconformities and that he is ready to use it
b. Verify that all accidents or near misses during the last months
were reported to the office and note the date of the last
accident/near miss report sent
c. Verify that the vessel received investigation and analysis results
of relating to accidents and near misses and that these were
reviewed on board
9.2 a. Verify that the corrective action for all previous non-
conformities has been implemented and that it was effective
b. Verify that any preventive action related to internal or external
observations and recommendations has been implemented and that
it was effective
10 MAINTENANCE OF THE SHIP AND EQUIPMENT
10.1 a. Find out from Master when was the last ship inspection carried
out covering statutory and class requirements
b. Check certificate expiry dates and continuous machinery survey
(CMS) status
c. Check compliance with guarantee claim management procedures
(as applicable)
d. Check compliance with dry-dock preparation procedures
e. Check adequacy and compliance with the planned maintenance
programme for navigational/radio equipment
f. Check adequacy and compliance with the planned maintenance
programme for engine systems
g. Check adequacy and compliance with the planned maintenance
programme for hull and cargo/deck machinery
h. Check compliance with inspection procedures for tanks and
enclosed spaces
i. Verify correctness of inventories and compliance with stock
keeping procedures for stores, spares and provision
j. Verify that stores are managed in a way that prevents loss and
degradation
k. Check compliance with purchasing and requisition monitoring
procedures
l. Verify that stores, spares, provision and services are checked by
ship's staff upon delivery (security, quality, environmental aspects)
and that deficient supplies are rejected or reported
m. Check the quality of supplied services (repair specialists,
workshops, shipyards - shipboard opinion, reporting)
n. Check the quality of supplied stores, spares and provision
(shipboard opinion, reporting to the office)
o. Verify apparent condition of deck and engine machinery
(lubrication, conservation, markings, safety)
p. Take a few representative photographs of various parts of the
vessel and machinery, referring to the last routine inspection report
10.2 a. Review the technical inspection reports since the last internal
audit and confirm that superintendent’s instructions have been
followed up and verified
b. Check evidence that all technical defects / unexpected
maintenance items are properly reported, investigated and that
corrective action is taken and verified as necessary
10.3 a. Confirm that critical equipment has been properly identified and
marked in the maintenance programme and that there are adequate
maintenance records
b. Check the maintenance procedures for and condition of life-
saving appliances and fire-fighting procedures
c. Check that safety devices on deck machinery, lifeboats and
engine systems are functioning. Test a few for verification.
d. Check closing arrangements of watertight openings and verify
that ship's integrity is checked and recorded
11 DOCUMENTATION
11.1 a. Check ship's filing system and its library, plans, manuals
b. Check compliance with record keeping procedures (electronic
and paper based, use of current forms)
11.2 a. Check compliance with document control procedures (electronic
and paper based)
13 CERTIFICATION AND PERIODICAL VERIFICATION
a. Document of Compliance (DoC) copy up-to-date, Safety
Management Certificate (SMC)valid and correct
REMARKS:
Date: Sign. Auditor: Sign. Master: Sign. DPA:

11/11/2014 Evaluation of Crew Performance
Form Purpose tool for evaluation of Crew Performance by visiting internal auditors and/or ship inspectors
Distribution original to Crew Superintendent, copy to shipboard records
VESSEL
SUPERINTENDENT
PORT(S)
DATE(S)
No Rank Remarks regarding: Personal appearance, general conduct, willingness, loyalty, safety
awareness, English language, etc.
Navigation Offc. Ship’s maintenance, cargo handling, manoeuvring, control over crew, navigation,
cooperation with owners, charterers, administration and paperwork.
1 MASTER
2 1OFF
3 2OFF
4 3OFF
5 3OFJ
Engine Offc. Technical maintenance, repair skills, electronic, electrical, mechanical, welding, etc.
6 CENG
7 2ENG
8 3ENG
9 4ENG
10 4ENJ
11 ELECT
Engine Ratings Experience/skills in welding lathe machine, mechanical repairs, assisting on Deck,
watch keeping.
12 FITTER
13 OILER
14 OILER
15 WIPER
16 WIPER
17 ECAD
Deck Ratings Experience/skills in steering, splicing, crane operation, general, deck work, assisting
in Engine, watch keeping.
18 BOSUN/KAB
19 A/B
20 A/B
11/11/2014 Evaluation of Crew Performance
21 A/B
22 O/S
23 O/S
24 DBOY
25 DCAD
Catering Dept. Cooking, baking, menu planning, provision planning, orders, consumption,
cleanliness of galley and stores, assisting on Deck.
26 COOK
27 STWD/MM
28 CKTR
CLIMATE ON BOARD
16/01/2012 Evaluation of Masters and Chief Engineers
Name Vessel
Rank Service Fm: To:
Age Sign-Off reason
REFERENCES 1 2 3 REMARKS
1 Impression and Behavior
2 Initiative and Competence
3 Cooperation with other officers (Masters)
4 Cooperation with Master and other officers (C/Eng)
5 Respect and Control of Crew
6 Interest in feeding and victualling costs
7 Maintenance and Machinery surveys (C/Eng)
8 Interest in health and well being of crew
9 Attitude towards Owners / Managers
10 Knowledge of CP and attitude towards Charterers
11 Knowledge of Company’s S.Q. System
12 Knowledge of Company’s ISPS System
13 Knowledge of Shipboard SM System
14 Knowledge of Company’s Drug & Alcohol Policy
15 Adherence to 10, 11, 12, 13 & 14
16 Proficiency in English
17 Influence of Alcohol
18 Overall awareness of ship’s Condition (Master)
19 Influence on ship’s Condition (Master)
20 Overall awareness of ship’s Technical condition (C/Eng)
21 Influence on ship’s Technical Condition (C/Eng)
22 Ability to give clear orders
23 Ability to give clear answers
24 Communication Skills (Master & C/Eng)
OVERALL ASSESSMENTS: Offer further contract same type of vessel
Offer further contract different type of vessel Key:
Offer further contract any type of vessel 1 – Good
Terminate employment ton completion of present contract 2 – Acceptable
Terminate employment soonest 3 – Not Acceptable
Indicate which negative references under 1-24 have been pointed out to the Master/ Ch. Engineer, Verbally
Name & Title of Appraiser : Signature: Date:
Fleet Manager’s Comments

05/02/2013 Shipboard MLC Inspection Checklist
Form Purpose Tool for internal MLC audits and shipboard self-audits - to be attached to audit report
Distribution original to DPA, copy to shipboard records
VESSEL
DATE(S)
PORT(S)
AUDITOR(S)
MASTER
Ref. to MLC Item Yes No N/A Comments /

& MNC Documents seen
MLC Title 1. Minimum requirements for seafarers to work on a ship
1.1 Minimum age
MNC 32-010 All persons that are employed or engaged or work on board
the ship are at least 18 years old.
1.2 Medical Certificate
MNC 32-060 All seafarers on board are certified as medically fit to perform
their duties and have a valid medical certificate.
The medical certificates are valid for a maximum period of
two years.
All seafarers are in the possession of a certificate/statement of
colour-vision, where applicable.
Certificates / statements of colour vision are valid for a
maximum period of six years.
Note: colour vision certificates are valid max. 6 years; for
some Flag States the colour vision certificate are not part of
the medical certificate
Note: If the period of validity of a certificate expires in the
course of a voyage, the certificate shall continue to be in
force until the next port of call where the seafarer can obtain
a medical certificate from a qualified medical practitioner,
provided that the period shall not exceed three months.
If a seafarer joined the vessel with a recently expired medical
certificate:
Is an exemption granted by the Competent Authority
available?
Note: Medical certificates issued according to the
requirements of STCW shall also be accepted. In case a
seafarer has medical restriction to work, his work is
scheduled accordingly.
Check: work arrangements, watch plan, work permit
The medical certificates are issued by a duly qualified
practitioner (subject to availability of Flag State’s
specification).
The medical certificates are at least in English if the vessel is

engaged in international voyage.
1.3 Training and Qualification
MNC 32-010 All seafarers are trained or certified as competent or
MNC 32-060 otherwise qualified to perform their duties.
All training and qualification certificates are valid.

Check: personal certificates and endorsements (acc. STCW,
national requirements ), special national certificates
concerning qualifications (e.g.: ships’ cook)
All seafarers are in possession of a valid basic safety training
certificate.
Note: contents and scope of this training should meet all
STCW requirements: personal survival techniques, fire
prevention and fire fighting, elementary first aid, personal
safety & social responsibilities.
Training for personal safety on board ship has been
completed by all seafarers.
Check: on-board familiarisation records, copies of training
material (e.g. training manuals acc. SOLAS, safety committee
meeting records).
1.4 Recruitment and Placement
MNC 30-100 Evidence available that the shipowner ensures that the
seafarer recruitment and placement services meet the
requirements of the MLC 2006 (i.e. by audit reports,
licences/certificates approved by Member States).
Title 2. Conditions of employment
2.1 Seafarers’ employment agreements (SEA)
SEA & Appl. Copies of signed contracts and bargaining agreements (if
CBAs applicable) of all seafarers are available on board.
Note: although obligations arising from the crew contract
could have been delegated to appointed crew manager(s) or
sub contractor(s) the Company shall ensure that they comply
with the requirements of MLC 2006
Check: seafarers employment agreements, collective
bargaining agreements
SEA is signed by both parties involved, i.e. the seafarer and
the shipowner or a representative.
If the SEA is signed by shipowner’s representative there is
documented evidence available that the representative is
authorised to do so.
Check: Copy of the contract or statement about the
contractual or similar relation between shipowner and his
representative
If a collective bargaining agreement forms all or part of the
SEA a copy shall be available on board.

If the SEA or collective bargaining agreement is not in
English at least a copy of the standard form of the agreement
and the CBA shall be available in English (not applicable for
ships engaged in domestic voyages only).
The Seafarers Employment Agreements contain at least:
- name, date of birth or age and place of birth of seafarer
- shipowner’s name and address
- place where and date when the SEA is entered into
- rank / capacity
- wages (if applicable a formula used for calculation)
- monthly leave (if applicable a formula used for
calculation)
- limited or unlimited contract (terms of notice to be given
to the parties involved; limitation has to be mentioned
e.g. name of port and date)
- health and social security benefits
- entitlement of repatriation
- notice periods in case of contract termination are at least
7 days.
Employment records are available on board (Seaman’s books)
Employment records do not contain entries as to the quality of
work or to the wages.
2.2 Payment of wages
31-610 Seafarers are paid monthly and in compliance with their
31-620 employment agreements and collective bargaining agreement
(if applicable).
Seafarers receive a monthly account for their payments incl.
wages, additional payments, deductions (e.g. allotments), and
applied exchange rates (if applicable).
Check: SEA, collective bargaining agreements and other
documentation like monthly wages account/ payroll,
allotment orders, pay slips, slop chest, overtime sheet
It is ensured that the seafarers can request for remittance
(allotment) of their entire earnings or part of their earnings to
an account nominated by the seafarers.
It is ensured that the requested allotment will be remitted at
regular intervals and in due time.
Charges for the service of allotment are reasonable in amount,
if any.
2.3 Hours of work and hours of rest
32-400 The maximum hours of work or the minimum hours of rest
are monitored on board as required by the Flag State (see

32-400F1 DMLC I).
It is ensured that normal hours of work are based on an 8
hours day with 1 day of rest per week and rest on public
holiday, meaning that each hour exceeding this period shall
be considered as overtime.
The working or resting hours are within the following limits
and in accordance with Flag State requirements:
Max. hours of work:
- 14 hours per day / 72 hours within 7 days
or
Min. hours of rest:
- 10 hours per day / 77 hours within 7 days
Check: records of working and resting hours, bridge and
engine logbooks can be used additionally for evidence
The minimum resting period of 10 hours within any 24 hrs
period may not be divided in more than two parts i.e. one
period must be at least 6 hours, and the two longest periods of
rest must add up to at least 10 hours of rest (6+4; 7+3; 8+2;
9+1; 10+0). The interval between consecutive periods of rest
does not exceed 14 hours.
An approved standardised table of working arrangements for
each position exists setting out the national requirements or
collective bargaining agreement regarding:
- a work schedule for service at sea and in port
- the maximum hours of work or the minimum hours of
rest
- posted at an easily accessible place.
The table of shipboard working arrangements has to be in the
working language or the language of the ship and in English.
Check: working arrangements and schedules of safety drills
and verify procedure for compensation
Seafarers are granted compensation of rest time if disturbed
by incidences (e.g. unattended machinery space).
Most drills are carried out outside the periods of rest.
Records of seafarers’ daily hours of work or of their daily
hours of rest are maintained in a standardised format,
including the schedule of service at sea and in port.
Records of seafarers’ daily hours of work or of their daily
hours of rest are in the working language or languages of the
ship and in English.
Seafarers receive a copy of the records endorsed by the
master, or a person authorized by the master, and by the
seafarer.
Note: The Flag State shall establish a standardized format of

this record or it can also be a standard format prepared by
the ILO.
Note: These requirements shall not impair the right of the
master of a ship to require any hours of work necessary for
the immediate safety of the ship, persons on board or cargo,
or for the purpose of giving assistance to other ships or
persons in distress at sea.
2.4 Entitlement to leave
SEA & Appl. It is ensured that seafarers are provided with a sufficient
CBAs amount of separately paid annual leave based on a minimum
31-630 of 2.5 calendar days per month of employment.
Check: SEA, collective bargaining agreement, wage accounts
It is ensured that no agreements exist that allows to forgo the
minimum annual paid leave (exemptions to be specified in
DMLC I)
Seafarers are granted shore leave consistent with the
operational requirements of their positions.
2.5 Repatriation
SEA & Appl. It is ensured that seafarers are repatriated at no cost.
CBAs
45-722
Note: Compensation for repatriation should include costs for
passage, accommodation and food, transportation of luggage,
medical treatment if necessary, payment and allowances.
Seafarers should be transported to an agreed destination of
repatriation (e.g. country of residence).
The possible reason for repatriation at the seafarer’s own
account is in compliance with Flag State law or any collective
bargaining agreement.
Check: SEA or collective bargaining agreements or national
provisions for a repatriation agreement.
It is ensured that the service period onboard following which
a seafarer is entitled to repatriation is less than 12 months.
The seafarers’ entitlements are granted by the shipowner for
repatriation, including those relating to destination of
repatriation, mode of transport and expenses to be covered by
the shipowner (or his contractual partner) incl. other
arrangements arising from the contract or national provisions.
Neither advance nor other payment are requested from the
seafarer for repatriation nor methods of recovering costs for
their repatriation are in force, unless the seafarer has been
found to be in serious default of the seafarer’s employment
obligations.
Financial security for repatriation is provided.
Check: Evidence in relevant documents must be provided
(e.g. P&I Insurance letter).

A copy of the national regulations regarding repatriation is
available to all seafarers in an appropriate language.
2.7 Manning levels
Safe Manning The ship is manned with a sufficient number of personnel for
Certificate the safe, efficient and secure operation of the ship. Account is
& Crew list taken to fatigue and the nature and conditions of the particular
voyage.
Note: The vessel is manned according the safe manning
document (SMD) and under consideration of safety and
security aspects. For further information see IMO Circular
STW 40/8/1-3. Check also the Certificate of class if the Class
sign UMS (Unattended machinery space)/AUT is still
applicable.
Check: Minimum Safe Manning certificate with crew list,
crew documents, work arrangements and job description that
sufficient qualified personnel for ship operations including
food & catering and medical care is available.
Title 3. Accommodation, recreational facilities, food and catering
3.1 Accommodation and recreational facilities
If the ship was keel-laid before the entry into force of MLC,
Existing 2006:
ships - the non-constructional items of Standard 3.1 of the MLC
2006 and
- the requirements regarding construction and equipment
of ILO 92/133 apply as applicable before in the Flag
State.
If the Flag State requires a certificate of compliance with ILO
Conventions 92/133 (or 147):
The Certificate of Compliance with ILO 92/133 (147) is
available.
If the ship was keel-laid after the entry into force of MLC,
New building 2006:
only - all requirements of Standard 3.1 of the MLC, 2006
apply (non-constructional items as well as requirements
regarding construction and equipment)
A Certificate of Compliance for the requirements relating to
construction and equipment of Regulation 3.1 is available.
Existing A certificate for compliance with the applicable noise levels
ships / NB is available, if required by Flag State.
General requirements
There are measures implemented stating:
32-710 - that frequent accommodation inspections shall be
carried out by the master or a designated person to
ensure that seafarers’ accommodations are clean,
decently habitable and well maintained

- that the results of each inspection have been recorded
and are available for review
Recreational facilities
Appropriate seafarers’ recreational facilities, amenities and
services are provided, as adapted to meet the special needs of
seafarers.
The different and distinctive religious and social practices
without the discrimination of seafarers are taken into account
for the application and fairly variation of this standard.
3.2 Food and catering
Ship The ship has a valid “Ship sanitation control exemption
sanitation certificate”.
control Note: the validity of Ship sanitation control exemption
exemption certificate is max. 6 months; some vessels might have in
certificate addition a separate drinking water certificate
The ship is equipped with catering staff, properly trained and
instructed.
Cook The ships’ cook is trained, qualified and found competent
Certificate according to the requirements of the Flag State.
Check: the cooks certificates, employment records and
32-010 confirmation of the training course authorized by the Flag
State
The ship’s cook has participated in a recognized training
course (by the Flag State) covering practical cookery,
hygiene, storage, stock control, catering health and safety and
environmental protection.
On board ships with an actual number of seafarers less than
10 the Flag State may not require to carry a fully qualified
cook.
In this case: The person who is processing food in the galley
has been trained and instructed in areas including food and
personal hygiene as well as handling and storage of food.
Check: evidence about the successful completion of training
32-710 The master or a person appointed by the master carries out
frequent documented inspections of the:
36-070 - supplies of food and drinking water;
- spaces used for handling and storage of food;
- galley and other equipment used in the preparation and
service of meals.
Check: the relevant documentation
The person responsible for carrying out the frequent
documented inspections is:
The cook is not under the age of 18 years.
Title 4. Health protection, medical care, welfare and social

security protection
4.1 Medical care on board ship and ashore
52-010 It is ensured that:
52-020
- medicines, medical equipment and facilities for
diagnosis and treatment and to medical information and
expertise are available and prompt accessible
- seafarers receive proper medical treatment (medical
doctor and/or dentist) ashore without delay in ports of
call, where practicable
- medical care and health protection services provided
either on board or ashore are free of charge for the
seafarers.
- measures providing for health protection and medical
care (including essential dental care) are not limited to
treatment of sick or injured seafarers but include
measures of preventive character such as health
promotion and health education programmes.
Medical The standard medical report form adopted by the Flag State is
Report Form available on board and is used in case of onboard and onshore
Flag State medical treatments of seafarers.
The contents of the completed medical form are kept strictly
confidential and protected and are only use to facilitate the
treatment of seafarers.
Check: medical report forms
The following is available:
- the medical locker is fully equipped with valid supplies
as per Flag State requirements
- documented evidence that the contents of the medical
chest is inspected at least every 12 months by the
competent authority or a responsible person designated
by the competent authority
- medical equipment as per Flag State requirements
- medical guides (the most recent editions of the
International Medical Guide for Ships, the Medical First
Aid Guide for Use in Accidents Involving Dangerous
Goods, the Document for Guidance – An International
Maritime Training Guide, and the medical section of the
International Code of Signals as well as similar national
guides)
If the ships carries 100 or more people and is engaged in
voyages of more than three days duration a qualified doctor is
available on board.
If no doctor on board is required by law, at least one seafarer
is in charge for medical care or at least one seafarer is in
charge for providing medical first aid (qualification shall be

meet the according requirements of STCW.
The person in charge is:
Check: qualification certificates and job descriptions
Measures and equipment are in place to receive medical
advice via radio or satellite (up-to-date list of communication
numbers through which medical advice can be obtained).
4.2 Shipowners’ liability
P&I Entry Seafarers are protected from the financial consequences of
Certificate sickness, injury or death while serving under an employment
agreement (Flag State shall determine the scope of the
shipowner’s financial security for seafarers).
SEA and The shipowner is liable to bear the costs for medical care,
appl. CBAs long-term disability or compensation of death during the
seafarer’s employment.
Check:
- the SEA/collective bargaining agreements to verify the
coverage as required by national law.
- P&I Insurance documents or comparable documents
stating coverage of crew cost related to sickness, injury
and death are available.
It Is ensured that the ship owner will bear the cost for the
seafarers’ medical care incl. lodging for a period not less than
16 weeks.
Seafarers on board with incapacity for work due to sickness
or injury receive their wages in full until they are repatriated
(Flag State may define a longer period for entitlement of sick
pay).
Wages are paid from the time of repatriation until their
recovery or until Seafarers are entitled to cash benefits under
the member’s legislation (If required by national law or
collective agreement).
It Is ensured that burial expenses for seafarers deceased whilst
onboard are covered by the shipowner.
Measures are implemented with respect to handling of
property of sick, injured or deceased seafarers.
4.3 Health and safety protection and accident prevention
11-000 The vessel has an occupational safety and health policy and
15-200 programme to prevent accidents, injuries and diseases that
complies with national and international regulations and
15-300
relevant standards and guidelines.
Note: IMO circular MSC-MEPC.2/Circ.3 “Guidelines on the
basic elements of a shipboard occupational health and safety
programme” give guideline in preparing procedures for the
onboard occupational health and safety programme.
Risk evaluation in relation to management of occupational
safety and health is conducted.

Check: records of risk evaluations covering all working
areas
It is ensured that the Ship’s ongoing occupational safety and
health policy and programme:
- is basically known and available to all seafarers.
- includes training programmes (e.g. drills)
- includes instructions to seafarers
- pays special attention to young seafarers, if applicable
- takes account of adequate preventive measures
- appropriate personal protective equipment is available,
used and maintained correctly
- reviewed in appropriate intervals to ensure continuous
improvement
The specific duties and responsibilities of the master or a
15-110 person designated by the master, or both, are defined in
respect to the implementation and compliance with the ship
policy and occupational health and safety programme.
Note: These requirements can already exist in other
management systems implemented on board like ISM.
Check: occupational health and safety policy and programme
and job description
15-120 A ship safety committee with seafarer representative(s) is
established on board (for ships with 5 or more seafarers).
Check: documents showing members and reports of meetings.
41-121 Reasonable precautions are implemented to prevent
51-010 occupational accidents, injuries and diseases, including
51-020
52-030
- measures to reduce the risk of exposure to chemicals

- measures to reduce the risk that may arise from use of
equipment and machinery and of exposure to harmful
levels of ambient factors.

Check:
- If relevant particular hazards posted to the attention
of the seafarers
- if publicity materials such as posters, audiovisual
material periodical
- are available on board
- if special consideration is given to any national
requirements
- if following subjects are considered:
- structural features of the ship (asbestos)
- machinery
- extreme surface temperature (high or low)
- effects of noise and vibration
- effects of ambient factors (e.g. tobacco smoke)
- safety measures on and below deck
- cargo equipment
- mooring equipment
- dangerous cargo and ballast
- personal protective equipment
- working aloft and in enclosed spaces
- fatigue, drug abuse, HIV /AIDS protection,
- emergency and accident response
15-300 Occupational health and safety related accidents and incidents
are investigated, analysed and reported to the company and to
the Flag State, if required.
Check: Reports and correspondence to verify that
occupational health and safety related accidents and
incidents reports and risk assessments are submitted to the
company, analysed and corrective action are taken.
4.5 Social security
SEA & appl. Seafarers are covered by at least 3 of the 9 social security
CBAs branches (they must include medical care, sickness benefit,
employment injury benefit):
- medical care
- sickness benefit
- unemployment benefit
- old-age benefit
- employment injury benefit
- family benefit
- maternity benefit
- invalidity benefit
- survivors’ benefit
Check: SEA and Collective bargaining agreements

Title 5 Compliance and enforcement
5.1.1 General principles
A copy of the MLC, 2006 is available to all seafarers on
board.
5.1.5 On-board complaint procedure
13-501F1 A procedure for on-board handling of seafarers’ complaints
regarding the MLC, 2006 and basic rights is available.
Check: documented procedure
Seafarers are able to complain directly to the ships’ master
and/or an external authority.
Seafarers have the right to be accompanied or represented
when lodging a complaint.
Seafarers are protected against victimization when lodging a
complaint.
All seafarers have been provided with a copy of the on-board
compliant procedure.
The on-board complaint procedure includes:
- Contact information for the competent authority in the
Flag State
- Contact information un the seafarers’ country of
residence (if different from Flag State)
- Name of person(s) on board nominated to provide, on a
confidential basis, seafarers with neutral advice on their
complaint or otherwise assist them.
Records of lodged complaints are kept on board.
Note: a copy of the lodged complaint should be given to the
seafarer
21/11/2019 Navigational Audit Check List
Form Purpose To be completed by the Navigational Auditor(s) after the audit.

Distribution without AMOS Original to Marine Superintendent, Copy to Master
Distribution with AMOS To be attached as external document to the audit report
Vessel
Auditor
Port and Date - Embark
Port and Date - Disembark
Vessel Particulars Crew List
Name Master
IMO Chief Officer
Type 2nd Officer
Flag 3rd Officer
GT
NT
LOA
1. General
Observations/Remarks
1 Boarding Vessel
1. Mooring Condition, 1.
2. Accommodations ladder, 2.
3. Gangway net 3.
2. Bridge (Log Books, Orders, Posters, Check Lists)
1 Is an adequate record being kept of all the navigational activities, both at sea
and under pilotage?
2 Official log book – entries:
1. position with fix method, 1.
2. steering change over hand/automatic, 2.
3. restricted visibility, 3.
4. steering test, 4.
5. Master handing over/taking over conn to/from OOW, 5.
6. records of bridge check lists 6.
3 Has standard meteorological data been recorded and been carefully assessed
4 Has the Watch Lookout name been entered in the Deck Logbook
5 In case of error/mistake, have corrections been made on proper way.
(The use of correction liquid is prohibited)
6 Have records of fire rounds been completed after each watch
7 Bell book – entries:
1. BOSP/EOSP, 1.
2. VTS / Pilot station VHF communication 2.
3. pilot boarding-name, 3.
4. first line, 4.
5. all fast, 5.
6. all clear, 6.
7. anchoring, 7.
8. Tug name 8.
8 Is the important entries such as:
1. passing breakwater, 1.
2. sea / river buoy, 2.
3. lock entering / all fast / leaving, 3.
4. fix position in appropriate intervals 4.
5. buoyed channels passing buoys and landmarks 5.
entered into the Bell book
9 Compass error book – entries once per watch
10 GMDSS radio log book – entries:

1. Distress messages, 1.
2. Safety and Urgent messages entries, 2.
3. daily/weekly/monthly test of equipment, 3.
4. signed daily from the Master 4.
11 Chronometer log book entries, Correction done
12 Master night / watch orders maintained:
1. on daily basis while at sea and anchor, 1.
2. signed by all officers 2.
13 Familiarization records for navigation watch keeping personnel prior to taking
up duties
14 Arrival MNC-35-000F1 and Departure MNC-35-900F1 Check Lists
available, real checks carried out.
15 Maneuvering poster displayed on the bridge (Maneuvering
characteristics)
16 Watch schedule displayed on bridge (normal, exceptional conditions)
17 Master standing order displayed on the bridge and signed by all officers
18 The circumstances when OOW has to call the Master clearly defined
19 BWNAS has been switched on between BOSP and EOSP and key has been
taken out by Master
20 Minimum CPA requirements set in Master Standing Order
21 Have all deficiency in regards to navigational equipment been immediately
reported to the Master
22 Is the UKC monitored all the time while alongside
3. Navigational Equipment
1 All navigational equipment appear in good condition and maintained.
2 Is all equipment provided as per Safety Equipment Certificate “Form E”
3 RADARS – Condition of both radars
1. X-Band – TX Time 1.
2. S-Band (or 2nd X-Band) – TX Time 2.
4 Are both radars in operations during navigation as per requirements
5 Is there any restriction for usage of radars, do all officers have full access to
all functions of the radar
6 What is the set-up of the RADARS during navigation to ensure optimum
output such as:
1. Range, 1.
2. clutters, 2.
3. speed input, 3.
4. vector set-up, 4.
5. CPA, 5.
6. TCPA 6.
7 COURSE RECORDER – condition (when on board)

8 ECHO SOUNDER – condition, spare paper available, digital memory
9 ECHO SOUNDER – Position and time of switching on / off clearly marked
on and is in line with Voyage Plan
10 ECHO SOUNDER (Electronic) – are the officers able to demonstrate memory
log
11 NAVTEX – correct stations have been selected for trading area, weather
reports and warnings correctly used and filed, as per IMO MSC.148(77)
resolution
12 WEATHER FAX / software (if available) – are the officers familiar with
functions and set-up. Are weather charts been printed and filed accordingly
13 GPS – are all GPS have been correctly set up for the correct datum (WGS-84)
14 GPS – screens are clean and clearly readable
15 AIS PILOT PLUG – correctly placed (at the middle of the bridge) and enough
cable provided
16 CHRONOMETER – correctly adjusted and without visible damages.
17 ENGINE recorder in good working condition (when on board)

18 Gyro(s) & Autopilot – Speed / Lat. error, repeaters synchronized including
steering gear room, azimuth sight
19 Magnetic Compass – condition /check for air bubbles, azimuth sight, main
and 24V lights
20 In coastal waters deviation of the compass shall be conducted with landing
line, the same has been recorded in log book
21 Discrepancies (if any) between main gyro compasses and repeaters have been
noted and recorded
22 Last deviation card by shore service /or by Master
23 Are the deviations noted in the log book are within values shown in deviation
card
24 SPEED LOG – in good working order
25 SHIP CLOCK – synchronization and adjusting
26 SEARCH LIGHTS – on Bridge wings or compass deck appears in good
condition and moveable
27 General alarm – modes:
1. Manual mode, 1.
2. automatic mode. 2.
3. public address system interrupting GA, 3.
4. back up with mooring stations, 4.
28 BRIDGE WINGS INSTRUMENTS – RPM, RUDDER INDICATOR, in
good condition
29 ALDIS LAMP – condition, 3 spare bulbs available, battery charged
30 SIGNALING FLAGS – available, condition
31 SIGNALING SHAPES – sufficient and condition
32 All Bridge Instruments which contains clock are synchronized (Echo sounder,
Engine RPM, Course recorder)
33 NAVIGATIONAL LIGHTS – condition, spare bulbs, Panel alarm checking.
34 SHIP HORN (whistle) – in good working condition, frequency of checking
(normally daily at noon)
35 AUTO PILOT – condition,
1. parameters correctly adjusted to vessel condition, 1.
2. off-course alarm setting, 2.
3. alarms setting 3.
36 Maintenance and service file of all navigational equipment available on the
Bridge
4. GMDSS Equipment
1 Inmarsat C – in good working order, link test to be conducted
2 Inmarsat C – EGC Safety Net service properly set and used (weather,
warnings, distress messages etc)
3 Inmarsat C – Master is well familiar with Telex / email operation
4 VHF – appears in good condition. Are officers able to demonstrate
sending various messages?
5 VHF DSC – set up, daily tests are done
6 GMDSS portable emergency radio is in good working condition and
batteries are provided and valid
7 Emergency Batteries are in good order and regularly checked. Records are
available (ships Electrician)
8 Who is assigned GMDSS operator in case of emergency
9 EPIRB – is in good condition,
1. battery validity (date)
2. HRU valid (date)
10 SART – tested regularly, battery valid (date)
11 AIS – has been correctly set-up with all required data
1. ETA & next port
2. Draft
3. Any DG on board
4. crew
12 DSC MF/HF – checks have been entered into the GMDSS Log book
13 SSAS –Last test, location of activating buttons are known by OOW
14 LRIT – Location and functionality – last conformance test
5. Passage Planning
1 Passage plan is prepared Berth-to-Berth
2 Position fixing intervals are set according to company policy
3 Are primary and secondary position fixing mentioned in the passage plan
4 Weather information and Admiralty Routing Charts have been taken in
to consideration when preparing Passage Plan
5 UKC and SQUAT have been calculated and prepared for appropriate leg
(UKC not need to be calculated for deep water)
6 Is there any evidence that UKC has been calculated and compared with
minimum allowed UKC as per company policy
7 Each leg of the Passage plan shall contain information’s:
a. Ship´s heading
b. Distance to next WP
c. Distance to Go
d. Predicted speed
e. XTE (Cross track Error)
f. Navigational warnings expected along the route
g. Other notes and reminders for current route (stand by time,
Reporting points, SECA, Pilots etc.)
h. Contingency Anchorage
i. Parallel indexing
j. Abort point
10 In case ADP, e-NP being used on board, are all relevant information’s
such as ADTT, ADRS, ADLL, printed out and attached to passage Plan
11 Has the passage Plan been discussed along navigational officers and
Master before acceptance and signature
12 Has the passage plan been strictly followed
6. In addition to Passage Planning – Dual / Single ECDIS Vessels
1 Have all necessary ENC permits reviewed and updated weekly
2 AIO or CIO+ in use and weekly updated
3 Navtex warning inserted and checked with planned passage
4 T&P corrections noted, inserted and checked with planned passage
5 Reviewing of chart layers selecting for open waters, coastal waters,
approach and the harbor
6 Setting of proper
a. draft
b. safety depth
c. safety contour
d. shallow contour
e. deep contour
7 Setting of anti-grounding cone
8 Simulation passage plan run prior to voyage commencement to detect
errors
9 Procedure of taking manual fix and confirm ECDIS position
10 Settings of alerts and priority: alarm, warning, caution – alert
acknowledge, rectifying existing alerts, muting
11 Parallel indexing settings
12 Training / Familiarization for on board ECDIS available for all OOW and
Master
13 Latest software version is installed
14 On board procedures available and followed by OOW
15 UPS according Flag State requirements
16 Latest base DVD available

17 ENC permits are valid for whole voyage
18 ALL mandatory sensors are connected (GPS, Gyro, Speed log) which
additional sensors are connected (Radar, AIS, Echo sounder, VDR)
7. Charts and Publications (partly for vessels with paper charts only)
1 Charts for current voyage are fully corrected
2 Last weekly correction for current charts received on board
3 Outstanding NTM are not more than 3 weeks
4 Are sleeping folios kept updated
5 T & P Notices inserted on charts
6 Are all navigational warning (Navtex & EGC) inserted on charts
7 File for Navtex and EGC kept updated
8 Small scale charts been used for dangerous areas and approaches
9 Following books are available on board and been corrected up to latest
available NTM :
a. Sailing directions
b. Nautical Almanac
c. Summary of NTM´s
d. Chart Catalogue
e. List Of Lights
f. Tide Tables
g. List of radio Signals
10 Ship´s library is kept updated with latest editions
11 NP 133A or NP 133C in use for the correction or equivalent computer
program
8. Watch Keeping
1 Did the watch officer come earlier on watch than scheduled
2 Has the check list MNC-33-040F1 properly filled
3 Has the Log book been signed by relieved officer
4 To be verified that watch is not hand over during collision maneuvering,
changing the course or speed
5 Is the anti-collision maneuver taken timely and under COLREG
regulations and good seamanship
6 Did frequent checks of the navigational instruments take place during the
watch
7 Has the comparison of the magnetic and gyro compass been done every
hour and every course change.
8 Does OOW has unlimited access for usage of the Engine
9 Is there an additional lookout on bridge during time of darkness
10 Has the deck officer understood that Master presence on the bridge does
not relieve him from responsibilities of safe navigation or collision
avoidance
11 Navigational officer is familiar with procedure regarding restricted
visibility, dense traffic and weather condition?
12 Has the additional lookout been instructed what he has to observe and
about the way of reporting
13 Does helmsman understand standard English steering commands
14 Is the helmsman been frequently checked during steering
15 Master has clearly stated what he is considering as restricted visibility
16 Has position fixing / verification mentioned in the passage planning has
been followed
17 Has parallel indexing been used for monitoring of vessel track especially
in confined waters
18 Position has been made with two different methods when possible
19 Are the position been plotted on the navigational chart or ECDIS
20 Is the officer on watch aware of presence of lighthouse lights and aware of

characteristics
21 Once the vessel has settled her position upon dropping the anchor fixes
shall be taken, monitored and entered into Log Book. Positions shall be
taken by land marks (when available) and shall be rechecked on at least
hourly basis
22 In case of bad weather, reducing of speed and course change taken in
consideration
23 Officers are familiar with MOB procedures
24 Last MOB drill conducted available in deck Log Book
25 Officers are familiar with Williamson turn
26 Are navigational officers and helmsman familiar with change-over
procedure and procedure is clearly displayed
27 Both steering pumps are used during maneuvering
28 Off-course alarm has been properly adjusted
29 Manual steering is tested at least once per watch
9. Navigating with Pilot
1 Marking Master and Pilot Call points by OOW and monitoring of ships
position
2 Has communication with Pilot Station / Boat been properly established
confirming, speed, course, time of arrival
3 Rigging of pilot boarding arrangement accordance with SOLAS. Pilot
embarkation / disembark supervised by deck officer. OOW does not leave
bridge.
4 Effective Master / OOW / Pilot exchange and pilot integration in bridge
team.
5 Pilot card dully filled in and signed
6 Has the mooring plan been discussed
7 Language and communication with pilot and tugs
8 Identification of critical areas and changes in planned passage.
9 Monitoring of pilot actions and alerting if action appear to be risky
10 Master behavior under stressful condition
11 Pilot disembark at designated “Pilot boarding Area”
12 Proper hand over Pilot / Master if pilot must leave in other than designated
position
10. Mooring / Anchoring
1 Number and position of tugs use for un/berthing is adequate
2 Are the tug boats properly secured
3 Are bollard-pull SWL in correspondence with tugs
4 Are the mooring station adequately manned, condition and size of
mooring ropes and stoppers for ships size
5 Communication with Engine control room established
6 Deck officer’s awareness of different method of anchoring – walking
back, letting go, from the water line
7 Crew attending mooring stations safety awareness proper PPE are worn
and checked by officer.
8 Bridge / mooring stations information exchange
9 Berthing / unbreathing plan discussed
10 Effectiveness of bow thruster
11 Is anchor guard has been used on radar and ECDIS
12 Is the officer on watch during anchorage aware of Tide change and
influence on ships position
13 Is the anchor ball posted on forecastle
14 Are the both anchors ready prior entering the restricted waters and during
pilotage
15 During anchorage time, the Bridge is manned by OOW

16 OOW is aware of the contingency plan in case of anchor dragging
17 OOW is aware for time needed for Main Engine preparation
Identified Deficiencies
No. Description Action Due Date Date Corrected
Evaluation, Training done on site, Required Training
Name Rank Evaluation / Training

1 Master
2 Chief Officer
3 2nd Officer
4 3rd Officer
Comment Recommendation
………………………… ……………..........................
Auditor: Master:
20/10/2015 Job Description - Master
1. The Master reports to the Flag Administration, duly authorized Port Authorities, the Owner, the
Charterer and the Manager (Technical Superintendent, Marine Superintendent, DPA and CSO).
2. The Chief Mate will take over command if the Master leaves the vessel or becomes otherwise unable to
fulfil his duties due to an emergency. In the latter case the Chief Mate must inform the Technical
Superintendent or the DPA immediately to arrange for a relief Master and to inform all other parties as
required.
2. Responsibilities
1. deciding all questions related to the safety and security of human life, the vessel and her cargo and to the
protection of the environment with overriding authority (see MNC-11-002);
2. fulfilling his responsibilities bestowed on him by the Flag State as required;
3. issuing appropriate orders and instructions to all officers and ratings in a clear and simple manner;
4. ensuring the strict compliance of the vessel with all applicable regulatory, classification and insurance
requirements;
5. ensuring and verifying crewmember’s compliance with all the applicable international, national and
trading standards rules and regulations as those are defined in the company’s management system;
6. ensuring that the company's safety, security, environmental protection, open reporting system and
quality policies and procedures are known to, understood by and adhered to by all officers and ratings
(as applicable for each rank);
7. motivating the crew for implementing the provisions of the above mentioned policies;
8. reviewing the company's management system for regulatory compliance, applicability and fitness for
purpose and proposing amendments as required;
9. approving voyage plans, issuing navigational orders and taking personal command as necessary;
10. ensuring emergency preparedness of the vessel and its crew at any time;
11. managing crew and labour affairs in line with Flag State laws, company and crew manager instructions;
12. supervising the vessel's maintenance, repair and purchasing activities;
13. supervising the vessel's cargo operations and ensuring Charter Party compliance;
14. controlling the vessel's external communication and the compliance with regulatory and company
communication and reporting procedures;
15. ensuring compliance with all lawful instructions of duly authorized port authorities;
16. requesting the company's assistance in case of problems to comply with any of the above in due time as
necessary in his own judgement;
17. ensuring that shipboard training is carried out as required and as applicable with their rank and
responsibilities for all the crewmembers onboard;
a. Master's Certificate of Competency and all additional documentation and certification required by
IMO STCW, ITU, Flag State and company for the type, size and trade of the vessel
a. references and experience accepted by the Technical Superintendent and the DPA as sufficient for
the assignment considering the vessel's type, trade and size
b. good command of the English language
c. decision making, social and leadership skills, especially in emergency situations
3. additional requirements before taking command (office and/or shipboard familiarization must be
considered as necessary):
a. knowledge of the Flag State's maritime legislation
b. knowledge of the company's management system
11/09/2019 Shipboard Deck Department - Records
Objective Description of the filing system of the ship’s Deck Department

Scope Vessels
References MNC-18-220, ISO 9001:2015
Distribution Office: One controlled electronic copy in AMOS EMS
Vessel: One controlled electronic copy and at least one printout controlled by the Master
The shipboard Deck Department maintains records in electronic form (Amos database, email archive) and in
paper form. Following filing, system is followed for paper records:
MA-1: MN SHIPBOARD MANUAL MA-2a: SHIP’S CERTIFICATES
Controlled copy of the manual (hard copy) MA-2b: EQUIPMENT CERTIFICATES
Note: For AMOS EMS equipped vessels, these records are in MA-2c: INSURANCE, PORT STATE NATIONAL
AMOS2. CERTIFICATES
Note: For AMOS EMS equipped vessels, the above filing is

also kept in AMOS EMS.
MA-3: FLAG STATE CIRCULAS MA-4: TECHNICAL DEPT. CIRCULARS
1. Flag State Circulars 1. TD Fleet Circulars - Deck

2. TD Fleet Circulars - Engine
Note: For AMOS EMS equipped vessels, these records are in 3. TD Fleet Circulars – National & Port State
AMOS EMS.
Note: For AMOS EMS equipped vessels, these records are in
AMOS EMS.
MA-5: FLAG & PORT STATE INSPECTIONS MA-6: CARGO DOCUMENTS
1. Flag State Inspections 1. Notice of Readiness

2. Port State Control Inspections 2. Hold/Tank Inspection/Surveys
3. List of Common PSC and Flag State Deficiencies 3. Manifests / Bill of Ladings
(MNC-35-050F1) 4. Statements of Facts
4. Others 5. Loading Plans
6. Stability Calculations
Note: For AMOS EMS equipped vessels, these records are in 7. Cargo Claims
AMOS EMS. 8. Charterers Services Notification Letter
9. Bulk Carriers – Ship/Shore Safety Checklist
(MNC-35-341F1)
10. Monitoring Report on Refrigerated Cargo
(MNC-35-245F1)
11. Checklist for In-Transit Fumigation - Only for Bulk
Carriers (MNC-35-370F1)
12. Fumigation Gas Concentration Monitoring Sheet -
Only for Bulk Carriers (MNC-35-370F2)
13. Fumigation Leakage Check List (Prior Loading) -
Only for Bulk Carriers (MNC-35-370F3)
14. Daily records of Gas and Temperature in Cargo
Holds - Only for Bulk Carriers (MNC-35-380F1)
15. Others
MA-7: CORRESPONDENCE/INSURANCE MA-8: DECK MAINTENANCE / INVENTORIES &

OTHER INVENTORIES
1. Owners / Managers
2. Charterers 1. Planned Maintenance
3. Cargo Receivers / Shippers 2. Maintenance Reports
4. Port Agents / Authorities / Port Clearances 3. Defect Notes
5. Stevedore Damage Reports / Protests 4. Inventories (Amos database printouts)
6. Monthly List of Enclosures a. Paints
7. Insurance Covers b. Ropes and Wires
8. Insurance Claims (P&I / H&M / LOH / Other) c. Lashing Equipment
9. Checklist for Operation in Ice Covered Waters d. Stores
e. Bridge Equipment
(MNC-33-290F2) f. Linen and Cutlery
g. Kitchen, Accommodation Appliances
h. TV Sets, Radios, Videos, Entertainment
Material
5. Other Inventories (For Vessels without AMOS)
a. List of Plans
b. List of Manuals
c. List of Publications
6. Regular Inspection and Maintenance of Loose Gear
(MNC-36-350F1)

AMOS EMS.
MA- 9: STORES / SPARES / REPAIRS MA-10: MANAGEMENT SYSTEM
1. Stores Requisitions, Delivery Notes, Invoices, 1. Minutes of Safety Committee Meetings

Receipts (MNC-15-120F1)
2. Spares Requisitions, Delivery Notes, Invoices, 2. Contingency Drill Reports
Receipts 3. Accidents and Near Miss Reports
3. Pending Requisitions (MNC-30-500F1)
4. Suppliers Quality Reports / Appraisals 4. Shipboard Audit Reports (ISM / ILO MLC 2006 /
5. Landing Reports Navigational Audits), (MNC-30-500F5/F5/F6)
5. Non-Conformity Reports
Note: For AMOS EMS equipped vessels, these records are in 6. Shipboard Management Reviews (MNC-18-510F1)
AMOS EMS. 7. Permits (MNC-51-360F1, MNC-51-360F2,
MNC-51-440F1)

AMOS EMS.
MA -11: - SHIP INSPECTION REPORTS MA-12: RADIO STATION RECORDS
1. Ship Inspection Reports 1. Accounting Authority Circulars and Instructions

2. Ship’s Upgrading Reports 2. AA Monthly Report of Radio Communication
4. Monthly Shipboard Telecom Registry
Note: For AMOS EMS equipped vessels, these records are in 5. GMDSS Radio Log
AMOS EMS.
MA-13: FLEET INCIDENT REPORTS MA-14: RISK ASSESSMENTS
1. Summaries of Accident or Hazardous Incidents in 1. Copies of Approved by the company Risk

the format of “Fleet Incident Reports” Assessments (MNC-15-200F1)
2. Draft Risk Assessments developed by the vessel
Note: For AMOS EMS equipped vessels, these records are in – Pending Office’s Approval
AMOS EMS.
AMOS EMS.
MA-15: ILO MLC MA-16: NAVIGATION
1. On board Complaints (MNC-13-501F1) 1. 31-505F1 - Noon Sea Report

2. SEA / CBA Declaration form 2. 31-505F2 - Noon Port Report
3. 31-505F3 - Arrival Report
4. 31-505F4 - Departure Report
Note: Above reports are not to be printed, as they are

available in CAPE Software.
CA-1: CREW CERTIFICATION CA-2: SIGN-ON FILE
1. Crew Lists 1. Sign-On Reports

2. Certificates of Competency 2. Employment Contracts
3. Medical Fitness Certificates 3. Allotment Order
4. On-signer Familiarization Forms 4. Monthly Payroll
5. Wage Accounts
6. Records of Work & Rest Hours
7. Master's Cash Box
8. List of Account Payments
9. Correspondence
CA-3: SIGN-OFF FILE CA-4: VICTUALLING FILE
1. Sign-Off Reports 1. Provision Accounts (Invoices, Receipts,

2. Employment Contracts Attachments)
3. Final Wages Accounts 2. Rations Reports
4. Allotment Orders 3. Provision Inventories
5. Correspondence 4. Supply Orders / Deliver Notes
5. Correspondence
CA-5: CREW ADMINISTRATION SHIP SECURITY FILES (CONFIDENTIAL)
1. Change of Command (Master, Ch. Officer, Ch. as instructed by CSO via TD-S circular
Engineer & 2nd Engineer Handover Reports)
2. Monthly List of Enclosures - Crew
3. Medical Reports
4. Monthly Illness/Accident Reports
5. Crew Performance Reports
6. Vacation and Relief Planning
7. Non-Fare Paying Passengers
8. Chief Officer Development - Suitability Checklist
(MNC-32-360F1)
9. Alcohol Test Certificate (MNC-32-630F1)
10. Others
20/07/2005 Job Description - Chief Mate
1. The Chief Mate reports to the Master and acts as the Master's backup.
2. The Chief Mate is backed up by the Second Mate.
2. Responsibilities
1. standing navigational watches;

2. supervising the compliance with safety, security and environmental protection procedures on board
(including crew training and equipment maintenance);
3. supervising the Navigational Officers for adherence to navigational safety procedures and passage
plans in accordance with the Master's instructions;
4. supporting and guiding the Navigational Officers in the execution of their appointed tasks as
Safety, Ship Security, Medical and/or Radio Officer as applicable;
5. supervising the deployment and performance of the deck ratings;
6. organizing and supervising port and cargo watches as required;
7. supervising the catering department and monitoring the living conditions of the crew;
8. planning and executing the ship's cargo and ballast operations in accordance with the charterer's
and Master's instructions;
9. maintenance of deck, cargo and accommodation machinery and equipment in close liaison with the
Chief Engineer and/or the Second Engineer and in accordance with the vessel's planned
maintenance programme;
10. ordering and managing of navigational, safety, deck and cabin stores.
a. Chief Mate's Certificate of Competency and all additional documentation and certification
required by IMO STCW, Flag State and company for the type, size and trade of the vessel
a. references and experience accepted by the Technical Superintendent as sufficient for the
assignment considering the vessel's type, trade and size
3. additional requirements before taking over (office and/or shipboard familiarization must be
20/07/2005 Job Description - Navigational Watch Officer
1. The Navigational Watch Officer reports to the Master and to the Chief Mate.
2. The Master will approve a suitable backup arrangement for periods of absence.
2. Responsibilities
1. standing navigational and port watches as instructed by the Master or Chief Mate and implementing
their orders;
2. carrying out any additional tasks as appointed Navigational, Radio, Medical or Safety Officer as
assigned by the Master;
3. carrying out duties as Ship Security Officer or Alternate Ship Security Officer in accordance with
the vessel's Ship Security Plan;
4. up-keeping of the deck logbooks, calibration and any other relevant records as instructed by the
Master or Chief Mate;
5. assisting the Chief Officer in the implementation of the cargo and ballast operation plans;
6. reporting any malfunctions, deviations from procedures or situations where in doubt of the correct
action to be taken to the Master or Chief Mate as applicable.
a. Navigational Watch Officer's Certificate of Competency and all additional documentation
and certification required by IMO STCW, Flag State and company for the type, size and
trade of the vessel
04/05/2017 Job Description - On Board Training Officer
1. Reporting and backup arrangements
1. The Training Officer reports to the Master

2. The Training Officer is backed up by the Master
2. Appointment of a Shipboard Training Officer
1. The Master has to designate a Training Officer who should report directly to him on all training related
issues onboard.
2. The Training Officer should be a Deck Officer in case the trainee(s)/PO onboard are forming part of the
deck crew, and an Engineering Officer in case the trainee(s)/PO are forming part of the engine crew.
3. Criteria for the selection of the Training Officer should include the candidate’s knowledge and experience,
their sense of responsibility, their intelligence and ability and willingness to motivate and co-operate with
the crew.
3. Responsibilities
1. All Crew
The Training Officer on board assists the Ship’s Command in the training activities for all crew related to:
a. Unbiased assessment and evaluation of knowledge, skills and behaviour.

b. Reporting of evaluation results, training activities and career progress to the ship’s command / company.
c. Counselling and providing feedback on the performance improvement.
d. Identify potential training needs and areas where improvement is needed. Where feasible, assign
training on board (either directly or with the cooperation of other departments). If training needs can
only be addressed ashore sufficient information should be provided to the crew superintendent to enable
him to take appropriate action.
e. Encouraging upgrade of knowledge and skills.
f. Provide counselling, support and motivation to further career advancement.
g. Planning and monitoring of the training activities (in a way that does not disrupt the ship’s normal
operation).
h. Ensure access to appropriate training materials subject to necessity and availability (such as equipment
user manuals, ship’s plans, CBT’s and training videos etc.).
2. Additionally, for the prospective officers (PO) on board
a. Welcome the PO on board and establish a good rapport therefore assuring their support for training
activities on board.
b. Familiarize himself with the prospective officer’s program and the related training documents.
c. Ensuring that the training documentation is being completed and all the requirements are fulfilled
d. Organizing the programme of practical training at sea.
e. Taking care that the prospective officer’s time on board is properly utilized with regards to adequate
training and practical experience in line with the objectives of the training programme.
20/07/2005 Job Description - Boatswain (Bosun)
1. The Boatswain reports to the Chief Mate.

2. The Chief Mate will approve a suitable backup arrangement for periods of absence.
2. Responsibilities
1. carrying out deck, cargo gear and accommodation maintenance in accordance with the planned
maintenance program and as instructed by the Chief Mate;
2. assisting the Safety Officer in maintaining the safety and pollution prevention equipment;
3. assisting the Ship Security Officer in maintaining security equipment as instructed;
4. making suggestions for the improvement of the planned maintenance program and the company
management system;
5. allocating work orders to all deck ratings;
6. standing bridge watch and steering the vessel if required;
7. supervising the correct execution of sea, port and cargo watches by the deck ratings in accordance
with the Chief Mate's watch plan and instructions;
8. assisting the Chief Mate in cargo operations and supervising anchor, mooring and port operations;
9. taking a leading role in emergency response actions as per Muster List;
10. instructing and training junior crew members
11. monitoring discipline and well being of the ratings as senior petty officer;
12. ensuring the implementation of all safety, environment protection and security procedures in his
area of responsibility.
a. Certificate of Competency as Able Seaman (if issued in home country) or at least as
Rating Forming Part of a Navigational Watch and all additional documentation and
certification required by IMO STCW, Flag State and company for the type, size and trade
of the vessel
a. at least three years experience as Able Seaman
b. planning, leadership and supervision skills
c. good command of the English language
20/07/2005 Job Description - Able Seaman (A/B)
1. The Able Seaman reports to the Watch Officer and the Boatswain, as applicable.
2. Responsibilities
1. carrying out deck maintenance tasks as instructed by the Boatswain or Watch Officer;
2. standing watches on the navigating bridge as an experienced look out and reporting all ships and
sightings to the Navigational Officer on watch;
3. steering the vessel on a given course or as instructed by the watch officer, Master or pilot;
4. carrying out port / cargo / security / safety watches;
5. monitoring cargo operations and tallying cargo as instructed;
6. complying with safety, security, drug and alcohol and environment protection procedures;
7. preparing himself to carry out his emergency response duties as assigned through the Muster List;
8. co-operate with other crewmembers in creating a safe, efficient and healthy working environment.
a. Certificate of Competency as Able Seaman (if issued in home country) or at least as
Rating Forming Part of a Navigational Watch and all additional documentation and
of the vessel
a. at least three years experience as Ordinary Seaman
b. navigational watchkeeping and steering experience
c. crane driving, mooring and deck maintenance experience
d. good command of the English language
20/07/2005 Job Description - Ordinary Seaman (O/S)
1. The Ordinary Seaman reports to the Watch Officer and the Boatswain, as applicable.
2. Responsibilities
1. carrying out deck maintenance tasks as instructed by the Boatswain or Watch Officer (under
supervision by the Boatswain or an A/B if necessary due to limited experience);
2. standing watches on the navigating bridge as look out and reporting all ships and sightings to the
Navigational Officer on watch (only if already holding a certificate as rating forming Part of a
Navigational Watch!);
3. steering the vessel on a given course or as instructed by the watch officer, Master or pilot (only if
already holding a certificate as rating forming Part of a Navigational Watch and with adequate
experience!);
4. carrying out port / cargo / security / safety watches (under supervision of an A/B if necessary due to
limited experience);
5. monitoring cargo operations and tallying cargo as instructed (under supervision of an A/B if
necessary due to limited experience);
a. all documentation and certification required by IMO STCW, Flag State and company for
the type, size and trade of the vessel - a Certificate of Competency as Rating Forming Part
of a Navigational Watch is recommended
a. at least 12 months experience as Deck Boy
14/12/2017 Shipboard Engine Department - Records
The shipboard Engine Department maintains records in electronic form (Amos database, email archive) and in
paper form. Following filing, system is followed for paper records:
TM-1: MN MANUAL TM-2: STORES / SPARES
uncontrolled printout of controlled electronic copy 1. Stores - Requisitions

2. Stores - Delivery Notes and Invoices
Note: For AMOS2 equipped vessels, these records are in 3. Spares - Requisitions
AMOS2. 4. Spares - Delivery Notes
5. Landed Spares and Equipment
6. Supplier Evaluation Reports
7. Urgent Requisitions
8. Correspondence / Other
Note: For AMOS2 equipped vessels, these records are in

AMOS2.
TM-3: MAINTENANCE / REPAIRS TM-4: CMS FILE
1. Engine Maintenance Reports 1. Quarterly Lists - Class

2. Corrective Deficiencies 2. Planning of CMS Items
3. Shipboard Repair Reports 3. Chief Engineer Survey Reports
4. Workshop Repair Reports 4. Class Surveyor Survey Reports
5. Other (Deck etc.) 5. Other
TM-5: INSURANCE CLAIMS - MACHINERY TM-6: PLANS / DRAWINGS / MANUALS
1. List of Plans
2. List of Drawings
3. List of Manuals

AMOS2.
TM-7: CORRESPONDENCE TM-8: GUARANTEE CLAIMS
1. Change of Chief Engineer 1. Summary List

2. Monthly Statement of Used Parts - Main Engine 2. Claims
(MNC-36-330F3)
3. Running Hours Report (MNC-36-330F6) (FOR NEWBUILDINGS ONLY)
4. Brief Voyage Engineer's Report (MNC-36-330F5)
5. Monthly Statement of Used Parts - Auxiliary
Machinery (MNC-36-330F4) TM-9: FLEET INCIDENT REPORTS
6. Defect Notes (MNC-36-395F1)
7. Main Engine Indicator Diagram (MNC-36-330F1) 1. Summaries of Accident or Hazardous Incidents in
8. Oil and Bunker Analysis & Bunker Checklist the format of “Fleet Incident Reports”
(MNC-34-210F1)
9. Main Engine Inspections Note: For AMOS2 equipped vessels, these records are in
10. Generator Inspections AMOS2.
14/12/2017 Shipboard Engine Department - Records
11. Electrical Reports TM-10:

12. Engine Log Abstracts A. OZONE DEPLETING SUBSTANCES (ODS) –
13. Running Hours Report (MNC-36-330F6) RECORD BOOK
14. Crankshaft Deflections (MNC-36-330F7 Up to 1. MCC-13-004 (copy)
F10) 2. List of equipment on board containing ODS
15. Permits (MNC-51-360F1, MNC-51-360F2, 3. ODS Record Book
MNC-51-440F1) 4. Maintenance/ Service reports
16. Diving Operations (MNC 35-160F1) B. ASBESTOS FREE RECORDS
17. Bunker Transfer Safety Checklist 1. MCC-13-018 (copy)
(MNC-34-210F3) - Only for Bulk Carriers 2. Other related records
18. Others

AMOS2.
TM-11: CALIBRATION RECORDS & CRITICAL

EQUIPMENT TESTS
1. Instrument Measuring and Test Equipment

(MNC-39-000F1)
2. Instrument Calibration Record (MNC-39-000F2)
3. Equipment & Instruments Calibration Status
Report (MNC-39-000F3)
4. Critical Equipment Functional Test
(MNC-36-310F1)
5. Regular Inspection and Maintenance of Loose
Gear (MNC-36-350F1)
20/10/2015 Job Description - Chief Engineer
1. The Chief Engineer reports to the Master and the vessel's Technical Superintendent.
2. The Chief Engineer is backed up by the Second Engineer.
2. Responsibilities
1. The Chief Engineer is the Technical Manager of the vessel and he is responsible for all the
machinery and equipment on board the vessel. The Master and Owners/Managers rely on his
technical expertise to maintain the vessel at high operational and safety standards.
2. Ensuring and verifying engine department’s officers and ratings compliance with all the
applicable international, national and trading standards rules and regulations as those are
defined in the company’s management system.
3. Ensuring that the company's safety, security, environmental protection, open reporting system
and quality policies and procedures are known to, understood by and adhered to by engine
department’s officers and ratings (as applicable for each rank).
4. The Chief Engineer will co-operate and report to the Master and create a harmonious co-operation
between the other departments so that the shipboard management team as a whole will be able to
control the safety, efficiency and quality of the shipboard operations.
5. The Chief Engineer is responsible for ensuring that the planned maintenance programme is
adequate for the vessel's specific technical components and systems and that all maintenance done
is recorded in accordance with company requirements. Special emphasis shall be given to the
maintenance of identified critical equipment.
6. Being in charge of the engine department and the engine officers and ratings, the Chief Engineer
will ensure that safe working standards prevail in his department as well as overlook the general
policy for a healthy working environment.
7. The Chief Engineer must ensure that the vessel has adequate bunkers, luboils, spares and stores for
the intended voyage and is responsible for the control of the taking, storage and consumption of the
above items. Orders and deliveries of the above must be followed up, in order to avoid delays
and/or wrong deliveries.
8. It cannot be reiterated too highly that the company relies on the conscientiousness of the Master
and the Chief Engineer in implementing the company's policies onboard and in particular the safety
of the personnel, the safety of the ship and the protection of the environment.
9. Ensuring that shipboard training is carried out as required and as applicable with their rank and
responsibilities for all engine department’s officers and ratings onboard.
a. Chief Engineer's Certificate of Competency and all additional documentation and
of the vessel
3. additional requirements before taking over (office and/or shipboard familiarization must be
20/07/2005 Job Description - Second Engineer
1. The Second Engineer reports to the Chief Engineer.

2. The Second Engineer is backed up by the Watch Engineer (if on board).
2. Responsibilities
1. ensuring the compliance with safety, security and environment protection procedures in the engine
room and other machinery spaces;
2. Implementation of the vessel's planned maintenance program as instructed by the Chief
3. Engineer and recording of maintenance activities for which he is responsible;
4. Allocation and supervision of the engine staff for operational, maintenance and repair tasks as
instructed by the Chief Engineer;
5. Provision of technical support to the Deck Department as instructed by the Chief Engineer and in
6. Close co-operation with the Chief Mate Officer, the supervision of the engine stores and spare
parts.
a. Second Engineer's Certificate of Competency and all additional documentation and
certification required by IMO STCW, Flag State and company for the type, size and trade of
the vessel
2. Special pre-entry competency requirements:
3. Additional requirements before taking over (office and/or shipboard familiarization must be
20/07/2005 Job Description - Engineering Watch Officer
1. The Engineering Watch Officer reports to the Chief Engineer and to the Second Engineer.
2. The Chief Engineer will approve a suitable backup arrangement for periods of absence.
2. Responsibilities
1. ensuring the compliance with safety, security and environment protection procedures in his area of
responsibility;
2. carrying out any operational or repair tasks as instructed by the Chief and/or Second Engineer;
3. carrying out planned maintenance tasks as instructed by the Chief and/or Second Engineer and
recording of maintenance activities for which he is responsible;
4. up-keeping of the engine logbooks and other relevant records as instructed by the Chief or Second
Engineer.
a. Engineering Watch Officer's Certificate of Competency and all additional documentation
and certification required by IMO STCW, Flag State and company for the type, size and
trade of the vessel
20/07/2005 Job Description - Electrician Engineer
1. The Electrical Engineer reports to the Chief Engineer.

2. Responsibilities
1. Maintaining electrical equipment in accordance with the planned maintenance program;

2. Reporting work in the planned maintenance database where such database is installed;
3. Maintaining of electrical stores including spares, consumables and tools and preparing related
Requisitions for the Chief Engineer;
4. Advising the Chief Engineer on the need for external service for all electrical and electronic
Equipment on board and monitoring the performance of such services;
5. Connecting, monitoring and disconnecting reefer containers in close liaison with the Chief Mate;
6. Assisting with port / cargo / security / safety duties as instructed by the Chief Engineer;
7. Complying with safety, security, drug and alcohol and environment protection procedures;
8. Preparing himself to carry out his emergency response duties as assigned through the Muster List;
9. Co-operate with other crewmembers in creating a safe, efficient and healthy working environment.
a. Electrical Engineer certificate (if the home country issues such certificates) and all
additional documentation and certification required by IMO STCW, Flag State and
company for the type, size and trade of the vessel
a. acceptable experience as Electrical Engineer on board ships
b. good knowledge on electronics
c. sufficient computer knowledge
d. good command of the English language
20/07/2005 Job Description - Fitter
1. The Fitter reports to the Chief, Second or Watch Engineer as applicable.

2. Responsibilities
1. familiarizing himself with all engine machinery and equipment including the propulsion and
auxiliary systems of the vessel;
2. carrying out engine operational tasks including sea and port watches as instructed by the Chief,
Second or Watch Engineer;
3. carrying out engine maintenance tasks (supervised where necessary) as instructed by the Chief,
4. assisting with port / cargo / security / safety watches as instructed by the Chief or Second Engineer;
a. fitter certificate (if the home country issues such certificates)
b. certificate as Rating forming Part of an Engineering Watch ( recommended only) and all
additional documentation and certification required by IMO STCW, Flag State and company
for the type, size and trade of the vessel
a. acceptable experience as fitter or oiler on board ships
b. acceptable welding and repair skills
c. sufficient command of the English language
20/07/2005 Job Description - Oiler
1. The Oiler reports to the Chief, Second or Watch Engineer as applicable.

2. Responsibilities
1. familiarizing himself with all engine machinery and equipment including the propulsion and
3. carrying out engine maintenance tasks (supervised where necessary) as instructed by the Chief,
4. assisting with port / cargo / security / safety watches as instructed by the Chief or Second Engineer;
a. Certificate of Competency as Rating Forming Part of an Engineering Watch and all
additional documentation and certification required by IMO STCW, Flag State and
company for the type, size and trade of the vessel
a. at least three years experience as Wiper
b. engine watchkeeping and maintenance experience
c. good command of the English language
20/07/2005 Job Description - Wiper
1. The Wiper reports to the Chief, Second or Watch Engineer as applicable.

2. Responsibilities
1. Familiarizing himself with all engine machinery and equipment including the propulsion and
Second or Watch Engineer (considering the availability of a certificate as Rating forming Part of an
Engineering Watch);
3. Carrying out engine maintenance tasks (supervised where necessary) as instructed by the Chief,
4. Assisting with port / cargo / security / safety watches as instructed by the Chief or Second Engineer;
7. Co-operate with other crewmembers in creating a safe, efficient and healthy working environment.
a. all documentation and certification required by IMO STCW, Flag State and company for the
type, size and trade of the vessel - a Certificate of Competency as Rating Forming Part of an
Engineering Watch is recommended
a. at least 12 months experience as Engine Boy
b. sufficient command of the English language
30/08/2013 Job Description - Cook
1. The Cook reports to the Master and Chief Mate.

2. The Master will approve a suitable backup arrangement for periods of absence.
2. Responsibilities
1. menu planning and proper preparation of the meals considering health requirements;
2. strict compliance with sanitary and hygiene requirements, including specific Port State regulations
where applicable;
3. ensuring proper maintenance and cleanliness of mess rooms, galley, pantry, food lockers and all
galley equipment, cutlery and utensils;
4. stock management for provisions, utility stores and linen including
a. preparation of regular inventories,
b. timely drafting of requisitions for the Master's approval,
c. verification of the quantity and quality of stores and provisions supplies and
d. proper storage ensuring that the quality of provisions and stores is duly preserved;
5. controlling of the consumption of provisions and stores to prevent unnecessary waste;
6. supervising of other catering and accommodation utility personnel;
7. strict adherence to the vessel's Garbage Management Plan;
8. assisting with port / cargo / security / safety watches as instructed by the Chief Officer;
a. Certificate of Competency as Ship's Cook in acc. with ILO Convention 69 (if the home
country issues such certificates) and all additional documentation and certification
required by IMO STCW, Flag State and company for the type, size and trade of the vessel
a. acceptable experience as ship's cook
20/07/2005 Job Description - Steward/ Messman
1. The Steward / Messman reports to the Chief Mate and Cook.

2. Responsibilities
1. Assisting the cook with the preparation and serving of the meals considering health requirements;
2. Strict compliance with sanitary and hygiene requirements, including specific Port State regulations
where applicable;
3. Ensuring proper maintenance and cleanliness of mess rooms, galley, pantry, food lockers and all
galley equipment, cutlery and utensils;
4. Controlling of the consumption of stores to prevent unnecessary waste;
5. Strict adherence to the vessel's Garbage Management Plan;
6. Assisting with port / cargo / security / safety watches as instructed by the Chief Mate;
9. Co-operating with other crewmembers in creating a safe, efficient and healthy working environment.
a. Certificate of Competency as Steward or Messman (if the home country issues such
certificates) and all additional documentation and certification required by IMO STCW, Flag
State and company for the type, size and trade of the vessel
a. acceptable experience as steward or messman
15/06/2016 Vessel's Documentation
1. General
Ship's documents consist of plans, drawings, manuals, charts, publications, Class and statutory certificates. The
Master is responsible to ensure that such documents are always available onboard, updated and are kept in an
orderly manner and ready for use.
Masters are requested to order the publications needed to update the ship's library and maintain Record Books, Log
Books and Manuals, always updated and in very good condition.
The filing system of the vessel also forms part of the documentation and it should be kept updated and orderly
2. Logbooks and records
1. These have been dealt with separately, however, it cannot be overstressed that Logbooks and record
books are official documents and entries in these documents should be made by responsible officers.
Entries must always be made in ink. Corrections, erasures and destroying pages in a logbook are not
allowed. Errors should be crossed out and initialed and the correct entry to be continued.
2. Deck logbooks must be regularly inspected and signed by the Master. Engine logbooks must be neatly
written and signed by the Chief Engineer.
3. Special attention must be given to the Oil Record Book. Masters must ensure that the entries made in
the Oil Record Book are correct and corresponding to the actual process carried out.
4. These records are subject to inspections from port authorities. False entries are illegal and the
Master, the responsible officer and the vessel may be penalized for such entries
5. Officers making entries into Logbooks and record books should always remember that LOGBOOKS
AND RECORD BOOKS SHOULD DESCRIBE ONLY FACTS.
6. The following logbooks and record books should be kept onboard on each vessel as appropriate:
1. Deck Logbook
2. Engine Logbook
3. GMDSS Radio Logbook
4. Master's night order book
5. Chronometer error book
6. Compass observation book
7. Chart correction record book (required for vessels using paper charts as primary means of
navigation)
8. ENC Maintenance Record book (required for vessels using ECDIS as primary means of
navigation)
9. Bridge bell book
10. Engine bell book
11. Part I Oil record book (all ships)
12. Garbage Book
13. Medical logbook
14. ISPS (Visitor’s log book)
15. Ship´s Articles
3. Plans and Manuals
1. Plans, manuals, instruction books giving detailed information about the construction, the operation and
the maintenance of the ship's structure, machinery and equipment should be available onboard.
2. The Plans, drawings and manuals related to the Deck department are the responsibility of the Master
and the Chief Officer.
3. All Plans, drawings, manuals and instructions pertaining to the Engine department and all the ship's
machinery, are the responsibility of the chief Engineer.
15/06/2016 Vessel's Documentation
4. All Plans, drawings, manuals and instructions should be kept in an orderly manner, properly filed and
indexed. When any item is removed for use, it should be noted and returned to its position after use.
4. Publications
1. The Master will ensure that the relevant instructions pertaining to the type of vessel and her trade and
the relevant publications pertaining to International Rules and Regulations and the National Legislation
of the Flag State are available onboard.
2. It must be stressed that a vessel's seaworthiness is not only confirmed by her certificates, but also by the
availability of the proper charts, publications and other manuals that safeguard:
1. The safe navigation of the vessel
2. The safe operation of the vessel and her machinery with emphasis on the Pollution
3. Prevention requirements
4. The safety of the personnel
The list of publications required by Marlow to be kept onboard for the Master and officers consultation and
guidance will be regularly reviewed by the Marine Superintendent and published as a separate procedure of
this manual.
Please make sure that you are only using the latest version of Record Books on board.
5. Management System Records (Company’s Forms)
All records developed following the implementation of the company’s procedures, shall be maintained
onboard in accordance to the provisions of MNC-30-520R2 (Shipboard Deck Department Records) and
MNC-30-530R2 (Shipboard Engine Department Records).
6. Vessel Documentation onboard, record keeping policy
All vessel documentation mentioned in the above paragraphs, shall be maintained onboard for a period of
5 years.
20/07/2005 Ship Takeover
1. Responsibilities
1. Procedures regarding the Technical department for getting a new vessel under management are as
follows:
1. Request of an offer from an Owner will come with the details of the vessel, availability for
inspection, location, etc.
2. The Management will either dispatch a Technical Superintendent to inspect the vessel to
evaluate the repairs / expenditure required to upgrade the vessel's condition, or alternately, if
sufficient technical data and condition reports are available from other sources, (such as
Classification society condition assessments, last docking reports etc.), request the FM/STS to
draw up a preliminary running costs report.
3. The Managing Director will review this report and prepare an offer based on the FM/STS’s
recommendations, the type of the vessel, the crew profile and the vessel's trading pattern.
4. The Managing Director will sign this offer and send it to the client, highlighting always the
condition that final agreement is subject to inspection. (If this has not been done).
5. If the Owners agree with the offer, the Managing Director will request the FM/STS to appoint
a technical Superintendent to carry out an inspection in order to confirm the ship's condition,
or, if such an inspection has already taken place, then the contract will be concluded and
signed.
6. Arrangements are then being made to take over the vessel.
7. The Technical department will ensure that the Manager's liabilities are covered by an insurance
policy and Marlow co-assured with the Owners in the various ship's policies.
2. All upgrading repair costs will be posted as extraordinary expenses and the Owner will be fully
informed and asked for his consent.
3. Upon taking the vessel under Marlow's Management, the FM/STS will assign a responsible and back-up
Technical Superintendent to undertake the safe operation of the vessel and the Personnel Manager will
assign a Crew Operator to man and maintain the manning of the vessel with qualified seafarers as
required by the vessel's profile. The vessel's command will be informed about the changes to take place.
4. It is the technical Superintendent's responsibility, in liaison with the Crew Operator and the Marine
Superintendent/ DPA, to supply the vessel with the appropriate Marlow Manuals and Instructions and
induce the vessel into the Company's Integrated Management System..
2. Plans, Drawing Instructions Manuals
1. The technical Superintendent will take over from the owner or previous managers all the available
plans, drawings, Technical Manuals and all the other documentation / instructions relevant to the ship's
structure, machinery and equipment.
2. All such drawings, manuals etc., will be placed in the Technical department to be available for reference
regarding the safe operation and the proper maintenance of the vessel.
3. Before taking physical delivery of the vessel, the Superintendent will ensure that all the important
relevant plans, drawings, technical manuals and all other documentation required for the safe operation
and maintenance of the vessel, are available onboard and updated.
27/10/2014 Monitoring of Certification Validity
1. Vessels which are engaged in international trading must be constructed, equipped and certified to comply
with international requirements, as well as national rules and regulations. A vessel is eligible to exercise
international trade when she is
a. registered and protected by a government
b. classified with an international classification society
c. fully covered by an insurance to protect the Owner against loss or damage from sea perils
d. complies with national and international regulations as well as local Port State regulations.
2. The Master is responsible to ensure that all the relevant certificates and documentation are on board and
valid, as proof of compliance to the above requirements.
3. The Master's responsibility is not limited to keeping valid certificates, but maintaining a seaworthy vessel as
required by such certificates. The vessel and all its equipment must be ready to pass any inspection at any
time, bearing in mind that cancellation of the validity of a certificate due a defect, may cause the delay or
stoppage of the vessel. Seaworthiness is not intended only for the sake of maintaining the status of the
certificates, but to actually maintain the safety of the vessel and the crew.
4. Certification to proof seaworthiness is also important as regards vessel's insurances, as underwriting

companies (clubs) may suspend the ship's cover or the ship may be claimed against Charterers, Shipowners
or Cargo receivers if, due to a damage, the validity of a certificate can be disputed.
5. Masters are reminded that international requirements are the minimum requirements. National regulations
can be more stringent.
6. The Master is responsible to keep all certificates in the designated files and have the Certificate and Survey
Status Report (form 31-210-F1) updated prior to each ship inspection but in at least quarterly intervals.
7. The Technical Superintendent (and/ or the Crew Department of Marlow for certificates controlled by Crew
Manager) is responsible for initiating the necessary action in due time before a certificate expires.
14/10/2019 Certificate and Survey Status Report
Form Purpose IT IS THE MASTER'S RESPONSIBILITY TO ENSURE THAT THE VESSEL HAS ALL
REQUIRED CERTIFICATES ON BOARD AND THAT SURVEYS AND AUDITS ARE
REQUESTED IN DUE TIME.
This form shall be updated by the Master prior to a ship inspection or a change of command (but at least
in quarterly intervals). An updated Class Survey Status Report (from Class web site) can be requested
from the office.
The checks should also include verification that all ship's data on the certificates is up-to-date (after name
changes, additional installation / change of equipment etc.)
Distribution out of
Original to office, copy to the ship's file
AMOS EMS
Distribution in AMOS
Fill and File in AMOS EMS at quarterly intervals
EMS
References Monthly Class Status Report; MA-2a Ship`s Certificates, MA-2b Equipment Certificates, MA-2c Port
State National Requirements Certificates; Class Guideline (DNVGL) Maintenance of Safety Equipment;
VESSEL SHIP'S SUPT.

DATE NEW MASTER
MASTER
SHIPS OVERVIEW REPORTS Period Issued Last rcvd

1 Previous Certificate and Survey Status Report Sent to Office 3m
2 Last Class Status Report on board (printout from class online 1m
database)
3 Last Vessels Summary report on board (printout from class 3m
online database)
MA-2a MAIN SHIP`S CERTIFICATES Period Issued Last Due Date Range from /
Amdt. until
01 a. Flag State - Certificate of Registration - Flag:
b. Parallel Ship Registration Certificate - Country:
02 Flag State - Continuous Synopsis Record
a. Last CSR No. on board
b. Previous CSR with their Amendment forms
c. Index of Amendments to the CSR
03 Flag State - Radio Station License
04 Flag State - Minimum Safe Manning Certificate
05a Flag State – Bunker Certificate (Certificate of Insurance or 1y
Other Financial Security in Respect of civil Liability for
Bunker Oil Pollution Damage)
05b Flag State – Blue Card (Certificate of Insurance or Other 1y
Financial Security in Respect of civil Liability for Bunker Oil
Pollution Damage)
05c Worldwide – Wreck Removal (Insurance Certificate of 1y
Insurance or Other Financial Security in Respect of Liability
for the removal of wrecks)
06a Flag State – Exemption/dispensation Letter
06b Flag State - Other Certificates (i.e. A&B, Liberia, Cyprus)
• To Whom It May Concern (STCW statement)
• Carving/Marking Note (permanent registry only)
• Mortgage Notices (permanent registry only)
• Declaration of Company Security Officer
• Port Authority Letter
• Electronic Certificates and Documents ( i.e. LICSR)
• Certificate if Ownership & Encumbrance (LISCR)
MA-2a MAIN SHIP`S CERTIFICATES Period Issued Last Due Date Range
Amdt. from/until
• Letter to Master
• Letter of Acknowledgement for armed guards and
weapons
• Owner waiver (LISCR)
• ECDIS – ENC Acceptance Letter
• Flag state Approval for IMDG /UN Cargo
• Other
07 Certificate of Class - Class Renewal 5y - 3 month
a. Class - Intermediate Survey 2 – 3,5 y + / - 9 month
Class - Annual Survey 1y + / - 3 month
Bottom Survey Class complete (last: In Water) 3y no range
Propeller shaft arrangement C Oil lubricated (Reduced Scope) 5y + 6 / - 9 month
Shaft – propeller connection, flanged C (Initial) 15 y + 6 / - 9 month
Auxiliary boiler, composite 1 (internal survey) 3y no range
Periodically unattended machinery space complete 5y - 9 month
Periodically unattended machinery space annual 1y + / - 3 month
Nautical safety / bridge arrangement complete 5y - 9 month
Nautical safety / bridge arrangement annual 1y + / - 3 month
b. EDD – planned Document
c. EDD – CM / PS approval Certificate
d. EDD – condition Monitoring of Propeller Shaft at
Stern
Tube (CM/PS)
e. EDD – Authorization Letter from Flag State
f. PMS – Approval Certificate
08 ISM Document of Compliance (copy from DoC MNC Office) - 5 y
renewal
ISM Document of Compliance – annual survey (copy from 1y
DoC MNC Office) - renewal
09 a. SOLAS ISM Safety Management Certificate 5y
b. SOLAS ISM Intermediate Audit (between 2nd and 3rd 2.5 y
anniversary)
10 a. SOLAS ISM Notification Letter /by Reg. Manager (copies)
b. SOLAS ISM Notification Letter/ by Reg. Owner (copies)
11 a. SOLAS ISPS International Ship Security Certificate 5y
b. SOLAS ISPS Intermediate Verification 2.5 y
c. SOLAS ISPS SSP Approval Letter
12 a. Maritime Labour Certificate (MLC) 5y
b. Maritime Labour Certificate (MLC)- intermediate 2.5y
verification
DMLC Part I
DMLC Part II
13a Certificate of Insurance or Other Financial Security in Respect 1 y
of seafarer repatriation costs and liabilities, Reg. 2.5.2. MLC
2006, as amended
13b Certificate of Insurance or Other Financial Security in Respect 1 y
of Ship owner`s liabilities, Reg. 4., MLC, as amended
14 International Tonnage Certificate
Amdt. from/until
15 International Load Line Certificate - renewal 5y - 3 month
International Load Line Certificate - annual survey 1y + / - 3 month
16 Cargo Ship Safety Construction Certificate - renewal 5y - 3 month
Cargo Ship Safety Construction Certificate - intermediate 5y + / - 9 month
Cargo Ship Safety Construction Certificate - annual survey 1y + / - 3 month
17 Cargo Ship Safety Equipment Certificate - renewal 5y - 3 month
Cargo Ship Safety Equipment Certificate – periodical survey 5y + / - 9 month
Cargo Ship Safety Equipment Certificate - annual survey 1y + / - 3 month
18 Cargo Ship Safety Radio Certificate - renewal 5y - 3 month
Cargo Ship Safety Radio Certificate – Annual / Periodical 1y + / - 3 month
survey
19 Contract with Approved Accounting Authority (copy)
20 SOLAS GMDSS Radio Equipment Shore Based Maintenance 1y
Agreem.
21 Int. Oil Pollution Prevention Cert. IOPP – MARPOL Annex I - 5 y - 3 month
renewal
a. Int. Oil Pollution Prevention Cert. IOPP – MARPOL Annex I 5 y + / - 9 month
–
intermediate survey
b. Int. Oil Pollution Prevention Cert. IOPP – MARPOL Annex 1 y + / - 3 month
I–
annual survey
c. OMD Calibration Certificate 5y
22 Int. Sewage Pollution Prevention Cert. ISPP – MARPOL 5y -3 month
Annex IV – renewal survey
23 Garbage Pollution Prevention Cert. – MARPOL Annex V 5y - 3 month
24 Int. Air Pollution Prevention Cert. IAPP + Supplement – 5y - 3 month
MARPOL Annex VI – renewal survey
Int. Air Pollution Prevention Cert. IAPP+ Supplement – 5y + / - 9 month
MARPOL Annex VI – intermediate survey
Int. Air Pollution Prevention Cert. IAPP + Supplement – 1y + / - 3 month
MARPOL Annex VI – annual survey
25 a. Main Engine EIAPP and Technical File – Type &Serial No:
b. Auxiliary Engine 1 EIAPP / Techn. File – Type & Serial No:
c. Auxiliary Engine 2 EIAPP / Techn. File – Type & Serial No:
d. Auxiliary Engine 3 EIAPP / Techn. File – Type & Serial No:
e. Auxiliary Engine 4 EIAPP / Techn. File – Type & Serial No:
f. Harbor / Emergency Engine / Techn. File – Type & Serial

No:
26 a. MARPOL 73/78 ANNEX VI ENERGY EFFICIENCY
CERT.
b. IMO Green Passport (Res.A.962(23) - Guidelines on Ship
Recycling
c. MRV DoC
d. IMO-DCS DoC
Amdt. from/until
27 a. International Anti-Fouling System Certificate
b. Record of Anti-Fouling System No range
c. International Anti-Fouling System Declaration
d. Anti-Fouling Paint Type Approval No range
28 Document of Compliance for the Carriage of Dangerous Goods 5 y - 9 month
29 Grain Certificate
30 a. IMO Ballast Water Management Certificate (D1 - Standard) 5 y
-Annual Survey Endorsement 1y
b.IMO Ballast Water Management Certificate (D2 – Standard) 5y
-Annual Survey Endorsement 1y
-International Survey Endorsement 2nd or 3rd y
31 a. Int. Cert. of Fitness for the Carriage of Dang. Chemicals in 5y
Bulk
b. International Pollution Prevention Cert. for the Carriage of
Noxious Liquid Substances in Bulk
c. Document of Compliance for the Carriage of Solid Bulk 5y
Cargoes
d. Carriage of Mineral Concentrates and Metal Sulphide
Concentrate (UN 3077)
MA-2b Equipment Certificates (Type Approval and Period Issued Last Due Range
Inspections) Amdt. Date from/until
01 Ship Sanitary Control Exemption Certificate 6m
02 Drinking / Fresh water analysis results 6-12 m
03 Asbestos Free Certificate
04 Noise Survey Report (IMO Res. A.468(XII)) - Part of Sea unlim.
Trial Report
05 a. External Test/Inspection Certificates - Medical Chest 1y
(incl. MFAG eq.)
b. Medical Oxygen Cylinders – inspection by third party 1y
(Liberia)
c. Medical Oxygen should be replaced 3y
d. Medical Oxygen Cylinders – Hydrostatical Test and 5y
internal inspection
06 a. Annual testing & verification of the ship’s loading 1y
computer. Can be done by either the ship’s crew by taking
a sample loading condition from the stability booklet and
verifying the results on the loading computer OR by the
Classification Society during the annual Class renewal
survey.
External Test/Inspection Certificates - Loading Condition
Software
07 a. External Test/Inspection Certificates - Lashing Material ------- ------- ------- --------
b. CSS approval for lashing gearbox to be done as per class 5 y
rules
after 5 years
08 Mooring Rope – Type approval Certificate
09 OWS Type Approval Certificate
10 Embarkation Ladder – Pilot, type approval certificate
Embarkation Ladder – Gangway, load test 5y
11 Incinerator/Food Waste Disposer Type Approval -
Type/Serial No:
12 Sewage Treatment Plant – type approval

13 Navigational/Bridge Equipment ------- ------- ------- -------
a. Long Range Identification Tracking System (LRIT) Cert. Unlim.
b. Certificate of Service (Nautical) 1y
c. SART battery exchange 5y
d. EPIRB - Battery exchange / Workshop Inspection 5y
EPIRB - Annual inspection 1y
EPRIB HRU - exchange 2y
e Radio Batteries 1y
f. Gyro Compass – annual 1y
Gyro Compass Anschütz – 18 month 1,5 y
g. Magnetic Compass compensation if vessel transit 2y

Panama -
annual compensation
Magnetic compass (Cyprus, Antigua & Barbuda, HKG) - 2 y
2 years
compensation
Magnetic compass (Liberia) - annual compensation 1y
h. Radar X Band – magnetron exchange (1,5 y or TX 7000 1,5 y
hrs)
Radar S Band – magnetron exchange (1,5 y or TX 7000 1,5 y
hrs)
i. VDR / SVDR – APT Certificate 1y
j. AIS - Certificate 1y
k. GMDSS portable VHF – annual Survey 1y
GMDSS portable VHF – battery ex-change
14. External Test/Inspection Certificates - Lifting Appliances ------- ------- ------- -------
and Non handling cargo gear ( > 500 kg and except for
LSA)
a Cargo Gear Load Test and Renewal 5y
Crane No. 1: Type
Crane No. 2: Type
Crane No. 3: Type
Crane No. 4: Type
Cargo Gear annual survey 1y
Crane No. 1: Type
Crane No. 2: Type
Crane No. 3: Type
Crane No. 4: Type
b a.Engine room crane Load Test and Thorough Examination 5 y
b.Engine room crane Thorough Examination 1y
c. Free Fall Lifeboat Davit 1y
5y
d. Rescue Boat / Life raft crane 1y
5y
e. Release Hook Rescue Boat/L-rafts 1y
5y
f. FFB Recovery / Provision Crane
Provision crane Load Test and Thorough Examination 5y
Provision crane Thorough Examination 1y
g. Release Hook FFB
h. Bunker crane Load Test and Thorough Examination 5y
Bunker crane Thorough Examination 1y
i. Suez Davit
j. Overhead Trolley Conveyors
k. Chain Blocks
l-Wires
m. -Rescue boat & FFLB slings
-annual maintenance 1y
-Renewal after 5 years or earlier if necessary due to 5y

deterioration
n. Cargo Gear Booklets
15 External Test/Inspection Certificates - FFE - Fixed Fire ------- ------- ------- ------- ---------
Exting. Systems
a. Inspection of fixed fire detection system (Cyprus) 2y
b.. CO2 System Cylinder Test (min. 10%) (GL Class 10 y
Rules)
CO2 System Synth. Rubber Hose Assembly 10 y
Replacement
CO2 System Internal Control Valve Inspection 5y
CO2 System 2 years Inspection including hose 2y
Assembly
Visual Checks
c. Servicing and inspections of the water mist should be
carried
out according to the flag state requirements
Water Spray/Mist System (hytrostatic testing) 10 y
(as for instance Liberia, CY, Marshall Island - Shore
service)
Water Spray/Mist System Int. Control Valve Inspection 5 y
(as for instance Liberia, CY ; Marshall Island- Shore
service)
Water Spray/Mist System 2y
(as for instance Liberia, CY - Shore service)
Water Spray/Mist System 1y
(as for instance Liberia, CY - Shore service)
d. Fixed Pressure Water Fire
16a External Test/Inspection Certificates - FFE - SCBA: 2y
Location/Serial No. SCBA 1:
a.SCBA Recharging System Air Quality Check 2y
(MSC/Circ.850) (Cyprus)
SCBA Recharging System Air Quality Check 1y
(MSC/Circ.850) (Liberia)
SCBA Cylinders Hydrostatic Testing (MSC/Circ.850) 5y
SCBA bottles examination and inspection including: mask, 2 y
flexible hoses, breathing regulator, etc. (Cyprus)
SCBA bottles examination and inspection including: mask, 1y
flexible hoses, breathing regulator, etc. ( Liberia)
b. External Test/Inspection Certificates - FFE - EEBD: 2y
(inspection according to manufacturer’s instruction)
No./Type of EEBD's:
EEBD Service (as per manufacturers requirements. If not
available 2y)
No./Type of EEBD's:
c. Man-over-Board buoys (as per maker's manual): PS
wing
SB wing
d. Lifejackets
e. 1.Every 30 months (2½ years) onboard by the ship’s 1y
crew, for immersion suits which are less than ten years
of age
2.Every year onboard by the ship’s crew, for immersion
suits
which are over ten years of age
3.Every fifth year at a suitable shore based facility,
irrespective of immersion suit’s age
f. FFE - Fireman's Outfits- annual by crew 1y
g. Chemical Protective Aids- annual by crew 1y
17 External Test/Inspection Certificates - LSA - Life/Rescue ------- ------- ------- -------
Boats & acc.'s
A a. Lifeboat 1 - On-Load Release Gear Overh./ Exchange 5y
(SOLAS III/20.11.2.3.)
b. Lifeboat 1 - Launching Appliance Exam. (III/20.11.1 - 5y
LSA 6.1.2.5.2)
c. Lifeboat 1 - Air Cylinder Hydrostatic Test (GL 5y
recommendation)
d. Lifeboat 1 - Renewal of Falls (SOLAS III/20.4.2) 5y
e. Lifeboat 1 - Periodic Inspection of Falls (SOLAS 1y
III/20.4.2)
f. Lifeboat 1 - On-Load Release Gear Exam. (SOLAS 1y
III/20.11.2.2.)
a. Lifeboat 2 - On-Load Release Gear Overh./ Exchange 5y
(SOLAS III/20.11.2.3.)
b. Lifeboat 2 - Launching Appliance Exam. (III/20.11.1 - 5y
LSA 6.1.2.5.2)
c. Lifeboat 2- Air Cylinder Hydrostatic Test (GL 5y
recommendation)
d. Lifeboat 2 - Renewal of Falls (SOLAS III/20.4.2) 5y
e. Lifeboat 2 - Periodic Inspection of Falls (SOLAS 1y
III/20.4.2)
f. Lifeboat 2 - On-Load Release Gear Exam. (SOLAS 1y
III/20.11.2.2.)
a. Lifeboat 1 - On-Load Release Gear Overh./ Exchange 5y
(SOLAS III/20.11.2.3.)
B g. LB 2 / RB - On-Load Release Gear Overh./ Exchange 5y
(SOLAS III/20.11.2.3.) Life raft Hook / Rescue Boat Hook
h. LB 2 / RB - Launching Appliance Exam. (III/20.11.1 - 5y
LSA 6.1.2.5.2)
i. LB 2 / RB - Air Cylinder Hydrostatic Test (GL 5y
recommendation)
j. LB 2 / RB - Renewal of Falls (SOLAS III/20.4.2) 5y
k. LB 2 / RB - Periodic Inspection of Falls (SOLAS 1y
III/20.4.2)
l. LB 2 / RB - On-Load Release Gear Exam. (SOLAS 1y
III/20.11.2.2.)
C External Test/Inspection Certificates - LSA – Life rafts 1y
Location/Serial No. Life raft 1:
Location/Serial No. Life raft 4 :
Location/Serial No. Lifer aft 5 :
Life raft 1 – Annual Service / exchange 1y
Life raft 1 – HRU exchange 2y
18 External Test/Inspection Certificates - FFE - Fire ------- ------- ------- -------
Extinguishers
a. Water 5y
b. Foam System Propellant Gas Cylinder Test 10 y
Foam System Internal Control Valve Inspection 5y
Foam System Inspection 2y
Foam System Concentrate Test 3y
Foam concentrate test for portable foam applicator 3y
(Cyprus)
Foam wheeled (mobile fire extinguisher, 50kg annual by 1 y
crew
b. Portable Fire Extinguishers - Annual Inspection (by 1y
crew)
Portable Fire Extinguishers – Bi annual Inspection (third 2 y
party)
All Portable Fire Extinguishers - Hydrostatic Test 10 y
c. Dry Powder 2y
19 External Test/Inspection Certificates - LSA - Other ------- ------- ------- -------
Equipment
a Parachute Rockets (bridge/boats) (as per maker's manual)
b Hand Flares (boats) (as per maker's manual)
c Smoke Signals (boats) (as per maker's manual)
d Line-Throwing Apparatus (as per maker's manual)
20 Lift (Elevator) Certificate
21 a.Other ------- ------- ------- ------- -------
b. Annual Calibration of Gas Detector
c. Annual Pressure Test of Fire Line & Fire Hoses
MA-2c Port State National Requirement Certificates Period Issued Last Amdt. Due Date/Window
01 Insurance covers
A Certificate of Entry - Protection & Indemnity (renewal annually 1y
20.2)
B FD & D (Freight Demurrage and Defence
C Certificate of Entry - Hull & Machinery only if applicable 1y
E WR (War Risk) only if applicable
F LOH (Loss of Hire) only if applicable
Crew Cover Confirmation
02 Australia - Certificate of Compliance with Australian Safety
Regulations
03 Canada - Oil Pollution Response Contract, ECRC/WCRC 1y
contract
04 Egypt - Suez Canal Certificates ------- ------- ------- -------
a. Suez Canal Special Tonnage Certificate unlim.
b. Certificate of Compliance with Suez Canal Authority unlim.
Regulations
05 Germany - Certificates of Compliance ------- ------- ------- -------
a. Compliance with unlim.
UVV/Schiffssicherheit/Krankenfuersorge/Wohnraum
b. Compliance with Kiel Canal Regulations unlim.
06 Japan - Wreck Removal Insurance (file Japanese P&I Club ------- -------
White List)
07 Panama - Panama Canal Certificates ------- ------- ------- -------
a. Certificate of Compliance with Panama Canal Authority unlim.
Regulations
b. PC/UMS Documentation of Total Volume unlim.
c. Panama Canal SOPEP Approval 4y
08 USA
a USA - Certificate of Compliance with US Regulations for
Foreign Ships
b USA - Certificate of Financial Responsibility (CoFR) 3y
c USA - Hazardous Materials Cert. of Registration (copy from
Charterer)
d USA - Security Partnership Agreements (C-TPAT, CSI, Sea
Carriers In.)
e USA - Vessel Response Plan - USCG Approval Letter /IOA 5y
(Interim Operating Authorization) Letter
f USA - Vessel Response Plan – SMFF (Salvage & Marine Fire
Fighting) Certificate (Contract)
g Vessel Response Plan (VRP) – OSRO (Oil Spill Removal
Organization) Contract
h Vessel General Permit (VGP) – EPA (Environm. Protection
Agency) eNOI (electr. Notice of Intent)
i Vessel General Permit (VGP) – Other Certificates
j USA – Other Certificates ------- ------- ------- -------
k Statement of Compliance with Requirements of US (NPDES) -
(VGP) after Dry-dock
l Asian Gypsy Moth (AGM) Certificate
USA - California - Certificate of Financial Responsibility 1y
(CoFR)
USA - California - Vessel Response Plan Approval Letter (VRP)
USA - AMVER Registration and Participation Records
USA - APIS Registration (Advanced Passenger Info System)
(email)
SHIPBOARD PROCEDURE MANUALS Last Amdt Comments

1 SOLAS Stability Information (SOLAS II-1/22-23) (approved by Class)
2 SOLAS Cargo Securing Manual (SOLAS VI/5, VII/5 and IMO MSC/Circ.745) (Class
approval)
3 SOLAS Life-Saving Appliances Training Manual (SOLAS III/35) (approved by
Master)
4 SOLAS Life-Saving Appliances Maintenance Manual (SOLAS III/36) (approved by
Master)
5 SOLAS Fire Safety Training Manual (SOLAS II-2/15) (approved by Master)
6 SOLAS Fire Safety Operational Booklet (SOLAS II-2/16) (approved by Manager)
7 SOLAS Muster List & Emergency Instructions (SOLAS III/37) (approved by Master)
8 SOLAS / ISPS Code - SSA (approved by CSO / reviewed by RSO)
9 SOLAS / ISPS Code - SSP (approved by RSO)
10 MARPOL - SOPEP or SMPEP - Mandatory Part (approved by Class)
11 MARPOL - SOPEP or SMPEP - Appendix 2 - Coastal State Contacts (approved by
Manager)
12 MARPOL - SOPEP or SMPEP - Appendix 3 - Port Contacts (approved by Master)
13 MARPOL - SOPEP or SMPEP - Appendix 4 - Ship Interest Contacts (approved by
Manager)
14 MARPOL - Garbage Management Plan (approved by Manager)
15 Ballast Water Management Plan (approved by Class)
16 Panama Canal SOPEP (appendix to SOPEP) (approved by Panama Canal Authority)
17 U.S. Vessel Response Plan (VRP) (pollution response) (approved by U.S. Coast
Guard)
18 U.S. California - Vessel Response Plan (VRP) (pollution response) (approved by
California)
19 MNC Shipboard Manual (approved by Manager)
20 Fleet Circulars – (list last circular on board) (approved by Manager) ------- -------
a. Deck (MCC-11- )
b. Engine (MCC-13- )
c. National and Port (MCC-17- )
21 Marlow Navigation Circular Series CD-V (Crew Management) (approved by Marlow
Navigation)
(list the version/date of CDV-00-001 o/b - all CDV circulars and SC forms to be o/b as
listed)
REVIEW OF THE CURRENT CLASS STATEMENT OF SURVEY DATES - SURVEYS DUE NEXT 3 MONTHS
LIST OF OPEN CLASS CONDITIONS, FLAG STATE DEFICIENCIES, PORT STATE CONTROL DEFICIENCIES
Comments from Master:
Comments from Techn. Superintendent / New Master:
Date: Sign. Master: Date: Sign. Supt./New Master:

20/07/2005 Monitoring of Survey and Certification Requirements
1. Classification/ Class Certificates & Surveys
1.1 General
1. The responsibility to ensure that the Class surveys are carried out in due time, lies with the Master and
the Technical Superintendent in charge of the vessel.
2. The Master is responsible to inform the Office of the Class status (the compiling list) and seek the
advice of the office regarding any items/deficiencies requiring shore attendance and the Superintendent
is responsible to follow up the dates and the Master's reports and render assistance and/or arrange
surveys as required.
3. The Chief Engineer will be responsible for the maintenance of the CMS and for the technical co-
ordination of these activities.
1.2 Responsibilities
1. When a ship enters Management and at specified intervals thereafter, Marlow will receive "Quarterly
Listing of Surveys, Conditions of class and Memoranda" from the relevant Classification Society. This
"Listing" provides the under noted information of each Classification and Statutory survey requirement
as follows:
- Code Nr.
- Survey Type
- Assigned date
- Survey Status
- Postponed date
The original of the "listing of Surveys" must be issued to the vessel together with a copy specifically
marked for the Chief Engineer's attention by the Superintendent and a copy will be filed in the Ship's
Certificate File in the technical department.
2. The Classification Society requirements can be defined as Continuous Survey or Periodic Survey every
five years (for Hull and Machinery). The decision to enter the vessel into either Continuous or Periodic
Survey shall be taken by the Owner or the STS/FM in conjunction with the Owner of the vessel and
may depend on existing survey categories of the vessel on entering Marlow Management.
3. Where continuous Survey is adopted, this shall be coordinated with the planned maintenance system for
the vessel. The status of the Continuous Survey shall be monitored by the Superintendent through the
monthly returns on completed maintenance items from the vessel and from the survey reports and
statement.
4. Where Periodic Survey is adopted for Hull or machinery, then the Survey work will be planned by the
Superintendent, in accordance with the Class requirements, taking due regard to minimize interference
with the ship's trading pattern.
5. Apart from the Class renewal survey, the Superintendent will make sure that all periodical surveys
required for the validity of the Class Certificate are carried out such as :
- Annual Surveys for H & M
- Intermediate Surveys for H & M
- Intermediate AUT Surveys
- Internal and external surveys of boilers
- Bottom surveys (docking) propeller shaft and rudder
6. The certificate of Class is issued by the Classification Society at the commencement of its validity
period, (the anniversary date) and endorsed each year upon the annual/ intermediate surveys. The
Original certificate must be retained onboard by the Master and a copy held in the ship's certificate file
in the Technical department.
7. The Master and the Chief Engineer shall inform the Superintendent of all defects and deficiencies raised
by the surveyor as Condition of class or Memoranda. The corrective actions to be taken by the
Superintendent are described in section 36 of this Manual.
2. Statutory Surveys / Certificates
2.1 General
The responsibility of the Master in regards to Statutory Survey is the same as that defined for Classification
Survey.
2.2 Responsibilities
1. A Marlow "Status of Surveys" office compilation form 31-210-F1, will be completed by the Master and
sent to the office at intervals of three months, or whenever a survey has been effected. It is the
Superintendent’s responsibility to review the form and ensure that application for renewals of
Certificates is made in time. The Superintendent will initiate the applications for Certificates and
arrange payment where appropriate, through the IC.
2. When so requested by the Master or Chief Engineer, the Superintendent will arrange for the appropriate
survey to be held, keeping the vessel informed of the arrangements. He will, where he considers
appropriate, in advance of the "Survey due date", request the Master to advise the readiness of the vessel
for that Survey.
3. On completion of the renewal survey, the surveyor will issue a Short Term Certificate (normally valid
for up to 5 months) to the Master and will advise him of any defects or deficiencies and, where
applicable, the time scale for rectification. A copy of the Short Term Certificate will also be forwarded
to the Shore management. In case of annual or intermediate surveys the Master will have the surveyor
enter endorsements on the existing valid certificates.
4. The Full Term Certificate will be issued to the Ship by the Classification Society or Flag State, as
applicable, but only after the issue of the Short Term Certificate by the Surveyor. The Superintendent
will send the Original Full Term Certificate to the Master with instruction to RETURN OR DESTROY
THE SHORT TERM CERTIFICATE and to acknowledge compliance.
5. Copies of the Short Term and Full Term Certificates together with the Master's acknowledgement shall
be filed in the ship's certificate file in the Technical department.
6. The Master is required to inform the Superintendent of all defects and deficiencies raised by the
surveyor. The corrective actions to be carried out by the Superintendent will be as detailed in section 36
of this Manual.
7. In addition to the quarterly reporting and the reviewing by the Master, the vessel's certificates will be
sighted and checked against the latest report at each Superintendent's visit and indicated in his ship visit
report.
8. The "Compilation of Certificates" form returned from the ship will be compared to the quarterly
"statement of survey status" received from the Classification Society for the respective ship.
9. The Company keeps abreast of developments regarding National and International rules and regulations
and any legislation by being on the mailing lists of various organizations, such as:
- Cyprus Ministry of Communication and Works for National Legislation.
- Major Classification Societies.
- Cyprus Shipping Council through which information is received from BIMCO, ISF, ICS, IMO etc.
- On line subscriptions with classification Societies/ Flag Administration.
10. The MS Regularly scrutinizes enacted or proposed amendments to existing legislation or the
introduction of new legislation and makes all the arrangements to ensure timely implementation.
11. Each ship is provided with suitable publications and/or documentation to enable the Master and Officers
to fully understand the operational requirements of the vessel and their effect on compliance with
National and International rules and regulations.
12. Within the office, a library is maintained for reference in respect of industry standards including the
National and International rules and regulations and for the operational parameters and criteria for each
ship.
3. Renewal of Derratisation Certificate
The renewal of the Derratisation or the exemption certificate is the sole responsibility of the Master.
This certificate is valid for six months and may be renewed in any port. The sanitary inspection is
carried out and the certificate issued by the Health Authorities of the host country.
Upon renewal of the certificate, the Master must inform the responsible technical superintendent at
Marlow , giving the date of renewal.
4. HSSC
1. Superintendents must be aware that this Harmonized System of Survey and Certification is in force
since 03.02.00 and should ensure that the Surveys and Certification of the vessels under their charge
comply with the System.
2. The HSSC system makes the Survey and Certification process simpler and easier as all the ships Class
and Statutory Certificates have a uniform 5 years period with uniform annual/intermediate
endorsements and uniform expiry/renewal dates (Anniversary date).
20/07/2005 Insurance- Arrangement and Maintenance of Cover
1. Marlow ensures that all vessels under full management are properly insured against perils of the sea.
Marlow, therefore, must have access to the relevant insurance expertise and the Technical department
provides the experienced personnel, well acquainted with the various types of insurance covers required
by a vessel and the insurance market.
2. As mentioned earlier in section 31, the Technical department is responsible to ensure that the
Manager's liabilities are covered by the Insurance policies pertaining to the vessel, therefore
Marlow will be co-assured in the main Insurance policies of all the fully managed vessels.
It is a common requirement of the Management Agreement, however, that Marlow will negotiate the
insurance policies of the vessel. The Owner's agreement and consent is secured before concluding and
placing a cover.
3. The Fleet Manager is responsible to ensure that all vessels under full management are properly insured
and the agreed cover remains valid at all times, throughout the duration of the Management Agreement
4. For that matter, in consultation with the Management, the FM will negotiate and place insurance covers
for new vessels entering management and renew covers of existing vessels.
5. Marlow managed vessels are insured against the following minimum risks:
- Hull & Machinery

- P & I / FD & D
- Disbursement T.L.
- Basic War risks
- Manager's Interests
- Loss of Hire (L.O.H.)
6. Other risks may be insured as per Owner's request.

14/02/2018 Insurance- Claims Handling
1. General
The designated Technical Superintendent in liaison with Fleet Manager is responsible for handling all the
claims relevant to the ships in his charge (please refer to list provided under paragraph 2 below, in order to
identify for which casualties claims shall be handled by other Depts.).
For every occurrence or casualty within the conditions of the policy, the Management will be notified and a
claim be lodged if the extent of damage involves expenses above the deductible amount.
If the casualty effects the classification status of the vessel, the Classification Society (and if necessary the Flag
Administration) will also be notified immediately.
Masters of vessels are instructed through some of the chapters under 31-4 that follow in the Manual of the
ways to deal and report casualties to the Company and the Superintendent will pursue these reports in order to
obtain all the information required for processing the claim and repairs at utmost efficiency and dispatch.
If the operational capability of the vessel is effected and repairs have to be arranged, the Superintendent will
also inform:
a. The Owners
b. The Charterers
c. The Agents
2. Claims Handling
1. Upon receipt of the initial report from the vessel regarding a casualty, the designated Technical
Superintendent in liaison with Fleet Manager will assess the situation and identify which insurance policy
is effected.
Claims usually arise from the following casualties:

a. Damage to Hull and Machinery - Particular Average.
b. General Average.
c. Loss of Hire.
d. Stevedore Damages. (Dealt with by the Operation Department)
e. Crew Accidents. (Dealt with by the Crew Department).
f. Pollution. (Dealt with by the Operation Department)
g. Cargo Damages. (Dealt with by the Operation Department)
h. Collisions with other vessels, fixed or floating objects.
i. Expenses incurred by Stowaways. (Dealt with by the Crew Department).
j. Damages to third parties.
k. Life Saving.
l. Fines. (Dealt with by the Crew Department).
m. Etc.
2. The Fleet Manager shall:

a. Create a file and give the name of the vessel, nature of damage, place, date and claim number.
b. Advise the Purchasing dept. as well as the Account dept.
c. He is obliged to update this file and inform on a daily basis all the parties concerned
d. Inform the attending Technical Superintendent the terms and conditions of the policy and any
coverage that modified the policy.
20/07/2005 Insurance- General Average
1. Definition
1. The British Marine Insurance Act, 1906, defines General Average as: “There is a general average act
where any extraordinary sacrifice or expenditure is voluntarily and reasonably made or incurred in time
of peril for the purpose of preserving the property imperiled in the common adventure".
2. It is important to bear in mind that before any question of general average can arise:
1. There must be a common adventure. That is to say, the ship, freight and cargo must be
involved. In any case there must be more than one interest.
2. The common adventure must be in peril.
3. There must be a sacrifice (of property) or an expenditure (money)
4. The sacrifice or expenditure must be made or incurred voluntarily and reasonably for the sole
purpose of preserving the adventure from the immediate peril.
5. The process must end in success in respect of the above.
3. General average acts include:

1. Putting into a port of refuge to effect necessary repairs
2. Voluntary stranding to avoid sinking.
3. Working engines when vessel is ashore in a position of peril.
4. Water is poured and chemicals are used to extinguish a fire.
5. General average sacrifices include:
6. Jettison, for the common safety, of cargo under deck
7. Jettison of cargo from the deck
8. Slipping of anchor and cable to avert fire or other imminent peril
9. Cutting away holes, masts etc, to reach the fire source or right vessel which is dangerously
listed on her beam ends
10. General average expenditures include:
11. Cost of discharging cargo to refloat a stranded vessel or to carry out necessary repairs at a port
of refuge
12. Hire of tugs to assist refloating a stranded vessel with cargo
13. Wages and provisions of crew, bunkers and store consumed during period of delay at a port of
refuge if York-Antwerp Rules apply.
2. Responsibilities
1. Before declaring General Average, the Master will consult Marlow for advise, however, if contact is
impossible, then declaration will be made while care is taken to support such declaration with
documentation reasoning all actions.
2. In any case, the responsible Superintendent, will have to liaise with the Master and ensure that General
average is declared after a written approval is received from the Owners of the vessel.
3. When General Average has been declared, the Master will not deliver the cargo before a signed
Average Bond has been issued by the cargo owners/insurers, guaranteeing due payment of their General
Average share of expenditures per the Adjuster's statement.
4. In any case the Master must be in constant contact with Marlow or their agents in order to receive
information/instructions confirming that all formalities have been complied with. Only after ensuring
that such a Confirmation is received from Marlow , will the Master release the cargo.
5. General Average adjusting is a complicated process and the Superintendent will involve a professional
average adjuster to deal with the case. All the relevant reports, documents and expenditure statements
will be made available to the adjuster by the Superintendent.
6. The STS/FM will jointly decide if General Average declaration is recommended to the
Owners/Management.
20/07/2005 Insurance- General Average
3. Recommendations to Masters on special emergencies
1. Salvage
Certain emergencies may arise where the Master will use his own judgment and call for assistance from
tugboats or other vessels.
The Master will endeavor to contact Marlow immediately for consultation, however, if the circumstances do
not permit, then the Master will take all necessary steps and decisions to safeguard the interest of the vessel
and her cargo and the safety of the crew.
In cases as the above, if the assisting vessel insists on signing a contract in exchange of rendering assistance,
the Master will only sign such a contract which is based on Lloyd's Open Form (LOF).
MASTERS WILL SIGN A LOF ONLY AFTER ALL OTHER ATTEMPTS TO

REACH AN AGREEMENT WITH THE ASSISTING VESSEL HAVE FAILED AND
TO HIS JUDGEMENT THERE IS IMMINENT DANGER TO THE SAFETY OF THE CREW, THE
SHIP, THE CARGO AND THE ENVIRONMENT.
2. Collision
In collision cases, it is of great importance that charts and fixes, plotting sheets used and photographs, if
available, should be kept as records. No erasures are allowed from charts or plotting sheets used, even if
there are several notations on the same chart/sheet.
The ship's personnel will make no statements, pertaining to the cause or sequence of events that led to the
collision, to any party, except the appointed Marlow 's representative.
20/07/2005 Insurance- H&M, Particular Average
Page 1 of 2 DPA Quality Manager J. Managing Director
1. General
1. Particular Average normally involves claims for damages caused to the Hull and the Machinery,
therefore, they fall under the Hull and Machinery Insurance cover.
2. The Superintendent will communicate with the vessel to ascertain the cause and extent of damage,
acquire the preliminary report and decide when to arrange for underwriters'/classification survey and if
required, repairs to be carried out.
3. If the extent of damage is such that shore assistance is required, the Superintendent will liaise with the
underwriters and arrange for a sub-contractor. If extensive repairs are required, the Superintendent will
attend the repairs on location.
4. No allegation will be given to the H & M Underwriters if the cause of the damage is not known but
rather leave the survey take its course, until more information is collected from the ship's staff.
5. It is of utmost importance that the Superintendent collects all the required documentation as soon as
possible in order to prepare the claim in its entirety and deliver same to the underwriters / Average
Adjusters for processing.
2. Hull & Machinery Damages - Claims
1. Normally H & M Insurance policies impose a deductible amount to the cost of repair for a damage
caused by perils. This deductible amount, as well as the AMD (Additional Machinery Deductible) is
applied for each individual claim.
2. Masters are informed of the deductibles of their vessels. Accidents, where damage repair costs are
estimated to exceed the ship's deductible, must be immediately reported to Marlow.
3. Such accidents will be reported with a brief description of the damage and followed from the first port
of call with:
- An extract of Deck/Engine Logbook
- Master's / Chief Engineer's reports giving further details
- Drawings, sketches, photographs (if possible)
4. For every damage where the vessel's seaworthiness and/or safe operation is impaired, an Underwriter's
surveyor must be called in to carry out a survey, before any repairs are attempted, as required by the
Insurance contracts and Marlow informed immediately. In cases where the damage endangers the safety
of the vessel, or the crew, or the environment, temporary repairs must be carried out and Marlow
informed to arrange a survey and permanent repairs.
5. When a damage survey is carried out, the underwriter's representative will issue a report pertaining to
the extent of damage and probably the cause of the damage. There are cases where a surveyor will
evaluate the cost of repairs/purchase for each individual items affected by the damage. This report must
be transmitted to Marlow as soon as possible.
6. When repairs are carried out and completed according to the surveyors and/or maker's
recommendations, the claim must be prepared and the Master is requested to send to Marlow the
following:
- Deviation calculations and chart, if applying.
- Consumptions of bunkers and luboils
- List of spare parts and other inventory items and stores used for the repair.
- Crew overtime and other expenses in connection with deviation to and stay at repair yard.
(These expenses will include only those incurred in connection with the repair of the damage).
3. Reminder
20/07/2005 Insurance- H&M, Particular Average
Masters and responsible Officers should bear in mind that:

- If cause of damage is unknown or doubtful, they are not to make any statements to the
surveyor before discussing the matter with Marlow.
- Damages due to wear and tear of parts and materials are not covered by insurance, therefore
before any statements are made, Marlow is to be consulted.
- There is always the possibility that hidden damages exist, not known/noticed at the time of
the survey, therefore the Owner's right to claim these damages must be reserved.
21/02/2018 Insurance - Crew Insurance Cover
1. General
1. All Marlow sea-going personnel are covered for Financial Security for Repatriation, Financial Security
relating to Shipowner’s Liability, illness, accident and death by the ship's P&I Club or through a special
P&I crew cover arranged by Marlow.
2. Whatever the case may be, a booklet with the insurance terms and conditions as well as a valid list of P&I
representatives around the world should be available onboard (in the CD provided by the Crew Department
once per year) at all times and local representatives should be contacted by the Master (through the local
agent) in cases of repatriations due to illness and/or accidents, in cases of hospitalization and in cases of
death of a crew member.
3. In all cases, however, the Master will contact Marlow, before seeking the assistance of a P & I
representative.
2. Accident
1. All crewmembers are covered against disability or death caused by accident, while serving onboard a
Marlow Managed vessel.
2. The maximum accident and death liabilities as well as the percentages of disability compensations are
stipulated in the individual SEA of each crewmember.
3. In case of an accident the Master will act as follows:
a. If in port, seek assistance through the port authority and/or the local agent, whatever is more
appropriate. Eventually, the agent must be informed to follow up the case in case of evacuation to
a shore medical facility.
b. If the accident occurs ashore, the Master must acquire a Police Report.
c. At sea, seek assistance through Radio Medical Centers, and by .I.R.M., the International Radio-
Medical Centre at Rome. Immediately inform Marlow by phone/telex/cable for back-up support.
d. An accident report should be prepared accompanied by a log abstract and signed (if possible) by
the injured crewmember, the Master and at least one crewmember. In cases where the accident was
witnessed by other crewmembers, then the report should be signed by such crewmembers.
e. Keep a log of all actions and communications with all parties contacted and specify instructions
both given and received.
f. Do utmost to obtain speedy medical assistance, even if evacuation that involves deviation is
necessary.
g. At the aftermath of the accident, the Master must investigate its causes and take corrective action
to prevent re-occurrence. A full report with the findings of the investigation must be sent to
Marlow as soon as possible.
3. Sickness
1. Every crewmember is eligible to visit a shore physician and the Master of the vessel arranges for such a
shore medical examination through the port agents, when he has established that:
a. The illness that the seafarer has contacted, cannot be treated onboard
b. The seafarer persistently insists to be examined by a shore physician
c. The Master has reason to believe that one or more crewmembers have been exposed to a
contagious disease.
d. The seafarer has been previously treated for an accident or illness and a reexamination is
necessary.
e. Any other reason that the Master evaluates, due to the seafarer's health or feeling complaints.
2. The Master will consider every complaint seriously and will arrange for the seafarer to visit a shore
physician.
3. The Master will, through his medical officer, record every case of illness and issue proper illness reports
when directing a seafarer to a doctor. Likewise, he will instruct the agents to bring back to the vessel, the
relevant copies of the report, duly filled in and signed by the shore physician.
4. The Master will inform the crewmembers that dental treatment is provided as per provisions in the SEA and
applicable CBA.
4. Hospitalization/Repatriation (see also 45-722)
1. Should a seafarer become incapacitated according to the shore physician's medical evaluation and requires
hospitalization for further treatment ashore, the Master will make all the necessary arrangements through
the agents and ensure that:
a. The Company superintendent is informed immediately.

b. If the seaman will not be able to join upon the vessel's departure, his seaman book, passport and
personal belongings are left with the agents.
c. The seaman has enough funds with him.
d. The agents are given instructions of whom to contact, giving names and addresses, such as the
crew Operators name, the Company's telex/telephones and the AOH numbers.
e. Contact the P & I representative, if one is available.
f. All Doctor's reports, master's reports to be sent to the office as soon as possible.
g. The vessel has all the appropriate clearances to sail without the disembarked person.
5. Death
1. In the unfortunate event of an accidental or natural death of a crewmember while the vessel is in port, the
Master will inform the responsible Crew Operator immediately, either directly or through the local agents
and contact the local P&I representative.
2. If the cause of the death is not witnessed and not established by the ship's staff, the Master will state so and
instruct the local agent to contact Marlow for further instructions regarding post mortem and death
certificate.
3. In the event of a death onboard while the vessel is at sea, the Master will liaise with the responsible Crew
Operator for the possibility of retaining the body onboard until the next port of call, or alternately arranging
for the evacuation of the deceased.
4. In any event, if the Master finds evidence to suspect murder or suicide being the cause of death, then the
local police should be invited to investigate the case. The Master will send to Marlow the following:
a. The ship's present position ETA/ETS etc.

b. A detailed report signed by Master and at least another crewmember or witnesses, accompanied by
a log abstract.
c. A list of the personal belongings of the deceased and his present storage status witnessed and
signed by another crewmember.
d. The final wages and the leave days due to the deceased.
e. A police report if available.
f. A death certificate if available.
g. The name and contact address of the local P&I representative.
h. The name and contact address of the medical center or hospital.
5. The Company will undertake the transfer of the deceased and his personal belongings to his home country.
6. Financial Security
1. For repatriation
a. There shall be financial security in place to cover the cost for repatriation of seafarers.
b. The financial security shall not cease before the end of the period of validity of the financial
security provider has given prior notification of at least 30 days to the flag state.
c. The ship shall post in a conspicuous place a certificate or other documentary evidence of
financial security issued by a financial security provider acceptable to the flag state.
2. Relating to Shipowner`s Liability
a. A system of financial security shall be in place

b. Seafarers and the flag state shall receive prior notification if a shipowner`s financial security is
to be cancelled or terminated.
c. Ships shall post on board in a conspicuous place certificate or other documentary evidence of
financial security issued by the financial security provider.
d. The financial security shall not cease before the end of the period of validity of the financial
security unless the financial security provider has given prior notification of at least 30 days to
the flag state.
7. For further details on the procedures to be followed for sending the crewmember’s personal belongings to
the home country, please refer to the crew operator.
20/07/2005 Insurance- Loss of Hire
1. This claim is lodged when a vessel is non operational or is delaying as a result of a damage claim under
the H&M Insurance cover. This is a commercial cover and it is to the Owner’s choice if such insurance
should be bought.
2. The Superintendent will collect all necessary documentation and reports to be submitted to the
Underwriters or Brokers.
3. A separate surveyor may be appointed by the underwriters to examine the claim/damage and the
Superintendent must consider providing the following information:
1. Cause of damage.
2. Time lost due to deviation or speed reduction as per logbook extracts and relevant to the
damage in question.
3. Separate time taken to effect repairs for each casualty, stating dates, times, docking, both
commencement and completion.
4. Repairs effected by Owners only necessary for making vessel seaworthy and time taken if they
were carried out concurrently with damage repairs.
5. Details and cause of any delays in repairs and statement that Owners have taken all appropriate
steps to expedite repairs.
20/07/2005 Insurance- Cargo Claims
1. In the event of a cargo damage, or apparent damage, the Master will inform, though Marlow or the local
agents, a P + I representative to carry out a cargo survey.
2. All the relevant information connected with the handling of the cargo prior, during and after the damage
has occurred, s hould be pr operly r ecorded. T his will i nclude condition of holds, loading pr ocedures,
stowage, lashing, cargo care during voyage, discharging procedures and prevailing weather conditions.
20/07/2005 Insurance- Claim documentation
1. General
As a rule, in order t o achieve a smooth recovery of a claim from any Underwriters/insurers, proper
documentation is required. The following are basic documents required for processing a claim in various kinds of
incidents. Additional documents may be necessary depending on each case and the development of the claim.
2. Particular Average - Hull and Machinery
1. Master's and Chief Engineer's statements covering the cause of damages occurred by accident or due
to crew ne gligence. It must be remembered that damages due to wear and tear are not covered by the
Insurance.
2. Deck and Engine log abstracts pertaining to the damage and the repair
3. Report of temporary or permanent repair.
4. Statement of bunkers, lubricants, spares and consumable materials used for the damage repair, from
the ship's stock. Consumables will include cleaning materials, paints and tools and materials used and/or
damaged during repairs.
5. List of spares ordered for the repairs.
6. Ship's crew list covering the damage and repair period.
7. S tatement o f c rew labor u tilized f or t he r epair. T he s tatement should s how o nly normal working
hours a s o vertime i s not co vered. L abour s hould al so co ver t asks co nnected t o t he vessel's d eviation,
preparation for the repair, shifting and other operational labour connected to the damage and repair.
8. Statement of cargo removal or cargo shifting expenses.
9. Statement for extra meals.
10. S tatement o f t ransportation e xpenses. R egarding s pares r eceived on board, de livery notes a nd
packing lists should be attached.
11. D eviation r eport t o por t of r epair, i ndicating de viated di stance i n n autical miles a nd bun ker
consumption.
12. S tatement c overing s hifting o f ve ssel d uring r epairs w ithin t he p ort f rom b erth t o b erth a nd/or
anchorage with a list of expenses incurred for bunkers, towage, mooring, pilotage, etc.
13. Masters must note that temporary repairs are not accepted by the insurance unless reference is made
that temporary repairs were necessary until permanent repairs were possible.
14. Masters must also ensure that damage reports are made, taking due care that the cause and extent of
damage ar e f avors t he i nterests o f t he Company, t herefore, i f an d when p ossible, d ocuments a nd
information should not be given to underwriters before approval/consultation from the Company.
3. General Average - Hull and machinery
1. In addition to the above documents, a detailed description and stowage plan of the cargo onboard and if
available, a signed Bill of Lading must be included
4. Cargo claims
1. Cargo cl aims usually ar e b ased o n o ccurrence d ue t o Force M ajeure, o r acci dent. I n a ddition t o t he
relevant documents mentioned in a., Masters must include:
a. Sea Protest whenever applicable.
20/07/2005 Insurance- Claim documentation
b. Protest and remarks of cargo condition during loading.

c. Report of weather conditions while loading.
d. Statement of actions taken by vessel to protect the cargo.
e. Statement of the cause and extent of damage to the cargo.
2. Masters must bear in mind that damaged cargo, knowingly received onboard due to Charterers/shippers
pressure or even statement of responsibility constitutes a fraudulent act.
2. Likewise, a l etter of pr otest given t o t he shippers for da maged c argo l oaded, without e nsuring t he
inclusion of proper remarks in the Bill of Lading, is both worthless and fraudulent.
5. Collisions
In ad dition t o t he r elevant d ocuments mentioned i n a. , es pecially D eck an d E ngine l og books, M asters s hould
gather the following:
a. Navigation chart of the area of collision.
b. Plotting sheet(s) used prior and at the time of collision.
c. Weather report at the time of collision.
d. Course r ecorder p aper, ech ograph p aper, D eck an d E ngine b ell b ooks i ndicating E ngine
movements and manoeuvres executed to avoid the collision.
e. Statement of al l o fficers, watchmen a nd helmsmen o n d uty at the t ime o f t he collision a nd
recollection of orders given by the officer in charge at the time of collision.
f. It cannot be overstressed that such statements or information will not be given to other parties,
except the Marlow representative.
6. Stevedore Damages
Masters must endeavor to obtain a signature from the stevedore foreman or charterer's agent that damages caused
and repairs required are their sole responsibility.
Additional guidelines are the following:

1. When stevedore damages are incurred to the car go, the M aster will issue a d amage report and have it
duly signed by the stevedore Company representative, accepting full responsibility. A copy of the report
must be dispatched to owners/charterers and to Marlow. In serious damages where receivers lodge a
protest, the Master will immediately inform Marlow to arrange a P + I surveyor.
2. When stevedore damages involve damages to the vessel, a damage report should be prepared and signed
as in par. 1.
3. Damages exceeding the H & M Insurance deductible should be immediately reported to Marlow so that
a H & M underwriting surveyor is arranged.
4. Smaller d amages s hould b e ei ther r epaired b y t he r esponsible s tevedoring C ompany/charterers o r

estimated f or cost o f r epair an d s ent t o M arlow for p rocessing a nd r efund. W hen es timating c ost of
repairs, t he a mounts o f materials t o b e used a nd t heir c urrent p rices should b e t aken i nto acco unt, a s
well as the cost of crew labor. For the latter, Masters are advised to consult Marlow for information.
7. Pollution
1. Masters ar e r eminded t hat any p ollution ca used b y t he vessel i s b oth u nacceptable an d u nnecessary,
since the vessel's equipment should always be in good working order to cope with the requirements of
the vessel.
2. If an accidental pollution occurs, the Master will report same to the authorities and express his regrets
for the accident. Of course, the Company should be notified immediately, the nearest P & I agent must
be called i n, cleaning arrangements s hould be u ndertaken in l iaison with the Company and the l ocal
authorities and the proper reports and log abstracts be prepared.
18/08/2014 Communication and Reporting
1. General
1. Marlow recognizes that good communication between all the levels of the Organization is of utmost
importance in order to enable a proper and efficient implementation of the Company's Management
System.
2. The Technical department is equally dependent on a good communication, both internally and
externally, in order to carry out its task of the committed safe and cost effective ship management. In
order to achieve this, emphasis is given to the following:
1. Inter-Office communication
1. The FM/STS and the Technical Superintendents are responsible to maintain an efficient communication
at all levels between the department employees and the other Company departments. Their objective, as
the senior members of the department is to:
1. Maintain a free and open discussion between themselves on all the matters concerning the
department.
2. Create an atmosphere in the department, so that all their subordinates freely discuss with
them subjects concerning their activity.
3. Ensure that all department employees understand the Company's Safety and other policies.
4. Ensure that information and messages are effectively passed between them and the
department employees.
5. Monitor and ensure that the responsibilities of the various department activities are
properly undertaken by the relevant personnel.
6. Maintain a free and effective communication between them and the Management.
7. Ensure a correct and efficient inter-departmental communication in all levels of the
organization.
3. Communication and Reporting - Ships
1. Communication General
1. A good communication between the vessel and the Company and especially with the
technical department and crewing department is the main factor that will ensure a
successful ship management.
2. With the modern communication facilities available nowadays, vessels may

communicate in various methods such as email, satellite telex / fax / voice / data.
However, conventional communication methods such as radio telephony still exist
and still used extensively.
3. Reporting by correspondence is still the only method to pass to and from the vessel
official reports and documentation required for verification of compliance and/or an
operation.
4. Crew mail is also an important means of communication between the seafarer and
his/her shore relations and must be dealt with seriously and effectively.
5. All written communications between the department and the vessels will be initialed
by the responsible Superintendent before being filed in the relevant ship's files.
6. In general, the Superintendent is directly responsible for the effective communication

between the vessels under his charge and the Office and he will ensure that:
18/08/2014 Communication and Reporting
1. The shipboard management realizes the need of a good and effective

communication between vessel and Office.
2. The correspondence methods are carried out effectively as per instructions.
3. The Company's policy is understood and adopted onboard.
4. Communication methods are verified during ship's visits.
5. Communication between the Master and third parties is effective.
6. Defective communication is reported to the Management and methods to
improve communications are adopted immediately.
7. The official communication / reporting / correspondence between ship and
shore is the English
Language and the Superintendent will endeavor to establish this fact with the
Shipboard Management team.
4. Communication with and Reporting to Clients
1. The Management Agreement between Marlow and an Owner commits the Company to communicate
and report to its clients at agreed intervals on agreed matters. The Management, by signing the
Agreement is equally committed to fulfill this Agreement and the Technical department, and the
relevant Superintendent as such, is responsible to the Management for this commitment.
2. Communicating and reporting to Clients (owners) is the responsibility of the Management, however, the
designated technical Superintendent is authorized to undertake the task of communicating and
discussing technical matters directly with the client whenever required and keeping the Management
informed via the STS/FM.
3. All written reports sent to Clients must be approved and authorized by the Management. The technical
Superintendent, however, is responsible for preparing and analyzing such reports, which include but not
limited to:
1. Vessel visit and condition reports.
2. Docking and repair reports.
3. Monthly or quarterly or yearly running cost account reports, supported, if
required, by invoices and repair/purchasing reports.
4. Comparisons between budgeted expenses and actual expenses, with
comments and analyses reasoning the exceeded budget figures, if relevant.
5. All reports prepared for clients must be signed by the relevant technical
Superintendent and reviewing by the Senior Technical Superintendent / Fleet
Manager.
6. Computerized Trial Balance, Balance Sheet, Profit and Loss account and
budget/Expenses Report, which form an integral part of a report to Clients, is
requested from the Accounts department at the end of each agreed period.
4. In carrying out the above, the Superintendent will acknowledge that all the reports and figures are
correct and that all has been done to protect the Client's asset value in the most cost effective manner,
within the agreed standards and the agreed budget.
5. Before dispatching the final reports to the Client, the Management will discuss the above matters with
the STS/FM in order to identify any discrepancies related to the Management and agree on methods to
rectify such discrepancies in order to prevent the same being repeated again.
20/05/2019 Communications - Ship to Shore
1. General
1. The Superintendent will ensure to keep the ship-shore communication in line with the requirements of the
safe and efficient operation of the vessel.
2. All messages received from the vessels must be reviewed by the designated Superintendent and
questions/inquiries replied without failure.
3. Masters should Endeavour to control the ship-shore communication, since this is an expensive matter,
especially telephone calls.
2. Communication Expenses
1. Communication expenses, especially on vessels equipped with modern Satcoms, may form a vital portion
of the ship's running costs, if they are not properly controlled and appropriately recorded.
2. The Superintendent will stress the point to the ship's command that expenses must be categorized for
operational, Charterer's and private costs, so that the Accounting Authority may invoice the Company in the
above breakdown. The Superintendent will ensure that the portion costs are debited to the Charterers and
the relevant crewmembers.
3. The Master will ensure that extraordinary happenings are reported immediately to the office, especially
when shore assistance is anticipated. Such reports will include:
a. accidents and/or near misses occurring at sea and in port;
b. damages caused to vessel and cargo;
c. break downs of machinery which have an impact to the ship performance
d. non-scheduled urgent or necessary repairs;
e. deviations from intended schedule, for any reason including charterers or shippers orders;
f. non-scheduled urgent or necessary requisitions of stores and spares;
g. crewmembers signing off sick or hospitalized due to illness or injury;
h. suspicion that vessel may be detained in port for any reason;
i. Port State Control inspections and deficiencies found, if any.
4. The Superintendent will review all the above reports, examine the possibility of assistance required by the
vessel and take immediate action to that effect.
3. Urgent Messages
1. The Master, acting within his responsibility for cost control in communications, must not overlook the
importance of the "efficient" communication. This may involve urgent messages to be sent to the Office
and he should do so without hesitation. For the sake of emphasizing the urgency, urgent message will bear
the suffix "URGENT" across the top of the text. In the case of cables, such messages are usually telephoned
to the addressee.
2. The Superintendent must not overlook the importance of the efficient communication, therefore, he should
not hesitate to dispatch URGENT messages to the vessel and urge the Master to do the same, in cases
where urgency is involved in matters concerning Safety and Commercial aspects, despite of the cost
involved. Such messages will be clearly suffixed as "URGENT".
4. Verbal Conversations / Instructions

1. The Master must confirm in writing all verbal agreements, instructions and orders communicated with
agents, charterers, port authorities, contractors and other parties related to the ship's operation.
2. Verbal communications with Marlow concerning ship's business will be confirmed in writing, by
telex/cable. In such a case, only the important points discussed need be highlighted.
3. Masters should be reminded that verbal instructions/orders may be denied or rejected and may come against
Owners/charterers interests.
4. The Superintendent must confirm in writing all verbal agreements/instructions communicated to the Master
and ensure that the Master does the same for important verbal messages communicated from the vessel.
5. Reports from sea / Noon Reports/ Arrival & Departure Reports

1. Position and performance reports will be forwarded to the office from vessels via Marlow reporting system
(MARS), and will reach the designated Technical Assistant who should check the report for accuracy of its
data, and the responsible Technical Superintendent.
20/05/2019 Communications - Ship to Shore
The Technical Superintendent will also review these reports and if the information given requires action to
be taken, he will do so at utmost urgency.
2. Noon Reports
Noon Reports should be forward from the vessel to the office via MARS in the following situations:
a. Noon Sea report, MNC 31-505F1: This report is send at Noon (12:00lt), if the Vessel is steaming or
maneuvering at 12:00lt.
b. Noon Port report, MNC 31-505F2: This report is send at Noon (12:00lt), if the Vessel is berthed at
anchor, in mooring/unmooring process or maneuvering at 12:00lt.
3. If for any reason it becomes impossible to submit via Marlow Reporting System (MARS) the Noon reports,
at least the following details shall be reported by available communication facilities (e.g. INM-C):
a. Vessel Name
b. Noon Position
c. Port of departure
d. Port of destination
e. ETA
f. Average speed (Noon-Noon) excluding exceptional stoppages
g. Wind Direction (true)
h. Wind force (Bft. /true)
i. Swell direction (true)
j. Swell height
k. HFO consumption
l. LSFO consumption
m. MDO consumption
n. HFO RoB
o. LSFO RoB
p. MDO RoB
q. Unscheduled stoppages during last 24hrs
r. Remarks for any special occurrences
4. The Master will ensure that extraordinary happenings are reported immediately to the office, especially
when shore assistance is anticipated.
5. Arrival & Departure Reports
Arrival and departure reports shall be submitted using form 31-505F3 & 31-5055F4 respectively as below:
a. Arrival report, MNC 31-505F3: This report is send with the vessel’s arrival to a Port or anchorage.
b. Departure report, MNC 31-505F4: This report is send when the Vessel is departing from a Port or
anchorage.
6. Schedule Updates
a. In order to arrange supplies, services, crew changes, ship visits, audits and emergency responses the
office team and other interested parties require up-to-date schedule information from the Masters.
b. A standardized reporting form combining the vessel's contact information, ETA/ETD's and port
agency details (full style, phone, fax, email, persons in charge, AOH contact phone numbers, and
comments) on 1-2 pages will be provided on the company CD. This form can easily be updated and
forwarded to third parties as required.
c. An updated schedule must be sent in weekly intervals to dedicated e-mail address.
d. The schedule shall be submitted during the weekend and latest Sundays at 23:59UTC. The schedule
should be made up for at least two weeks in advance. Any major changes in port rotation or ETA /
ETD should be communicated to the company as soon as possible. Vessels without a fixed rotation
or voyage charters should send schedules as far ahead as possible and communicate any new details
of the voyage to the company without undue delay.
MARLOW REPORTING SYSTEM (MARS)
Noon Sea Report
Form no. MNC 31-505F1
* All RED cells in this report are mandatory fields and should be completed accordingly.
Issue Date 20/05/2019
Version 10
A. General In case of doubt, consult the remarks next to the cell.

Vessel name
IMO Number
Master Name
Ch. Eng. Name
Time Zone Select from drop down list
Date / Time (LT) dd/mm/yyyy hh:mm Current Date / Time (LT)
Date / Time (UTC)
B. Navigational Information In case of doubt, consult the remarks next to the cell.
Voyage Number
Voyage Leg number
Loading Condition Select from drop down list
Steaming Time (h) Since last report
Distance Run (nm) Since last report
Steaming Time since BOSP (h)
Distance Run since BOSP (nm)
Distance to Go (nm)
Speed Instructions (kts)
Vessel Speed (kts) 0.0
Voyage Average Speed (kts) 0.0
COG (deg)
Latitude deg min N/S
Longitude deg min E/W
Last Port Unicode → Last Port Name and Unicode
Next Port Unicode → Next Port Name and Unicode
BOSP Date / Time (LT) dd/mm/yyyy hh:mm
ETA next Port Date / Time (LT) dd/mm/yyyy hh:mm
Restricted Navigation Select from drop down list
If Yes, enter navigation

restriction reason
C. Wind and Sea conditions In case of doubt, consult the remarks next to the cell.
Wind Force (bft)
Relative Wind Direction (deg) Always use relative direction
Sea State (Douglas)
Relative Sea Direction (deg) Always use relative direction
Sea Current speed (kts)
Relative Sea Current direction (deg) Always use relative direction
D. Main Engine In case of doubt, consult the remarks next to the cell.
Av. Main Engine Power (kW)
Av. Shaft revolutions (rpm)
Av. ME Turbocharge rev. (rpm)
Av. Cyl. Exh. Temperature (°C)
Main Engine Load Indicator (%)
Propeller Pitch (%)
Propeller Slip (%)
ME 1 Running Hours (h) Total running hours up to date
ME 2 Running Hours (h) if any Total running hours up to date
E. Auxiliary Engines In case of doubt, consult the remarks next to the cell.
Number of A/Es running
Total load of A/E (kW)
Available A/E power (kW)
A/E 1 Running Hours (h) Total running hours up to date
A/E 4 Running Hours (h) (if fitted) Total running hours up to date
Total load of Shaft Gen. (kW)
Available Shaft Gen. Power (kW)
Reefer Units in operation
F. Boiler In case of doubt, consult the remarks next to the cell.

Boiler 1 running hours (h) Total running hours up to date
Boiler 2 running hours (h) (if any) Total running hours up to date
G. IGS generator (for tanker vessels only) In case of doubt, consult the remarks next to the cell.
IGS generator running hours Total running hours up to date
H. Bunker Consumption
Start Date / Time (LT) Stop Date / Time (LT)
Activity Engine Fuel Type Consumption (mt)
(dd/mm/yyyy hh:mm) (dd/mm/yyyy hh:mm)
Other Activity
Define the reason in case of Other Activity
Voy. Av. M/E consumption (mt)
Voy. Av. A/E consumption (mt)
Voy. Av. Boiler consumption (mt)
I. ROB (mt)
HFO LSFO GO FW Sludge
J. Lub Oil ROB (Ltrs)

M/E System Oil M/E Cylinder Oil HS M/E Cylinder Oil LS A/E Oil
K. Cargo / Ballast
Cargo onboard (mt)
Containers Onboard (TEU)
Ballast onboard (mt)
Deadweight (mt)
Draft: fwd / aft (m) fwd aft
Trim (- by stern / + by bow) (m) 0
L. Slops (for tankers only)

Slops onboard (m³)
Oil (m³)
Water (m³)
Noon Port Report
* All RED cells in this report are mandatory fields and should be complete
Version 5

Vessel name
IMO Number
Master Name
Ch. Eng. Name
Date / Time (LT) dd/mm/yyyy hh:mm Current Date / Time (LT)
Date / Time (UTC)
Voyage Number Use the same as in the Arrival report
Voyage Leg number Use the same as in the Arrival report
Port name Unicode → Port Name and Unicode
Port activity 1 Select from drop down list
Port activity 2 (if any) Select from drop down list
Other activity (if not listed)
At Anchor or Alongside Select from drop down list
Arrival at anchorage Date / Time (LT) dd/mm/yyyy hh:mm
Arrival at anchorage Date / Time (UTC)
Departure from anchorage Date / Time (LT) dd/mm/yyyy hh:mm
Departure from anchorage Date / Time (UTC)
Arrival at berth Date / Time (LT) dd/mm/yyyy hh:mm
Arrival at berth Date / Time (UTC)
FWE Date / Time (LT) dd/mm/yyyy hh:mm Finish With Engine
FWE Date / Time (UTC)
Distance covered (nm) In case of moving from anchorage to berth
ETC Date / Time (LT) dd/mm/yyyy hh:mm
ETD Date / Time (LT) dd/mm/yyyy hh:mm
Latitude deg min
Longitude deg min
Next Port Unicode → Next Port Name and Unicode
C. Main Engine In case of doubt, consult the remarks next to the cell.
D. Auxiliary Engines In case of doubt, consult the remarks next to the cell.
Number of A/E running
Reefer Units in operation
E. Boiler In case of doubt, consult the remarks next to the cell.

F. IGS Generator (for tanker vessels only) In case of doubt, consult the remarks next to the cell.
IGS generator running hours (h) Total running hours up to date
G. Bunker Consumption
Start Date / Time (LT) Stop Date Time (LT)
Other Activity

H. ROB (mt)
HFO LSFO GO LSGO FW Sludge
I. Lub Oil ROB (Ltrs)

J. Cargo / Ballast In case of doubt, consult the remarks next to the cell.
Cargo name 1
Quantity onboard 1 (mt) At the time of reporting
Cargo name 2
Cargo name 3
Cargo name 4
Ballast onboard (mt)
Deadweight (mt)
Draft: fwd / aft (m) fwd. aft.
K. Any delays or stoppages in vessel account

Arrival Report
Version 5

Vessel name
IMO Number
Master Name
Ch. Eng. Name
Date / Time (LT) dd/mm/yyyy hh:mm Current Date / Time
Date / Time (UTC)
Voyage Number Same as the one in Noon Sea report
Voyage Leg number Same as the one in Noon Sea report
Steaming Time (h) Since last report
Distance Run (nm) Since last report
Steaming Time since BOSP (h)
Begin Of Sea Passage
Distance Run since BOSP (nm)
Vessel Speed (kts) 0.00
Voyage Average Speed (kts) 0.00
Latitude deg min N/S
At EOSP
Longitude deg min E/W
Arrival Port name Unicode → Arrival Port Name and Unicode
EOSP Date / Time (LT) dd/mm/yyyy hh:mm End Of Sea Passage
EOSP Date / Time (UTC)
Other activity (if not listed)
NOR Date / Time (LT) dd/mm/yyyy hh:mm Notice Of Readiness
NOR Date / Time (UTC)
Arrival at berth Date / Time (LT) dd/mm/yyyy hh:mm
Arrival at berth Date / Time (UTC)
FWE Date / Time (LT) dd/mm/yyyy hh:mm Finish With Engine
FWE Date / Time (UTC)
At Anchor or Alongside Select from drop down list
Arrival at anchorage Date / TIme (LT) dd/mm/yyyy hh:mm
Arrival at anchorage Date / Time (UTC)
ETB Date / Time (LT) dd/mm/yyyy hh:mm Estimate Time of Berthing
ETS Date / Time (LT) dd/mm/yyyy hh:mm Estimate Time of Sailing
C. Wind and Sea condition In case of doubt, consult the remarks next to the cell.
Wind Force (bft)
Relative Wind Direction (deg) Always use relative direction
Sea State (Douglas)
Relative Sea Direction (deg) Always use relative direction
Sea Current speed (kts)
Relative Current direction (deg) Always use relative direction
D. Main Engine In case of doubt, consult the remarks next to the cell.
Av. Main Engine Power (kW) Since last Noon Sea report
Av. Shaft revolutions (rpm) Since last Noon Sea report
Propeller Pitch (%) Since last Noon Sea report
Propeller Slip (%) Since last Noon Sea report
ME 1 running hours (h) Total running hours up to date
ME 2 running hours (h) (if any) Total running hours up to date
F. Boiler In case of doubt, consult the remarks next to the cell.

G. IGS Generator (for tanker vessels only) In case of doubt, consult the remarks next to the cell.
IGS Generator running hours (h) Total running hours up to date
H. Bunker Consumption (since last Noon Sea report)
Start Date / Time (LT) Stop Date / Time (LT)

Voy. Av. M/E consumption (mt)

Voy. Av. A/E consumption (mt)
Voy. Av. Boiler consumption (mt)
Other activity

I. ROB at EOSP (mt)
J. Lub Oil ROB (Ltrs)

M/E Cylinder Oil
M/E System Oil M/E Cylinder Oil HS A/E Oil
LS
K. Cargo / Ballast on Arrival (EOSP)

Cargo onboard (mt)
Ballast (mt)
Deadweight (mt)
Draft: fwd. / aft (m) fwd. aft.
L. Slops (for tankers only)

Slops onboard (m³)
Oil (m³)
Water (m³)
M. Remarks
Departure Report
Version 5

Vessel name
IMO Number
Master Name
Ch. Eng. Name
Date / Time (LT) dd/mm/yyyy hh:mm Current Date / Time
Date / Time (UTC)
Voyage Number Same value as the one in the Arrival report
Voyage Leg number Same value as the one in the Arrival report
Latitude (on BOSP) deg min
Longitude (on BOSP) deg min
Departure Port name Unicode → Departure Port Name and Unicode
EOSP Date / Time (LT) dd/mm/yyyy hh:mm End Of Sea Passage
EOSP Date / Time (UTC)
SBE Date / Time (LT) dd/mm/yyyy hh:mm Stand By Engine
SBE Date / Time (UTC)
Departure from Berth Date / Time (LT) dd/mm/yyyy hh:mm
Departure from Berth Date / Time (UTC)
BOSP Date / Time (LT) dd/mm/yyyy hh:mm Begin Of Sea Passage
BOSP Date / Time (UTC)
Next Port Name Unicode → Next Port Name and Unicode
Distance to Next Port (nm)
ETA next Port Date / Time (LT) dd/mm/yyyy hh:mm
D. Boiler In case of doubt, consult the remarks next to the cell.

Boiler 2 running hours (h) (if any) Total running hours up to date
E. IGS Generator (for tanker vessels only) In case of doubt, consult the remarks next to the cell.
IGS Generator running hours (h) Total running hours up to date
F. Bunker Consumption (since last Noon Port report)
Start Date / Time (LT) Stop Date Time (LT)
Other Activity
G. ROB at BOSP (mt)

H. Lub Oil ROB on Departure (Ltrs)

I. Bunker Received at Port (Bunkering)

HFO LSFO GO LSGO FW
Received at Port (mt)
BDN number
Sulphur Content (%)
BDN (attach below) When bunkering occur, please attach BDN, LOP and relevant documents
To proceed with the attachments please go to

excel sheet (Attachments).
You will find the "Attachments" sheet in the excel

menu bar below (in yellow).
J. Cargo Information
Cargo Activity Cargo Name Weight (mt)
Cargo onboard on Arrival (mt)
In Cargo activity column Select from drop down list
Cargo onboard on BOSP (mt) 0.00 Please attach the Bill Of Lading or a copy of the Loading condition of the vessel from the loading computer. To attach a document follow the instructions in the next shee
Ballast (mt)
Deadweight (mt)
Draft: fwd. / aft (m) fwd. aft.
K. Containers (for Container vessels only) (TEU)

Reefers Deep Frozen Chilled Atmosphere Control
L. Tanker vessels only In case of doubt, consult the remarks next to the cell.
VEF (mt) Vessel Experience factor
OBQ prior loading

Liquid (m³) Non Liquid (m³)
ROB after discharge

Liquid (m³) Non Liquid (m³) Unpumbable & unreachable by ships pumps in normal good working order
Net discharge time (hrs.)

Slops discharged (m³)
Slops onboard (m³)
M. IMDG Code classes In case of doubt, consult the remarks next to the cell.
Class Weight (mt) Select whatever is applicable
Select from Drop down list in Class column
N. Timesheet from EOSP to BOSP

20/07/2005 Communication and Correspondence
1. Communications via the ship's station
1. The Master is responsible to initiate and at the same time control all communication from the vessel to
the Owners / Managers/ Charterers.
2. Recently, communication costs have risen drastically due to the extensive and expensive use of satellite
communication. M asters will therefore, en deavour t o r efrain f rom unnecessary t raffic, which i s ei ther
obvious or could be normally related by other means, (such as faxes from next port or express mail).
2. Urgent Messages
1. Notwithstanding anything stated herewith, Urgent messages related to the efficient and safe operation of
the vessel, the safety of the crew and the protection o f the environment, will be transmitted in a cl ear
language and always prefixed with the word "URGENT".
3. Verbal communication
1. All telephone conversations from/to Marlow, Charterers, Owners, Agents, contractors etc, where verbal
agreements, instructions, orders and directions are involved, will always be confirmed by the Master by
telex or e-mail, so that misunderstandings and misinterpretations are eliminated.
4. Private traffic
1. Private telecommunication from the ship's station must be authorized by the Master and monitored and
recorded appropriately by the Radio Officer or an authorized officer appointed by the Master.
2. For effective cost control and comparison, communication from the vessel must be listed as follows:
1. Charterer's cost (for all traffic related to chartering).

2. Operational cost (all traffic related to Technical, Purchasing and Crew matters).
3. Private cost (all traffic related to private communication by crew).
3. The latter will be directly deducted from the wages of the crewmember co ncerned and inserted in the
deductions c olumn of t hat month's pa y r oll a ccordingly. A separate l ist o f tr affic c osts will b e d rawn
separately and sent to Marlow with the monthly accounts.
5. Communication via local agents / port telephone
1. Very o ften t he M aster an d cr ewmembers naively " take ad vantage" o f t he h andy a vailability o f a
telephone in stalled o n t he vessel while at p ort o r t he acces s t o an ag ent's o ffice t elephone, t o make
numerous calls either for business or private. If such calls are not properly recorded and signed for by
the cal ler, t he Company i s b urdened b y a co stly d isbursement, s ometimes months later, for which no
charges support is available.
2. In order to avoid placing the Company in an embarrassing position, Masters are advised to:
1. Place the telephone onboard in the charge of a responsible person.

2. Open a register, where the name of the crewmember, the number dialed and the duration of the
call are registered and signed by the caller.
3. Before departure mail/fax such list to Marlow.
4. Instruct a gents t hat e xcept f or b usiness c alls a uthorized b y t he M aster ( such c alls must b e
signed for in special vouchers), all other calls will be paid by the caller privately and will not
be disbursed to the Company.
5. Instruct t he cr ewmembers that all p rivate calls t hrough the port telephone o r v ia the a gent's
office are to be paid privately by them.
20/07/2005 Communication and Correspondence
6. If he deems necessary, the Master will give instructions to agent not to accept any calls without
his authorisation.
6. Correspondence
1. The handling of all official correspondence to and from Marlow is the responsibility of the Master.
2. All correspondence to Marlow will be countersigned b y the Master and always covered by a List of
Enclosures, dating and itemizing each subject.
3. Ship's monthly r eturns will a lways b e d ispatched b y c ourier mail a nd up on d eparture f rom a p ort t he
master will telex/fax/ e-mail/ phone Marlow of the mail status as follows:
"At port of........ received crew/office mail dated ....... and dispatched ship's returns dated......".
4. For cr ew p rivate mail d ispatched v ia t he l ocal ag ent, t he Mas ter will i nform t he cr ewmembers t hat
parcels, r egistered l etters, co urier mail an d fax messages will not b e accep ted by t he ag ent, u nless
privately paid for at the time of the dispatch. Similar instruction must be given to the agent.
5. Explanations and frequencies of dispatch to Marlow of the various shipboard forms are given in 31-790-
F1
7. Communicating with Marlow
1. For a co st efficient communication, the Company advises Master to communicate with the Office by a
regular a nd or derly c orrespondence a nd a void l engthy e -mails, t elexes an d t elephone co nversations
from the vessel. If feasible, faxes from port agents, is a cheaper alternative.
2. In urgent cases, however, the Master will not hesitate to utilize any means available to relay a message
clearly and at utmost dispatch no matter the cost involved.
3. The Master will communicate with the office from the vessel in the following occasions:-
1. Crew changes
If a message regarding crew changes effected cannot be relayed through the local agents, then
the Master will inform the Office via the ship's station as follows:-
"Crew change effected at the port of ....... Crew members ...(names)... embarked on ....(date)...
Crew members ...(names)... disembarked and repatriated as arranged, with the assistance of .....
(name of Agents)..... ETA ....(name of port).... ....(date).....
2. Crew Mail
Crew Mail will always be dispatched to the vessel in a separate envelope with a serial number
and a d uplicate cover letter. The Master will confirm receipt of the crew mail by signing and
returning to Marlow a copy of the cover letter.
3. Cash to Master
At least ten days before any cash requirement the Master will inform the Office as follows:-
ETA ... (port).... ....(date)...., require DM/USD 9999 ( Nine thousand nine hundred and ninety
nine). Cash balance .....(DM / USD) ..... Agents (full style).....
4. Provisions
Only urgent requirements will be transmitted from the ship's station. T here is no justification
for lengthy requisition lists by telex, cable or telephone. More details may be found in 36-070.
5. Allotments
Orders for allotments should be dispatched by mail. Should a member of the crew request an
urgent a llotment, t hen a t ransmittal b y the s hip's e -mail/ f ax/ te lex b e e ffected, however, th e
Master will charge the concerned crew member for the cost of such a transmittal.
28/12/2011 Seafarers Wages Accounts Procedures
Page 1 of 2 Crew Accounts Manager Quality Manager J. Managing Director
The monthly crew wages accounts for all vessels are prepared by our office based on information received from
the vessels. The crew wages accounts are prepared in accordance with applicable national legislation and C.B.A.
Information to be provided by the Master
By the end of each month, information contained in the following forms must be submitted by the Master via
email, fax or telex:
1) Particular for Wages Accounts (stating, rank, seafarer’s name, overtime hrs, allots, cash advances,
slopchest, telecommunication, other earnings/deductions, seafarer’s signature).
2) Cash Box Report (specifying clearly all receipts and payments)
These original forms must be then sent as soon as possible via normal mail together with the overtime records,
cash box supporting vouchers and any other relevant documents.
Preparation of the Crew Wages Accounts by Marlow
1) The incoming information from the vessels is received and reviewed by the Crew Operation
Department. Respective checking of: timely receipt, quality of paperwork and overtime is done on a
monthly basis. Crew Operation keeps the documents which are related to, and the rest are passed on to
the other Departments (mostly Crew Accounts Section).
2) As soon as Crew Accounts Section receives the documents will start checking of: allotments, cash to
master, pending file and then proceed with the preparation of the monthly payroll. Upon completion of
the payroll, an email is sent to the Master stating the crew balances at the end of the month. Payslips are
either included in the same email, or if it is not technically possible, then an envelope is prepared and
sent on board.
Once the full original documentation is received from the vessel the Crew Accounts Operator will cross check
the indicated amounts with the data used for the monthly payroll calculation. If any discrepancies are found, the
necessary corrections will be made and the Master will be advised accordingly.
Follow-up Activities on board
1) First the Master receives the email with the crew accounts balances to inform his crew about their end
of the month wages balance, entitled either to get it in cash on board or to send it to their bank account
or even to keep it accumulated in their wages. Should he notice any discrepancies he should advise the
office as soon as possible.
2) Then the vessel will receive the envelope or e-mail with the printed Monthly Wages Accounts which
shall be distributed as follows:
a) The original (if only via mail) shall be checked and signed by the Master and the crewmember
concerned for acceptance. It shall then be returned to the office with the next regular mail. In case the
seafarer notice any discrepancy or have any query related to the specific wages account (e.g. rate of
exchange used, etc), should not sign the wages account but instead to immediately report it to the master
in order to contact the office for clarification.
b) One copy of the signed original shall be kept for the ship's records.
c) One copy of the signed original shall be given to the crewmember.
Final Wages Accounts for Off-Signers
When the Master receives the flights of the off-signers, for the forthcoming crew-change, should furnish the
office with the below:
1) Crew Deductions on board up to sign off date.

2) Actual Overtime hours worked
28/12/2011 Seafarers Wages Accounts Procedures
When above details are received in the office, are forwarded to Crew Accounts Section and the similar
procedure, as the preparation of the monthly payroll, will be followed in order to prepare the Final Wages
Account. In addition, the scheduled sign off date from the vessel, and scheduled arrival date at the seafarer’s
domicile should be clarified with Crew Operation, enabling the correct calculation.
As soon as the Final Wages Account is prepared, either a breakdown or a payslip will be sent on board via email.
The seafarer will check, sign the payslip and pass it on to the Master. The Master should then sign it and forward
it to the office.
In case,any discrepancies are found, should be reported to the office immediately for the respective correction.
In case, any additional earnings/deductions arise for the specific seafarer, after the preparation of the Final
Wages Account, it is the Master’s responsibility to inform the office immediately, in order to revise the Final
Wages Account accordingly.
Checking the Ship's Cash Box Report
The ship's cash report is prepared by the Master at the end of each month, stating the monthly transactions
(receipts/payments). (Company’s funds are advanced to the vessel for cash payments to the crew and for other
ship's requirements).
To ensure that no funds have been misappropriated, all items recorded in the cash box report are checked upon
proper documentation.
It must be ascertained that all Cash to Master amounts previously arranged, have been received by the Master
and that all disbursement amounts (payments) are supported by the relevant original vouchers.
If any mistakes/discrepancies are found, then the Crew Accounts Section is informed and will take the
appropriate action to remedy the case accordingly.
Additional Procedures for ISR Vessels (German International Ship Registry)
The owners of German International Registry (GIS or ISR) vessels are responsible for the payment of social
insurance and income tax contributions for non-German seafarers employed on their vessels.
The designated Crew Accounts Operator will submit a copy of each approved wages account to the German
owners or managers of the vessel in due time to enable them to calculate the social insurance and tax
contributions payable to the German authorities on the 10th of each month. To avoid delays these accounts are
sometimes transmitted by fax.
28/12/2011 Seafarers Allotments
1. General Information about Allotments
a. Each c rewmember is e ntitled to a llocate h is monthly wages b alance e ntitlement ( excluding le ave
and s ubsistence allowance), t o b e p aid d irectly from M arlow o ffice to a b eneficiary given b y the
seafarer, either at his domicile or abroad.
b. Seafarers who have not yet submitted their al lotment orders should co mplete an al lotment order
form a nd h and i t o ver t o t he Mas ter f or f urther forwarding to t he o ffice, en abling t he t imely
remittance.
c. Continuous allotments payments will be paid on a m onthly basis to the designated bank accounts,
unless the seafarer request otherwise in writing.
d. Allotments r equests should b e i n t he s ame c urrency a s p er S eafarer’s E mployment Agreement
(SEA), a voiding disputes and misunderstandings due to different r ates o f e xchange t hat might b e
used.
e. Continues Allotments payments are executed by the office, prior the end of each month with value
the latest, the last day of the month.
f. Certain nationalities are obliged by national laws to allocate a part of their wages entitlement, to be
sent t o t heir home co untry d irectly f rom t he e mployer. ( For ex ample t he F ilippino cr ewmembers
are obliged to send as allotments the 80 per cent of their basic wages, to a r ecognized bank in the
Philippines).
g. Single allotments orders are one time requests which can be requested for exceptional cases, such
as cover of medical expenses, etc.
h. There is designated Crew Accounts Staff, in the Salary Section, who deal with allotments.
2. Generation of Allotments
a. The Crew Allotments group, normally receives the crew allotment requests b y email, fax or telex
before the original allotment forms reach the office.
b. In cas es, where r equests ar e r eceived b y p hone from v essels, t he s pecific staff member will
complete th e Allotment Form, f illing a ll r elevant i nformation, b efore th e r equest is p rocessed
further within Crew Accounts Section.
c. Cancellations and/or alterations of allotments should be sent by the Master via email, fax or telex in
time, enabling the consideration, checking and execution of the new request.
d. All allotment payments stated on the payroll particulars (prepared on board), are carefully checked
within the Allotments group, to ensure that the same amounts have been paid into the seafarers’
beneficiaries.
3. Allotment Preparation Office Procedure
a. All applications for single (one time) or continuous allotments are received in the office, either by
email/fax/telex or in allotment forms by mail.
b. During t he pr eparation of t he monthly a llotments good c ommunication must be maintained
between the Crew Accounts Section (Allotments group) and the Crew Operation Section, in order
to cancel allotments in time for crew members who are due to sign off.
c. The Allotments group will remind all Crew Operation groups, around 10 th –12th of each month to
check and update the crew change list. The allotments of crewmembers which are planned to sign-
off during the month are to be kept pending until the end of the month.
d. Around t he 15 th of e ach month t he d esignated s taff within th e Allotments group, will inform t he
vessels by email, fax or telex about the allotments of the month currently active in accordance with
the crew list.
e. Payment orders are checked within the Allotments group and then passed to the Crew Allotments
Supervisor and/ or the Crew Accounts Manager for payment approval.
f. Around t he 25 th-26th of the month, a l ist with t he p ending a llotments for e ach Crew O peration
groupt is prepared and passed on for checking. Any cancellations and/or alterations are marked and
returned to the Crew Accounts Section for processing.
4. Categories of Allotments and Methods of Payment
a. Allotments for Filipino crew employed by Marlow Navigation Philippines (MNPI), Manila:
th
1. The allotment payment lists are sent to MNPI by email latest by the 24 of each month.
2. At the same time the MNPI US Dollar account at Bank of the Philippine Islands Manila (BPI)
and Philippine National Bank (PNB) are checked and ensure that funds are transferred to cover
the total amount of the allotment payments.
3. Once the funds are there, MNPI is authorized to make the individual payments from the MNPI
account to the seamen as listed in the allotment payment lists.
th
4. All the r elevant a lterations will b e given to M NPI b y e mail la test o n a pproximately the 2 6 of
each month.
5. The payments by MNPI are executed by the end of each month.
6. At least once a month, MNPI is obliged to send an invoice to Marlow for the total amount of the
allotments.
b. Allotments f or U krainian c rew e mployed b y Marlow Navigation U kraine ( having a b ank

account with the Ukrainian Privat Bank):
1. Around t he 22 nd-26th of e ach month t he to tal a mount o f th e a llotments i s r emitted t o th e

Marlow b ank a ccount o f t he P rivat B ank in N icosia a nd a lis t o f t he in dividual a llotment
amounts is dispatched to Privat Bank in Ukraine.
2. Privat Bank Ukraine credits the individual allotments to the seafarers' accounts as per the list
sent by Marlow.
3. Marlow r eceives a monthly c onfirmation statement f rom P rivat B ank with th e d etails o f a ll
allotment payments.
4. Ukrainian c rew with accounts at o ther U krainian b anks will r eceive their a llotments v ia
International bank transfer. All payments are sent out with value date, latest by the end of each
month.
a. Allotments for German crew (having a Euro bank account in Germany):

1. All p ayments to G erman b ank acco unts ar e transferred d irectly t hrough B erenberg B ank in
Hamburg.
2. The p ayments ar e executed ar ound the 2 3rd-26th of e ach month with t he value d ate b eing t he
latest, on last day of the month.
b. Allotments for other European crew (all nationalities except the above):
1. Payments o f al lotments t o t he b ank acco unts o f cr ewmembers o r t heir f amily ar e t ransferred
directly through the company bankers (usually t he Hellenic B ank of C yprus). T hese transfers
are normally executed around the 23.-26. of each month and value date is latest, the last day of
the month.
2. Some crewmembers wish to have in exceptional cases, cheques sent to their home addresses.
Cheques are mailed around the 15th of each month.
f. Allotments for Polish Crew having a bank Account with the BANK PEKAO:
1. Around t he 20. -24. o f e ach m onth, th e to tal a mount o f the a llotments is r emitted to th e
Marlow bank account of the BANK PEKAO in Poland and a list of the individual allotment
amounts is sent to BANK PEKAO by email.
2. BANK PEKAO credits the individual allotments to the seafarers' accounts as per the list sent
by Marlow.
3. Marlow r eceives a monthly c onfirmation statement from B ANK P EKAO with t he d etails o f
all allotment payments.
4. Polish crew with accounts at other Polish banks will receive their allotments via international
bank transfer. All payments are sent out with value date, latest by the end of each month.
5. Allotment Control
a. In or der t o a chieve a t ight control on t he a llotment pa yments a nd t o a void a ny pa yments t o

crewmembers that ar e not entitled for such payment, a close co-operation and communication is
required b etween t he C rew Accounts S ection, t he C rew O peration an d t he masters o f t he v essels
and the manning agents at the seaman's domicile.
b. Allotment a mounts p aid, must not exceed t he seafarer’s wages b alance entitlement o f t he Crew’s
salary (excluding the leave + subsistence allowance)
c. Therefore:
1. The s hip’s p articulars for wages acco unts ( allotment co lumn) ar e ch ecked b y t he Allotments
group to ensure that allotments have been duly deducted or mentioned.
2. The d esignated Crew Accounts Operator is r esponsible to check the statement r eceived from
the agents in Manila and prepare the analysis of account for the book-keeping.
3. Confirmations of the company bankers are received for the transfer of such funds.
4. Where manning agents are concerned, confirmations for payments to individual crewmembers
must be sent back.
5. Individual a llotment pa yments a re t raced t hrough t he c ompany's ba nkers, i n c ases where
inquiries come in from crewmembers.
6. Complaints
a. Complaints received from masters or crewmembers regarding the failure to pay allotments or final
payments in due time are fully investigated in co-operation with the banks and the manning agent
involved.
b. The vessel and the seafarer are informed about the results of the investigation.
c. A list o f all complaints and the results o f the related investigations is kept within Crew Accounts
Section and same is reviewed by the Section’s Management on a monthly basis, in order to spot the
major problems and take pro-active measures, wherever is possible.
28/12/2011 Entitlement to leave
The cr ew l eave i s a lways ca lculated i n acco rdance with t he p rovisions l isted i n t he S eafarer’s E mployment
Agreement.
General:
1. Seafarers ca n b e granted s hore l eave to b enefit their h ealth a nd well-being a nd with the ope rational
requirements of their positions.
2. Minimum leave entitlement is 2.5 calendar days per employment month.
3. Justified absence from work, will not count as annual leave.
4. Any agreement to forgo the minimum annual leave with pay prescribed in the Standard, except in cases
provided for by the competent authority, shall be prohibited.
5. Under c onditions a s de termined by t he c ompetent a uthority or t hrough t he a ppropriate machinery i n

each country, service off-articles should be counted as part of the period of service.
6. Under conditions as determined by the competent authority or in an applicable collective agreement,

absence from work to attend an approved maritime vocational training course or for such reasons as
illness or injury or for maternity, should be counted as part of the period of service.
7. The level of pay during annual leave should be at the seafarer’s normal level of remuneration provided
for by national laws or regulations or in the applicable seafarer’s employment agreement. For seafarers
employed f or pe riods s horter t han on e year o r i n t he e vent o f t ermination o f t he e mployment
relationship, entitlement to leave should be calculated on a pro-rata basis.
8. The following should not be counted as part of annual leave with pay:
a. public and customary holidays recognized as such in the flag State, whether or not they fall
during the annual leave with pay
b. periods o f i ncapacity o f work r esulting f rom i llness o r i njury o r f rom maternity, und er
conditions as determined by the competent authority or through the appropriate machinery in
each country;
c. temporary shore leave granted to a seafarer while under an employment agreement; and
d. compensatory leave of any kind, under conditions as determined by the competent authority or
through the appropriate machinery in each country.
9. The t ime at which a nnual le ave is to b e ta ken should, u nless it is fixed b y r egulation, c ollective
agreement, ar bitration a ward o r o ther m eans co nsistent with n ational p ractice, b e d etermined b y t he
shipowner after consultation and, as far as possible, in agreement with the seafarers concerned or their
representatives.
10. Seafarers should i n p rinciple have the r ight t o t ake a nnual leave i n t he p lace with which t hey h ave a
substantial connection, which would normally be the same as the place which they are entitled to be
repatriated. Seafarers should not be required without their consent to take annual leave due to them in
another place except under the provisions of a seafarers’ employment agreement or of national laws or
regulations.
11. If seafarers are required to take their annual leave from a p lace other than that permitted by paragraph
12, they should b e entitled to f ree transportation t o t he place where t hey were engaged or recruited,
whichever is nearer their home; subsistence and other costs directly involved should be for the account
of the shipowner; the travel time involved should not be deducted from the annual leave with pay due to
the seafarer.
12. A seafarer t aking a nnual l eave s hould b e r ecalled o nly i n cas es o f ex treme e mergency an d with t he
seafarer’s consent.
28/12/2011 Entitlement to leave
13. The division of the annual leave with pay into parts, or the accumulation of such annual leave due in
respect of one year together with a subsequent period of leave, may be authorized by the competent
authority or through the appropriate machinery in each country.
14. Subject to paragraph 13, and unless otherwise provided in an agreement applicable to the shipowner and
the seafarer concerned, the annual leave with pay recommended in t his procedure shall consist of an
uninterrupted period.
01/02/2019 Monthly Ship's Mail - List of Enclosures
Form Purpose To be completed by the Master as cover sheet for the monthly ship's mail. Frequencies are
marked as follows: M - monthly, 2M - every 2 months, 3M - every 3 months , 6M - every 6
months ,Q - quarterly, Occ. - occasionally
Distribution in
Filled in AMOS EMS, and Forward to Technical Section
AMOS EMS
Distribution without
By email to MN office, copy to ship's file
AMOS EMS
Vessel
Month
Master
Form No. Description of Item to be Mailed Freq. Ship's Resp. By email orNo. of Office Office
File Officer AMOS Forms Check File
31-790F1 Monthly Ship's Mail - List of M MA-7 Master Email/AMOS TI-5
Enclosures
Operational / Technical Reports

31-210F1 Certificate and Survey Status Report Q MA-3 Master Email/AMOS TI-5
11-013F2 Supplier Evaluation Report Occ. TM-2 CENG Email/AMOS TI-1
MASTER
COFF
36-330F5 Engineering Report M TM-7 CENG Email/AMOS TI-10
36-330F1 Main Engine Performance - Indicator M TM-7 CENG Email/AMOS TI-10
Diagrams
36-330F7 Crankshaft Deflections Q TM-7 CENG Email/AMOS TI-10
Up to F12
35-190F1 Stevedores Damage Reports Occ. MA-7 COFF Email/AMOS TI-5
35-190F3 Stevedores Damage Repair Reports Occ. MA-7 COFF Email/AMOS TI-5
36-540F1 Landing Parts Ashore Report Occ. TM-2 CENG Email/AMOS TI-10
------- Guarantee Claims (new buildings Occ. TM-8 MASTER Email/AMOS TI-5
only)
AMOS or Inventories shall be reported via Q AMOS Deck or Email/AMOS TI-5
Extra Excel AMOS database except copy to Engine Dept.
sheet charts/publication (New Edition MA-8
TM-2
Supplier) and provision (contracted
catering service – see below)
36-340F1 List of Mooring ropes and wires 6M MA-8 COFF Email/AMOS TI-5
TM-2
36-330F3 Statement of used parts for the Main M TM-7 CENG Email/AMOS TI-10
Engine
36-330F4 Statement of used parts – Auxiliary M TM-7 CENG Email/AMOS TI-10
Engine
36-330F6 Running Hours Report M TM-7 CENG Email/AMOS TI-10
36-330F13 Running Hours - Non AMOS Ships M TM-7 CENG Email/AMOS TI-10
36-330F14 Engine Department Work Done M TM-7 CENG Email/AMOS TI-10
Report - Non AMOS ships MASTER
36-330F15 Deck Department Work Done Report M TM-7 COFF Email/AMOS TI-10
- Non AMOS ships MASTER
36-350F1 Regular Inspection and Maintenance of M TM-7 CENG Email/AMOS TI-5
Loose Gear MA-8 COFF
34-610F1 Dispatch of Oil Samples – 3 months 3M TM-7 CENG Email/AMOS TI-10
34-610F2 Dispatch of Oil Samples – 6 months 6M TM-7 CENG Email/AMOS TI-10
34-210F2 Charterer’s Services Notification Occ. MA-6 Master Email/AMOS TI-8
Letter
36-395F1 Defect Note Occ. TM-7 CENG Email/AMOS TI-5
34-260F1 Engine Room Flange and Valve Seal Occ. TM-7 CENG Email/AMOS TI-5
Register
33-290F2 Checklist for Operation in Ice Occ. MA-7 COFF Email/AMOS TI-5
Covered Waters
------- Bunker Delivery Note Occ. CENG Email/AMOS TI-8
------- Log of Cathodic Protection M CENG Email/AMOS TI-10
------- Log of Boiler & Cooling Water M CENG Email/AMOS TI-10
Treatment
35-160F1 Diving Operations Occ. TM-7 CENG Email/AMOS TI-10
Cathelco ICCP Log Sheet M TM-7 CENG Email/AMOS TI-10
Wilhelmsen Water Proof M CENG Email/AMOS TI-10
VEPR Vessel Efficiency Performance Q Master Email/AMOS TI-10
Report
SDR Summary Stevedore Damage Report Summary M Master Email/AMOS TI-5
COFF
D/N Summary Defect Note Summary M Master Email/AMOS TI-5
COFF
CENG
Lashing SDR Lashing Stevedore Damage Report M COFF Email/AMOS TI-5
Master
VD-Checklist M/E Vibration Damper M CENG Email/AMOS TI-10
Lash/Unlash Lashing/Unlashing Report Occ. Master Email/AMOS TI-5
COFF
Plug/Unplug Plugging/Unplugging Report Occ. Master Email/AMOS TI-5
COFF
Reefer Repair Reefer Repair Report Occ. Master Email/AMOS TI-5
COFF
Reefer Reefer Technician Overview Occ. Master Email/AMOS TI-5
Overview COFF
Speed & Speed and Consumption Occ. Master Email/AMOS TI-10
Consumption CENG
Sauer & Sohn Plotchart Occ. Master Email/AMOS TI-10
CENG
Coupling between ME and gear box M CENG Email/AMOS TI-10
inspection (for 4 stroke engine)
Battery and chargers condition report M CENG Email/AMOS TI-10
ER work done report M CENG Email/AMOS TI-10
Electrical work done report M CENG Email/AMOS TI-10
Fire detectors inspection check list M CENG Email/AMOS TI-10
Form No. Description of Item to be Mailed Freq. Ship's Resp. By email or No. of Office Office
HSSE Reports
15-120F1 Safety & Environmental Committee M MA-10 Master Email/AMOS MI
Meeting Minutes (copy)
001-44-010 Risk Assessment Form Index Occ. MA-14 Master Email/AMOS MI
15-300F1 Initial Accident or Hazardous Occ. MA-10 Master Email/AMOS MI
Incident (Near Miss) Report
(original)
18-330F1 Non-Conformity Note Occ. MA-10 Master Email/AMOS MI
18-510F1 Shipboard Management Review Occ. MA-10 Master Email/AMOS MI
Minutes (copy)
35-050F1 List of Most Common PSC & Flag Occ. MA-10 Master Email/AMOS MI
Inspection Deficiency
33-110F1 ECDIS On Board Training Record Occ. CA-1 Master Email/AMOS MI
50-350F1 Annual Drill Plan (copy of updated A MA-10 Saf./Off. Email/AMOS MI
original)
50-350F2 Up Emergency Response Drill Reports M MA-10 Saf./Off. Email/AMOS MI
to F21 (copy)
Security Management Reports Occ. SSO Master Email/AMOS CSO
(confidential - separate sealed Files SSO Files
envelope to CSO with own list of
enclosure)
Radio Administration Reports

37-210F1 Monthly Communication Form M MA-12 Master Email
Crew Management Reports

13-501F1 On board Complaints Occ. MA-15 Master Email/AMOS MI
32-310F1 Master's Handover Report (original) Occ. CA-5 Master Email/AMOS TI-5
32-310F2 Chief Officer’s Handover Report Occ. CA-5 Master Email/AMOS TI-5
(original)
32-320F1 Chief Engineer's Handover Report Occ. CA-5 Master Email/AMOS TI-5
(original)
32-320F2 Second Engineer Handover Report Occ. CA-5 Master Email/AMOS
(original)
32-360F1 Chief Officer Development - Occ. CA-5 Master Email/AMOS TI-5
Suitability Checklist
MN SC-201 Change of Command (copy) Occ. CA-5 Master Email TI-5
32-400F1 Record of Working Hours (TD M CA-2 Master Email NI
version) (copy)
MN SC-205 Cash Box Report (copy, no M CA-2 Master Email/AMOS NI
attachments)
MN SC-207 Monthly Accident/Illness Report M CA-5 Master Email NI
(copy)
MN SC-208 Performance Reports (copy) Occ. CA-5 Master Email NI
MN SC-209 Application for Accompanying Occ. CA-5 Master Email NI
Family (copy)
MN SC-211 Allotment Order Occ. CA-5 Master Email NI
MN SC-212 Particulars for Wages Account Occ. CA-5 Master Email NI
MN SC-213 List of Account Payment Occ. CA-5 Master Email NI
MN SC-215 Vacation Relief Plan (copy) Occ. CA-5 Master Email/AMOS NI
MN SC-220 Accident Report (copy) Occ. CA-5 Master Email/AMOS NI
Important Note: Reports SC 205, SC 208, SC 211, SC 212, SC213, SC 215, SC 220 are forwarded separately to the
Marlow Crew Department and should not be duplicated in order to be attached to this report as well.
Other Items
28/12/2011 Identification of Manning Requirements
1. Every vessel must be manned at least in compliance with the Minimum Safe Manning Certificate required
by SOLAS and issued by the Flag State administration after deciding on the owner's or manager's
application. IMO resolution A.800(25) provides guidance on the principles of safe manning.
2. It shall be considered that the minimum safe manning level is the one that must be kept in order to let port
authorities allow a vessel to sail from one port to another. An analysis of operational, safety and security
requirements as well as vessel performance records may lead a manager or owner to the decision to employ
more crew than required by the Minimum Safe Manning Certificate.
3. The upper limit for the possible number of crew on board is set by the availability of life-saving equipment
and cabin space. There must be an allowance for at least one spare place (e.g. for a pilot, superintendent,
auditor or service engineer).
4. The Technical Superintendent shall keep the manning level under constant review when analysing the
vessel's safety, security, environmental, technical and commercial performance and propose adjustments as
necessary.
5. The Master shall verify that all on-signers are duly qualified, certificated and medically fit in accordance
with national and international requirements, as well as that they are at least 18 years of age. The
following table shall provide guidance for the document and certificate inspection.
6. Seafarers employed as ship’s cooks should be trained and qualified. Qualification shall be in the form of
a certificate following successful completion of a training course and/ or examinations as prescribed by
the competent authority, or subject to its control, by an approved school for training cooks.
7. Certificates of qualification for ships cooks issued by other countries that have ratified the ILO MLC
2006 or the Certification of Ships’ Cooks Convention 1946 shall also accepted as proper qualification.
8. In exceptional cases/ emergencies, and only after approval for the competent authority, a non-fully
qualified cook can be allowed to serve as cook but only for limited period which can be maximum one
month. In those cases, seafarers appointed as ship’s cooks shall be trained or instructed in areas
including food and personal hygiene as well as storage of food onboard.
9. On ships operating with a safe manning of less than ten (10) which, by virtue of the size of the crew or the
trading pattern, may not be required by the competent authority to carry a fully qualified cook, anyone
possessing food in the galley shall be trained or instructed in areas including food and personal hygiene
as well as storage of food onboard.
CAPT 2OFF CENG 3ENG EENG BSN O/S FITT WIPR STWD Reference
DOCUMENT / CERTIFICATE COOK
COFF 3OFF 2ENG 4ENG RENG A/B DBOY OIL EBOY GBOY
1 Passport X X X X X X X X X X X Port State law
2 Seaman's Book / Seafarer's ID Card X X X X X X X X X X X ILO-108, ILO-185
3 Seaman's Book Flag State (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) Flag State law
Version 2
28/12/2011
Page 2 of 2
4 Multiple Entry Visa - USA C1/D (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) U.S. law
5 Medical Fitness Certificate X X X X X X X X X X X STCW I/9, ILO-73
6 Yellow Fever Vaccination Card (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) Port State law
7 Certificate of Competency (CoC) X X X X (X) X X (X) STCW II & III, ILO
8 Endorsement of CoC (National) X X X X (X) STCW I/2
9 Verification of CoC X X X X (X) STCW I/9.4.2
10 Endorsement of CoC (Flag State) X X X X STCW I/10
11 GMDSS CoC / End. / Verific. (Nat.) X X STCW II/1 & IV/2
Approved by:
Fleet Manager
12 GMDSS End. (Flag State) X X STCW I/10

13 Basic Safety Training (4 courses) X X X X X X X X X X X STCW II, III, VI/1
14 Prof. in Survival Craft (X) (X) (X) (X) X X (X) (X) STCW II, III, VI/2.1
15 Advanced Fire Fighting (X) (X) (X) (X) X STCW II, III, VI/3
16 Medical First Aid (X) (X) (X) X STCW II, III, VI/4.1
17 Medical Care X (X) STCW II, VI/4
18 Ship Security Officer Trining X X (X) (X) SOLAS ISPS Code
19 Ship Security Team Training (X) (X) (X) (X) (X) (X) (X) (X) (X) SOLAS ISPS Code
Agreed by:
Quality Manager
20 Flag State Law Familiarization (X) (X) STCW I/10.2

MNC-32-010
21 ARPA (and/or Radar Observer) (X) (X) STCW II

22 ECDIS (X) (X) STCW II
23 Cook Certification X ILO MLC 2006
24 Additional Ship Specific Req's
25
Identification of Manning Requirements
26
Issued by:
27
J. Managing Director
28
29
12/04/2016 Crew Certification Control
1. Marlow's policy is to employ qualified seafarers that satisfy the requirements of the following:
a. The Management Agreement.

b. The Safe Manning Document.
c. The SOLAS / ISM
d. The special qualifications of the type of the vessel.
e. The STCW Convention.
f. The ILO MLC 2006.
g. The Flag State.
h. The appropriate National and International rules and regulations for the relevant vessel.
i. The compliance with Marlow minimum age requirement of 18 years old.
2. The Crew Department of Marlow screens all seafarers to ensure that their qualification and medical
requirements are met, before such seafarers are dispatched to the vessels.
3. However, Marlow requires the Master to verify that such requirements are in fact met and maintained
throughout the seafarer's service onboard the vessel. The Master, thus, will ensure that:
a. Every on-signing officer and rating must submit to the Master the original or authenticated true copies of
the qualification certificates required as per form Certification requirements as per STCW Convention,
and any other documents/certificates required by the flag state.
b. A complete crew list is drawn up before departure and that all ranks correspond to the Safe Manning
Document.
c. All crew documentation, (passports, seamen's books, visas, medical books and certificates of proficiency
and competence) are to be listed with their expiry dates for easy verification.
d. When the validity of a document or certificate is expired, the concerned seaman must be notified and
Marlow be informed immediately, with the following details:
1. Name and Rank

2. Document name, number, date of issue and issuing authority.
3. Effect on vessel's safe manning and proper qualification.
4. Steps taken to correct/rectify matter.
5. Next port of call, ETA/ETS and agents.
e. Upon the signing on of a new seafarer, the following document copies should be attached on the seafarer's
sign on report and dispatched to the Crew Department of Marlow:
1. Passport
2. Seaman's book(s)
3. Vaccination certificate (if available)
4. Medical certificate (No seafarer is allowed to sign on without a valid medical certificate at least for
the period of service as defined in the SEA. The maximum validity of Medical certificates is two
years). For seafarers of 55 years of age and over, joining a Hong Kong Flag Ship, the max
validity is one year. Should a seafarer joining a Hong Kong Flag ship is refused a Medical
Certificate, he/she may apply within a month from receiving such notice, for a medical review in
accordance to procedures described in Cap. 478O s.11.
5. A Certified true copy of Certificate of competence and all available supplementary courses/
certificates (Tankerman, COW, Gas tanker, ARPA, Fire-fighting, Life-saving, R/T, GMDSS etc.),
as well as the relevant Flag State Endorsement.
If the above documents were already dispatched to Marlow by the Recruiting Agency, then the Master is not
required to dispatch same.
The above documents concern certification only. All other documents and accounts must be forwarded to Marlow
as per procedures.
12/04/2016 Crew Certification Control
f. Upon the sign off of a seafarer, all his original certificates or authenticated copies will be returned to him
against his signature for receipt. The Master may keep photocopies for his records, however, this is not a
requirement.
g. If required by the Flag state, certificates of competence will be posted on a conspicuous place on the
ship's wall, otherwise kept in a file readily available for inspection by an eligible inspector, upon request.
h. In the extreme scenario where the period of validity of the medical certificate expires in the course of a
voyage, the certificate shall continue in force until the next port of call where the seafarer can in liaison
with the crewing department can obtain a medical certificate from a qualified medical practitioner,
provided that the period shall not exceed three months.
29/12/2011 Handover Procedure for Masters
1. Before signing form 32-310-F1 the outgoing Master will make sure that in-coming Master will receive:
1. documentation p ertaining to th e i mplementation o f th e c ompany's safety, s ecurity a nd
environmental policies and procedures contained in the management system;
2. all information relevant to the ship's operation are explained in detail, especially the bridge/engine
controls and manoeuvring characteristics, the ship's specifications and performance d uring sailing
and at anchor and any unusual operational problems which arose during his period of command;
3. a detailed explanation of any special equipment used onboard;
4. all in formation a bout t he main o perational r equirements necessary for t he s hip's t rade an d t he
charterer's special instructions;
5. detailed comments on the ship's personnel, especially of any problematic issues;
6. information about crew administration procedures and the ship's cash are dealt with;
7. The f ile (see M N 3 0-520-R2, f ile M A-11) with th e a ll th e r eports r elated to ship’s upgrading.
Such reports i nclude all communications and c orrespondence with o ffice regarding s hip’s
upgrading, the report(s) prepared by the previous joining Masters summarising the condition of
the ship, a statement of the monthly quantity of paints consumed, and generally everything that
has t o do w ith t he de ck’s upgrading. This f ile shall be av ailable for in spection by v isiting
Technical Superintendents.
2. Before signing form 32-310-F1 the incoming Master will ensure that:
1. documentation and explanations of the above are satisfactorily received and understood;
2. the availability and validity of ship's certificates and documents are ascertained;
3. orders and instructions are given in a clear and simple manner and proof that these are apprehended
and understood by crewmembers of key positions
3. In addition the incoming Master will

1. consult with the heads of departments, the Safety Officer and the Ship Security Officer with regard
to the crew, the ship's operations and the management system;
2. thoroughly a cquaint himself with t he s hip, her cap acity, s peed an d f uel co nsumption a t various
loads and speeds;
3. satisfy himself that the hull is sound and the machinery (main, auxiliary and electrical systems) is in
good order;
4. check and ensure that the vessel is properly repaired and supplied for the intended voyage;
5. study a nd ensure that all operational instructions issued by the company, o wners or charterers are
available and understood and carried out as per procedures;
6. ascertain full s hip's co mplement as p er s hip's manning scale an d t hat al l officers a nd cr ew are
properly c ertified a nd a re i n pos session of t he r elevant d ocumentation r equired f or t he voyage
(visas, inoculations, family insurance etc.)
4. Forms 30 -500-F1 ( Shipboard I SM Audit Check List) a nd 3 6-600-F1 ( Ship I nspection R eport) may
serve as additional tools for a self assessment of the v essel's management system compliance and its
technical condition.
14/10/2019 Master's Handover Report
Form Purpose To be prepared by the leaving Master and to be completed by both Masters during the handover.
Distribution
Original for Ship's File, by email to MN office
without AMOS
Distribution in
Fill in AMOS, attach scanned signed document along with enclosures and File in AMOS.
AMOS
Name of Vessel
Date and Time of Change of Command
Vessel's Location
Master handing over Command
Master taking over Command
JOINT DECLARATION
1. All class and trading certificates were found to be valid and complying and properly kept and / or posted.
2. All instructions / information from the vessel's charterers / owners / managers were fully discussed and all
relevant manuals and procedures taken over.
3. The vessel was inspected by both Masters and found seaworthy in every respect. Safety, security and
environmental arrangements, manning provisions, bunkers, spare parts and stores were found to comply.
Detailed comments are made in the following report where necessary.
4. The taking over Master was properly briefed and is familiar with the company's policies and procedures.
5. The ship's cash box (see attached cash box report) was handed over with:
6. The value of the bonded stores handed over (see attached inventory) is:
7. The Change of Command was duly recorded in the Official Log Book.
8. On board Liberian flag Vessels, the Master shall notify the Commissioner of Flag State within 48 hours after
the change of command, by the most expeditious means of communication available, advising of the name
and citizenship of the new Master, and the date and port on and at which the change of command was
effected.
Handover Item Remarks Signature

Ship Stamps
SSA / SSP / Passwords
Master Keys
AMOS Mail Master’s
Password
Communication Equipment PIN
numbers
Vessel’s PC Server’s Password
Safe Keys / Combination
Narcotics (attach list)
Cash Box
Ship’s mobile phone +
password
Digital camera
Name of Vessel Command Change Date

A1 Review of the Status of Ship Certificates, Surveys and Procedure Manuals (see Check List attached) including
Handover of the Ship's Certificate Files and Approved Procedure Manuals
A2 Review, Handover and Signature of Official Log Book and Radio Log Book
A3 Review of Flag State Regulations, Circulars and Requirements

A4 Review of Port State Requirements and Port State Control Records
A5 Review of Safety Records - Emergency Preparedness
A6 Review of Safety Records - Safety at Work and Medical Care
A7 Review of Security Records (any confidential comments to be submitted separately to the CSO)
A8 Review of MARPOL (Oil / Noxious Liquid Substances in Bulk / Harmful Substances in Packaged
Form / Sewage / Garbage / Air Pollution Prevention) and Ballast Water Procedures and Records
A9 Review of Last Internal and External Audit Report(s), Nonconformities and Recommendations
A10 Review of Master's Procedure Reviews (Company Manual, SOPEP, SSP, Cargo Security Manual etc.)
A11 Review of Insurance Records
A12 Review of “Fleet Incident Reports”
B1 Review and Handover of Crew Certificates
B2 Review and Handover of Crew Administration (complete also Crew Manager's handover form)
B3 Review of Crew Performance (individual reports should not be older that 6 weeks), Work and Rest
Schedules and Overtime Records
C1 Review of Charter Party and Charterer's Instructions
C2 Review of Trading Area Information, Port Procedures and Port Contacts
C3 Review of Loading / Ballast Conditions and Stability / Stress Considerations
C4 Review of Bunker Supply, Fresh Water Supply and Sludge/Garbage Disposal Procedures
C5 Review of Charter Records (On/Off-Hire Reports, Stevedores Damage Reports etc.)
D1 Review of Navigational Watchkeeping Procedures and Records / Review of Master's Standing Orders
D2 Review of Voyage/Passage Plans
D3 Review of Manoeuvring Particulars and Procedures
D4 Review of Radio Watchkeeping, Communication and Radio Accounting Procedures and Records
E1 Review of Outstanding Repairs (attach list)
E2 Review of Planned Maintenance Programme and Records (Amos database)


E3 Review of Last Ship Inspection Report(s) by Technical Superintendent
E4 Joint Inspection Results - Bridge and Radio Station
E5 Joint Inspection Results - Accommodation, Galley and Provision Stores
E6 Joint Inspection Results - Engine Spaces
E7 Joint Inspection Results - Cargo Gear and Cargo Spaces
E8 Joint Inspection Results - Stores
E9 Joint Inspection Results - Hull, Deck Machinery and Paintwork
E10 Review of the Ship’s Upgrading File (MA-11)
F1 Review of Inventory Status (Amos database)
F2 Review of Spare Parts and Stores Supply Procedures and Outstanding Requisitions (attach/sign list)
F3 Review of Provision Supply Procedures / Inventory (attach/sign inventory)
F4 Review of Bonded Stores Supply and Issue Procedures / Slopchest Inventory (attach/sign inventory)
F5 Review of Cash Supply Procedures / Cash Box Inventory (attach/sign cash box report)
LIST OF ENCLOSURES
Enclosure Comments
A1 Certificate and Survey Status Report (up-to-date)
A6 List of Narcotics
A10 Master's Management Review Report
A10 SSP Review Report
B2 Crew Manager's Change of Command form (copy)
E1 List of Outstanding Repairs (up-to-date)
F2 List of Outstanding Requisitions
F3 Provision Inventory (up-to-date)
F4 Slopchest / Bonded Stores Inventory (up-to-date)
F5 Cash Box Report (copy - original to Crew Manager)
....................................................... .......................................................
Master handing over Command Master taking over Command
14/10/2019 Chief Officer's Handover Report
Form Purpose To be prepared by the leaving Chief Officer and to be completed by both Chief Officers during
the handover.
Distribution Original for Ship's File, by email to MN office
without AMOS
Distribution in Fill in AMOS, attach scanned signed document along with enclosures and File in AMOS.
AMOS
Name of Vessel
Date and Time of Handover
Vessel's Location
Chief Officer handing over
Chief Officer taking over
Master
JOINT DECLARATION
1. All instructions/ information from vessel’s charterers / owners/ managers were fully discussed and all
2. The deck machinery and equipment, the deck stores and all related documents were inspected by both Chief
Officers and found in good order. Safety, security and environmental arrangements in the deck spaces,
including paints, spare parts and stores were found to comply with the requirements. Detailed comments are
made in the following report where necessary.
3. The taking over Chief Officer was properly briefed and is familiar with the company's policies and
procedures.
Handover Item Remarks Signature

Cargo on board
Ballast on board
Keys
Name of Vessel CHOFF Change Date

A1 Review of the Ballast Management Plan, Garbage Management Plan, including ballast handling log
and ballast reports, and garbage disposal log and records of shore discharge
Location of:
Ballast Management Plan:
Ballast handling log and Ballast reports:
Garbage Management Plan:
Garbage disposal log and records of shore discharge:
Last garbage discharging ashore:
A2 Review, Handover and Signature of Official Deck Log Book Done
A3 Review of Flag and Port State Regulations Requirements, including open deficiencies
A4 Review of Deck Safety (Safety checklists, Safety training)
A5 For Security documents see SSP and files
A6 Review of Ship’s Drawings, Stability Manuals, Ballast tables and Loading computer software
A7 Review Cargo Securing Manual

14/10/2019 Chief Officer's Handover Report
Name of Vessel CHOFF Change Date

B1 Review of Deck Crew Performance, Work and Rest Schedules and Overtime Records
C1 Review of Charterer's Instructions and cargo related documents
C2 Review of Trading Area Information, Port Procedures and Port Contacts
C3 Review of Loading / Ballast Conditions and Stability / Stress Considerations, including

loading/unloading sequences and cargo balance
C4 Review of DG Cargo on board or to be loaded, including segregation compliance, accessibility of

MSDS, EMS and availability on board of a Dangerous Cargo folder, or history records
C5 Review of Fresh Water Supply and Garbage Disposal Procedures
D1 Review of Navigational Watchkeeping Procedures and Records
D2 Review of Manoeuvring Particulars and Procedures
E1 Review of Planned Maintenance Programme and Records (Amos database)
E2 Review of Last Ship Inspection Report(s) by Technical Superintendent and Deck related ISM Audit
Findings
E4 Joint Inspection Results – Deck Spaces and Stores
E5 Joint Inspection Results – Cargo gear and Cargo spaces
LIST OF ENCLOSURES
Enclosure Comments
A1
C3
C3
C3
C4
F1
F1
Chief Officer handing over Chief Officer taking over Master (for receipt/review)
19/10/2016 Handover Procedure for Chief Engineers
1. The change of the Chief Engineer will take as long as it requires for the new Chief Engineer to ensure
that he is well acquainted with the operational requirements of all the ship's machinery and the
company's management system as applied on board. The company ensures that adequate handover time
will be allocated for the change.
2. Information supported by proper documentation to be available for the in-coming Chief Engineer will
include but not limited to:
a. present condition of main engine, propulsion, generators and other auxiliary machinery
b. fuel oils and lubricants - soundings, specifications and quantities
c. chemicals and gases - specifications and quantities
d. test records of insulation resistance
e. inventories of stores, spares, tools and gauges
f. current requisition status
g. main engine and generator running hours since last overhaul
h. continuous machinery survey (CMS) items completed, due and pending
i. general condition of deck and electrical equipment and machinery
j. Master's / Charterer's instructions regarding speed and consumptions as well as reporting
procedures
k. planned maintenance program for engine department and deck machinery
l. department organization and crew matters
m. take-over and understanding of the Technical Management file and other machinery
instructions and standing orders
n. review of records relevant to safety and pollution prevention (e.g. Oil Record Book, air
pollution prevention records)
o. emergency response (contingency) procedures
p. communication procedures with the company
q. Pending requisition
r. Measuring instrument location
s. Spare from OWS
3. Before signing the form 32-320F1 the incoming Chief Engineer will ensure that stores, spares, luboils,
bunkers, fresh water and other requirements are available and the machinery is repaired and ready for
the intended voyage.
4. After the take-over the new Chief Engineer will summon his staff, evaluate the methods with which he
will communicate with them in a clear and simple manner and ascertain that personnel in key positions
understand his orders and instructions. The Chief Engineers “Standing Orders” shall be posted and
signed by the personnel in key positions, which are currently on board.
5. After signing the take-over form, the new Chief Engineer will inform the Master of the fact and make
an entry into the Engine Logbook.
6. Forms 30-500F1 (Shipboard ISM Audit Check List) and 36-600F1 (Ship Inspection Report) may serve
as additional tools for a self-assessment of the vessel's management system compliance and its technical
condition.
7. Standing order in main engine log book “Procedures in case a splash-oil alarm is triggered - The main
engine only be restarted after approval by Marlow designated technical superintendent, excluding
situations of safe/emergency navigation as per best practice. General the engine makers procedures in
case a splash-oil alarm is triggered to be followed in close cooperation with Marlow technical
department.”
14/10/2019 Chief Engineers Handover Report
Form Purpose To be prepared by the leaving Chief Engineer and to be completed by both Chief Engineer's
during the handover.
without AMOS
AMOS
Name of Vessel
Vessel's Location
Chief Engineer handing over
Chief Engineer taking over
Master
JOINT DECLARATION
2. The vessel's machinery and equipment, the stores and all related documentation were inspected by both
Chief Engineers and found in good working condition with the exemptions listed below. Safety, security
and environmental arrangements in the engine spaces as well as bunkers, spare parts and stores were found
to comply with the requirements. Detailed comments are made in the following report where necessary.
3. The taking over Chief Engineer was properly briefed and is familiar with the company's policies and
procedures.
4. The handover was duly recorded in the Engine Log Book.
Handover Item Remarks Quantity Unit Signature

Fuel Oil Grade mt
1
Fuel Oil Grade mt
2
Diesel Oil mt
Lube Oil see attached inventory ------- -------
Sludge Tank cbm
Name of Vessel CENG Change Date

A1 Review of the Status of Class Surveys / CSM (latest Class Report available from Master or office)
A2 Review, Handover and Signature of the Engine Log Book and Oil Record Book
A3 Review of Flag and Port State Requirements and Engine Related Inspection Records
A4 Review of Engine Safety (Emergency Preparedness and Safety at Work) and Security Procedures
A5 Review of MARPOL (Oil / Sewage / Garbage / Air Pollution Prevention) Procedures and Records
A6 Review of Open Reporting System (ORS) procedures and records and a description of the current
status of the environmental related equipment (which has to be part of the C/ENG handing over
hand over notes).
A7 Review of “Fleet Incident Reports”
B1 Review of Engine Crew Performance, Work and Rest Schedules and Overtime Records
C1 Review of Charterer's Instructions, Trading Area Info, Port Procedures and Port Contacts
14/10/2019 Chief Engineers Handover Report
E1 Review of Outstanding Repairs and Disabled Engine Alarms (attach list)
E2 Review of Planned Maintenance Schedule & Records (Amos database) / Machinery Running
Hours
E3 Review of Last Ship Inspection Report(s) by Technical Superintendent and Engine Related ISM
Audit Findings
E4 Joint Inspection Results - Engine Spaces and Stores
E5 Joint Inspection Results - Cargo Gear and Deck Machinery
F2 Review of Spare Parts and Stores Supply Procedures and Outstanding Requisitions (attach/sign
list)
LIST OF ENCLOSURES
Enclosure Comments
A1 Class Survey Status Report (from Master, up-to-date)
F1 Lube Oil Inventory
Chief Engineer handing over Chief Engineer taking over Master (for receipt/review)
14/10/2019 Second Engineer's Handover Report
Form Purpose To be prepared by the leaving Second Engineer and to be completed by both Second
Engineer's during the handover.
without AMOS
AMOS
Name of Vessel
Vessel's Location
Second Engineer handing over
Second Engineer taking over
Master
JOINT DECLARATION
2. The vessel's machinery and equipment, the stores and all related documentation were inspected by both
Second Engineers and found in good working condition with the exemptions listed below. Safety, security
and environmental arrangements in the engine spaces as well as bunkers, spare parts and stores were found
to comply with the requirements. Detailed comments are made in the following report where necessary.
3. The taking over Second Engineer was properly briefed and is familiar with the company's policies and
procedures.
4. The handover was duly recorded in the Engine Log Book.
Handover Item Remarks Quantity Unit Signature

Fuel Oil Grade 1 mt
Fuel Oil Grade 2 mt
Diesel Oil mt
Lube Oil see attached inventory
Sludge Tank cbm
Name of Vessel 2ENG Change Date

A1 Review of the Status of Class Surveys / CSM (latest Class Report available from Master or office)
A2 Review, Handover and Signature of the Engine Log Book and Oil Record Book
A3 Review of Flag and Port State Requirements and Engine Related Inspection Records
A4 Review of Engine Safety (Emergency Preparedness and Safety at Work) and Security Procedures
A5 Review of MARPOL (Oil / Sewage / Garbage / Air Pollution Prevention) Procedures and Records
B1 Review of Engine Crew Performance, Work and Rest Schedules and Overtime Records
C1 Review of Charterer's Instructions, Trading Area Info, Port Procedures and Port Contacts
14/10/2019 Second Engineer's Handover Report
Name of Vessel 2ENG Change Date
E1 Review of Outstanding Repairs and Disabled Engine Alarms (attach list)
E2 Review of Planned Maintenance Schedule & Records (Amos database) / Machinery Running Hours
E3 Review of Last Ship Inspection Report(s) by Technical Superintendent and Engine Related ISM
Audit Findings
E4 Joint Inspection Results - Engine Spaces and Stores
E5 Joint Inspection Results - Cargo Gear and Deck Machinery
F2 Review of Spare Parts and Stores Supply Procedures and Outstanding Requisitions (attach/sign list)
LIST OF ENCLOSURES
Enclosure Comments
A1 Class Survey Status Report (from Master, up-to-date)
F1 Lube Oil Inventory
Second Engineer handing over Second Engineer taking over Chief Engineer (for receipt/review)
On-Signer Familiarization
Page 1 of 1
1. Every crew member including the Master shall complete the On-Signer Familiarization Check List that shall
serve as a tool and as evidence for the careful and complete conduct of the familiarization process with all
ship specific equipment and procedures.
2. Consideration shall be given to the on-signer's experience and familiarity with the ship type when deciding
on the level of familiarization support provided.
3. Masters shall conduct safety and security drills within 24 hours after departure if more than 25 per cent of
the crew complement have changed since the last drill.
4. A Familiarization Check List shall also be completed in case of a p romotion or change of rank on board to
ensure proper familiarization with the newly assumed responsibilities.
23/10/2019 On-Signer Familiarisation Checklist
Form Purpose On-signer familiarization as per ISM 6.3, STCW A-VI/1.1 and STCW I/14, A-I/14, B-I/14, ISPS-
Code, ILO MLC 2004
Reference ISM 6.3, STCW A-VI/1.1 and STCW I/14, A-I/14, B-I/14, ISPS-Code, ILO MLC 2004, SOLAS
Ch. 3, reg. 19. para. 2.1, and Ch. 3, reg. 19, para. 3
Original to Ship's Records: CA-2 sign-on files
AMOS
Distribution in
Fill in AMOS EMS, attach scanned signed document and File in AMOS EMS.
AMOS
Vessel Joining
Time/Date/Port
Supervisor's On-Signer's
Rank / Name Rank / Name
A. Safety Familiarization Training Completed prior to Departure from Joining Port (STCW A-VI/1.1; A-VI/1-2):
1. Able to communicate with other persons onboard on elementary safety matters and Y N
understands safety information symbols, signs and alarm signals.
2. Familiar with procedure in case: (a) a person falls overboard , or (b) fire or smoke is a b
detected, or (c) the general or fire or abandon ship alarm is sounded, or (d) any Oil spill
observed c d
3. Able to identify muster and embarkation stations and emergency escape routes Y N
4. Able to locate and don lifejackets and immersion suits Y N
5. Able to raise the alarm and has basic knowledge of the use of portable fire extinguishers Y N
6.Able to take immediate action upon encountering an accident or other medical emergency Y N
before seeking further medical assistance on board
7. Able to close and open the fire, weathertight and watertight doors fitted in the ship other than Y N
those for hull openings
Security Familiarization Training Completed prior to Departure from the Joining Port (ISPS
Code): details on confidential SSP form 160-F1/160-F2 (as applicable) by the SSO
Completion Date: On-Signer's Signature: Safety Officer

Signature:
MASTER'S DECLARATION:
I herewith confirm that
1. I inspected the on-signer's original documents and certificates and found him in possession Y N
of all those required to take up his intended position.
2. I am satisfied that the on-signer has been duly familiarized with key shipboard safety and Y N
security procedures as indicated above.
3. I considered the possible need for safety or security drills prior to departure in accordance Y N
with SOLAS Ch.3, Reg.19, para. 3.2 requirements and acted accordingly.
Follow up remarks: (as for sample missing docs, additional drills/kind of drills, lack of knowledge Master's Name:
in case “NO” was marked on items 1-7) :
Master's
Signature:
23/10/2019 On-Signer Familiarisation Checklist
B. Additional Familiarization Training to be Completed within 10 Days After Joining: Y N

Familiar with emergency response tasks as per Muster List, studied LSA and Fire Training Manuals
Familiar with security procedures & guidance for avoiding piracy attacks and dangerous ports/ anchorages (the
later as per relevant Marlow manual listed in MNC-33-110R1)
Familiar with pollution prevention / spill response procedures (oil, sewage, garbage - non-intendment discharge,
air, ballast etc.)
Familiar with health, hygiene and working safety procedures (code of safe working practices for merchant
seaman) as applicable for rank / working area
Familiar with deck equipment, as for instance cranes, davits, monorails, hatch covers, mooring winches, etc; if
applicable for the rank
Familiar with company policies and procedures
Familiar with job descriptions, watch arrangements and work routines as applicable for rank
Familiar with key operational and maintenance procedures for the equipment and machinery to be supervised or
handled as well as the location of plans, drawings and manuals, work permits needed
Familiar with ECDIS Type available on board as per MNC-33-110F1 (applicable only for Deck Officers)
Familiar with the provisions of the Marlow Navigation on-board Complaints Procedure
Familiar with the content of Marlow ORS as per MNC-16-600 and have sign MNC-16-600F1
Completed the Environmental Training Program (ETP) as per MNC-32-800, paragraph 2
Completed the Familiarization Check List - Bridge Equipment MNC-32-340F3
Completed the Familiarization Check List - Engine Room Equipment MNC-32-340F4
Understanding and familiarisation of the work and rest hours program, if applicable
Remarks: (as sample, point for above which are not full fill the requirements or need to be improved)
Completion Date: On-Signer's Signature: Supervisor's Signature: Master's Signature:
18/09/2018 Shipboard Position Declaration Form
Form Purpose To be used only for vessels with AMOS EMS.

To be completed and forwarded via email to amossupport@marlowtechnical.com
every time there is a change in assignment for one of the positions listed in this form.
The form should be completed minimum for all the positions in bold letters. The person
can hold more than one assigned position.
Distribution in AMOS Fill send by email to AMOS EMS Support (amossupport@marlowtechnical.com) and
file in AMOS EMS.
Vessel:
Date:
POSITION CHANGES
Rank/Position First Name, Last Name of Person Holding Position Marlow Seaman No. New Joiner
on Vessel
Master
Chief Engineer
Deck Department Officers

on Vessel
Chief Officer
Second Mate
Third Mate
Third Mate Junior
Fourth Mate
Fourth Mate Junior
Safety Officer
Alt. Safety Officer
Navigation Officer
Medical Officer
Engine Department Officers

on Vessel
Second Engineer
Third Engineer
Third Engineer Junior
Fourth Engineer
Fourth Engineer Junior
Electrical Engineer
Other Officers & Additions

on Vessel
Ship Security Officer
Alt. Ship Security Officer
Note: In the case where one or more of the above positions is not available onboard, then the person assigned to
carry out the responsibilities/jobs originally assigned to that position should be mentioned instead. Positions in
bold have assigned jobs on them by default.
04/10/2018 Familiarization Check List - Bridge Equipment
Form Purpose Bridge Equipment Familiarisation Checklist is part of the On Signer Familiarization process for new
deck Officers.
Original to Ship's Records (CA-1)
AMOS EMS
Distribution in
AMOS EMS
Vessel Date/Port
Master Officer
Name / Rank
Familiarization Bridge Equipment

Tick
Equipment
()
1 Bridge and deck lighting
2 Emergency arrangements in the event of main power failure
3 Navigation and signal lights (including location of spare bulbs); daylight shapes, ALDIS lamp
4 Searchlights, all round signalling light and Morse light
5 Sound signalling apparatus, including whistles, fog bell and gong system
6 LSA equipment including pyrotechnics, MOB buoy in proper place
7 Bridge fire detection panel and smoke detector if appropriate
8 General and fire alarm signalling arrangements
9 Emergency fire pump, ventilation and water-tight door controls
10 Internal ship communication facilities (portable radios, public address and power sound emergency
phones)
External communication equipment:
a. VHF
b. MF/HF
11 c. Inmarsat C
d. FBB
e. Iridium system
f. EPIRB
g. SART
Alarm system on bridge:
12 a. BNWAS
b. Hospital Alarm
c. Engine Alarm
13 Echo sounder, including alarm function and electronic memory if fitted
14 Sound reception system, if fitted

04/10/2018 Familiarization Check List - Bridge Equipment
Electronic systems:
a. GPS
b. AIS
15 c. Speed Log
d. Anemometer
e. RoT Indicator
f. NavTex
16 Gyro compass / repeaters (Synchronized) including adjusting tool where appropriate
17 Magnetic compass including transmitting magnetic compass where fitted
Radars:
a. ARPA
18 b. function of Performance Monitor test
c. critical settings (TCPA, CPA)
d. Route import
e. Last Magnetron exchange
19 Engine and thruster controls
Steering gear, operation, testing, and emergency operation:

a. Manual Steering
20 b. Auto-Pilot
c. NFU
d. Emergency Steering
ECDIS:
a. Standard Settings (user, IMO Standard)
21 b. Charts are updated
c. Permit provider
d. Back Up arrangements
e. Sensor checked and working
Ancillary bridge equipment such as:
a. Binoculars
22 b. Flags
c. Shapes
d. Chart Correction tools (for paper charts only)
Chart and publications system:
a. ADP (Main and Back Up PC)
23 b. eNP (Main and Back Up PC)
c. Chart Update Service Program
d. Active and Passive Charts
Vessel’s manoeuvring characteristics
24
SSAS - Ship Security Alert System
25
Automatic track-keeping system, if fitted
26
IBS (Integrated Bridge System), if fitted
27
Completion Date: On-Signer`s Signature: Off-Signer`s Signature: Master`s signature:
11/09/2019 Familiarization Check List - Engine Room Equipment
Form Purpose Engine Room Equipment Familiarisation Checklist is part of the On Signer Familiarization process for new
engine Officers and shall be carried out by the off-signer.
References MNC-32-340, STCW (A-VI/1.1 and I/14, A-I/14, B-I/14)
Original to Ship's Records (CA-1)
AMOS
Distribution in
AMOS
Vessel Joining
Date/Port
Supervisor's On-Signer's
Rank / Name Rank / Name
Familiarization Engine Room Equipment
Engine Officers Only:
Tick
No. Equipment
()
1 Compasses
1. Fire control; alarms, indicator panel, fire pumps start-stop, location of sensor
Fixed Fire Fighting Equipment:
a. Engine Room Fire Main section valve
2. b. CO2 - Cargo Hold, Engine Room, Remote release Station
c. Engine Room Water Sprinkler System
d. Engine Room Hot (High Expansion) Foam
Bilge Control:
3. a. Location and operation of main and emergency pumps and valves
b. Sealing of Bilge and Sludge Systems (MNC-34-260)
4. Internal communication: telephones normal and emergency (Power Sound) and UHF / VHF
5. Steering Gear: operation, testing, and emergency operation

6. Generators: operation, testing, and emergency operation
Steam plant: operation and precautions. Start-stop / safety devices. Soot blowing
7.
Exhaust Gas Economizers: Soot blowing and emergency operation
8. Boiler water treatment and monitoring system
9. Engine room tanks remote closing arrangement. Sounding arrangements.
10. Fuel and lube oil handling: operation and precaution. Tanks and connections.
Main engine control (bridge, ECR, local, critical RPM) and changeover procedure, safety devices/
functions.
For motor vessels:
11. a. Control Location Changeover procedure
b. Operation from Local Operation Panel (LOP)
c. Operation of the Shaft clutches / Emergency operation
d. Procedures for Fuel changeover or use of dual fuel i.e. H.FO, DO. MGO
Engine room alarms, automation and Duty Engineer indicator. UMS operational requirements.
12.
Testing arrangements.
13. All workshop equipment, both fixed and portable
11/09/2019 Familiarization Check List - Engine Room Equipment
a. Engine Room standing orders (incl. Night Order Booklet)

b. Engine Log Book
c. Oil Record Book
14.
d. ODS Record Book (TM-10)
e. ECA / SECA Zone Booklet
f. Bunker Analysis Booklet
15. Oily Water Separator and 15ppm monitor operation fully known
16. Stern Tube arrangements, Last Dispatch of Sample DD.MM.YEAR
Environmental protection equipment, operation, testing, and emergency operation:
17. a. Sewage plant
b. Incinerator
Auxiliary Equipment - operation, testing, and emergency operation:
a. Pumps
b. Compressors
c. Separators
18. d. Air- Conditioning System
e. Filters
f. Provision Plant
g. Fresh Water Generator
h. Deck Equipment for mooring
19. Inert gas plant
20. Cargo heating: operation and precaution
Engineer Officers and Ratings:
Tick
No. Equipment
()
Emergency escape routes
1.
Firefighting equipment, lifejackets, and first aid set.
2.
Emergency breathing escape sets (and position of ELSA/ EEBD sets)
3.
General alarm, engineer`s alarm, gas alarm, telegraphs positions
4.
Job Description and Duty Plan: read and understood.
5.
On-Signer`s Signature: Off-Signer`s Signature:
Completion Date: Master`s signature:
08/04/2015 Chief Officer Development Program Cover Letter
Objective Covering letter which provides explanations on the company’s procedures to implemented in order
to ensure that Chief Officer about to be promoted to Masters are ready for their new duties.
Scope Whole company
C/O Development Program
The promotion of a Chief Officer is a major step in his career advancement and it is important from the Company
point that the Officer proposed is ready and has obtained the required experience. Of course, it is clear that the
Chief Officer needs a number of recommendations for promotion from different Captains as well as approvals
from his Superintendent(s). The Company would also need evidence that he has been trained – for example, in
maneuvering, charter party issues, voyage management and crew management. We want to make sure newly
promoted Captains are ready for their new duties. In order to do this, the Chief Officer needs to get involved and
familiarized with the Captain’s duties while there is still a Captain available to ‘back-up’ and provide support and
guidance if he does something wrong. The Captain needs to provide mentoring in this respect.
We have developed the attached form where we can record that a future Captain has been trained on board on
certain tasks. The form is in two parts. Part I for the Master to complete and Part II for the Office to complete.
Part I – to be completed by the Master
In this form you will find a number of tasks and exercises that a Chief Officer must perform successfully before he
can be considered for promotion to Captain. As you can see there are 2 columns. In the first column the Captain
can indicate that the Chief Officer has performed a task / duty. He can give some advice for improvement if
needed. In the last column, the Master can indicate that the Chief Officer has adequately demonstrated that he has
the required knowledge to complete the task safely and correctly on his own. Some of the duties can only be
performed if the vessel is engaged in these activities. If they do not occur, they should be left blank. Please note
that this is not an exam. Additional tasks that you consider relevant can be added to this form.
The decision as to whether a Chief Officer is promoted to Captain does not depend on this form. It is only to assist
to show that he is properly familiarized with the duties of a Captain.
In case a Chief Officer is identified as possibly suitable to become a Captain or in case we think that a Chief
Officer should be ready to be promoted, the Crewing Department will send this form to your vessel. Please try to
mentor the Chief Officer in such a way that he can perform as many tasks/duties as possible and demonstrate his
skills.
When the Chief Officer signs-off or if he is to be promoted please send this form to the Crewing Department.
Part II – To be completed by the Office
On successful completion of Part I on board, the C/O will be invited to attend the Office for briefing and further
assessment. In the Office, he will meet all personnel involved with the operation of the ship including Technical
Superintendents, the DPA/CSO as well as purchasing and IT. During the visit, the Chief Officer will be assessed to
determine his suitability for promotion.
If you have any questions regarding this procedure please contact the crewing department.
08/04/2015 Chief Officer Development - Suitability Checklist
Purpose To be used in as a tool to demonstrate the suitability for promotion of Chief Officer to Master
PART I – TO BE COMPLETED BY MASTER
Demonstration of suitability for promotion to Master
Name of vessel:
Name of Captain:
Name of Chief Officer:
Task/Duty Task Advice on Areas for Task successfully

performed Improvement completed
(Initials/date) (initials/date)
Tasks to be completed on
board
Navigation and ship

handling
1. Discuss with the Master the

vessel’s maneuvering data
and characteristics in
combination with bow
thruster, rudder and propeller
pitch. Ship behavior in ballast
and loaded conditions to be
considered.
2. Understand fully the

procedure for reducing speed
from full sea speed to
maneuvering speed with due
regard to critical revs.
3. Understand fully the meaning

of air draft, squat, underkeel
clearance and the effects on
the vessel. Understand the
effect of reduction of speed
on squat.
4. Understand the correct

procedure for navigation in
heavy weather including
typhoon avoidance
procedures to prevent injury
to crew and damage to ship,
cargo.
5. Understand the correct

procedure to follow in
restricted visibility including
slowing down, additional
lookout, hand steering and
Rule 19 of the COLREGS.
Demonstrate a sound
knowledge of Rule 19 to
Master.
6. Understand the procedure and

effects on the vessel when
engaged in emergency stop
procedure, running engine
from full ahead to full astern.
7. Carty out the pilot

embarkation procedure from
the Bridge including making
a suitable lee.
8. Safely anchor the vessel in a

crowded anchorage. (See
record below).
9. Lead an effective Bridge

team with a Pilot on board.
10. Understand the role of the

Master with Pilot on board.
Learn to challenge the actions
of the Pilot where
appropriate. Perform a proper
Master-Pilot exchange of
information.
11. Understand and discuss

mooring arrangement plan
including emergency towing
with Pilot prior
berthing/unberthing.
12. Understand and perform the

process of ‘continuous
monitoring/control of Pilot’s
orders. Keep checking that
OOW is performing proper
monitoring of ship’s position.
13. Determine the tug

arrangements for the
berthing/unberthing and agree
with Pilot.
14. Understand fully the weather

limits and tidal/current
situation for the
berthing/unberthing and
clearly agree ‘Go’ or ‘No go’
with Pilot.
15. Understand and advise Pilot

on mooring arrangements and
suggest recommended
moorings for the berth.
16. Bring the vessel safely

alongside a berth under
supervision of the Master.
17. Understand ‘good’ mooring

practice and identify and
correct ‘bad’ practice such as
turning up ropes on winch
barrels or standing in eyes of
ropes.
18. Unmoor and depart from a

berth as (16).
19. Review a passage plan and

oversee a voyage from
departure to arrival. Take any
necessary action for heavy
weather. Review and agree
on ‘abort’ positions and
anchorages.
Documentation
20. Prepare all required

documents and email advices
for the arrival and then
outward clearance of the
vessel.
21. Sign on/off a crew member

(all processes and stages).
22. Prepare the monthly mail to

Marlow Navigation
(Technical and Crewing).
23. Review a Charter party and

understand all key terms
required for the Master.
24. Check and approve an ‘on

hire’ or ‘off hire’ survey
report and check all contents
25. Submit an E-NoA.
Safety and security
26. Deal with a stevedore injury

or cargo damage incident on
board under supervision
including notification, LoP,
issue of a sea protest,
correspondence with office
and local surveyors.
27. Demonstrate understanding

of the Master’s overriding
authority.
28. Demonstrate knowledge of

how to deal with a port state
control and Flag Inspection
including the raising of
deficiencies/observations.
29. Demonstrate knowledge how

to deal with an ISM or ISPS
audit and MLC inspection.
30. Chair a safety committee

meeting on board.
31. Lead a routine weekly

inspection of the vessel
including all areas – deck, acc
and ER. Identify corrective
measures and communicate
these to Officers and crew.
32. Lead a fire/emergency

response incident as ‘Master’
Crew Management
33. Conduct a minor and a major

disciplinary incident on
board.
34. Manage galley, provisions

and menu preparation.
Other Tasks
Additional comments and any recommendations or advice by the Master.
Item 1 – 5: The C/O is invited to complete the below form, showing details of the tasks completed including
anchoring, berthing, unberthing, operations with/without Pilots and tugs.
Description of the berthing Was the task

or unberthing operation, completed to the
Arrival or POB? Tugs? Tug No. Draft Weather Signature/
Date Port anchoring, etc completed satisfaction of the
Departure Y/N Y/N (if used) F/A conditions by the C/O including any Master
Master?
difficult operations Y/N
……………………………… ……………………………..
Signed Name (Block) - Master
PART II – TO BE COMPLETED BY THE OFFICE
Tasks to be completed in Dates

office
1. This Officer has been (Names of Superintendents and their overall assessment)
assessed by the following
Superintendents on board
2. Visits to Office (if any).
3. a. Attendance at Full
Management
Seminars/BRM/MRM
b. This Officer has

completed an office
based assessment of key
tasks.
4. Remarks or assessments on
file?
5. a. This Officer has been

provided with a copy of
the publication ‘The
Nautical Institute on
Command’
b. Further training needed?
Bridge simulator, other
courses etc.
6 Conclusion
……………………………… ……………………………..
Signed Name (Block Letters)
Office based assessment of key tasks

This is a written paper. The candidate is presented with 5 tasks and is required to write his comments, 60 mins, 5 questions.
Task 1 - Passage planning - The candidate is presented with a chart and a passage plan. The passage plan contains a number of
mistakes and errors, which might endanger the vessel. The candidate is required to identify those errors and give corrective
action.
Task 2 - Heavy weather - The candidate is presented with a theoretical voyage from port ‘A’ to port ‘B’ together with weather
reports showing worsening weather conditions on route. The candidate is required to identify the potential hazards and write
down what avoiding action he would take and what counter-measures he would follow to ensure the safety of the ship.
Task 3 - On hire position - The candidate is given a charter party voyage instruction for ‘on hire’ and is asked to give the
correct times for on hire as well as bunkers ROB based on the information provided. The candidate is asked to check and
confirm the accuracy of an ‘on hire’ statement.
Task 4 - Maintenance - The candidate is shown pictures of poor maintenance and is asked to identify the corrective action in
each case.
Task 5 - Crew Management - The candidate is presented with a theoretical voyage covering various hazards to crew - malaria,
piracy, missing joining crew. The candidate is asked to identify the correct action in each case.
16/07/2019 Monitoring of Work and Rest Hours
1. The Master and the Chief Engineer are responsible for ensuring that international and Flag State regulations
concerning work and rest hours are complied with, although the final responsibility for the monitoring of
work & rest hours is with the Master.
2. Watch plans and shipboard working arrangements shall be prepared on a daily base and brought to the
attention of all crew members and shall ensure that rest hour requirements are met.
3. Watch plans and shipboard working arrangements for all the position/ ranks onboard -as those are prepared
using form MNC-32-400F1, or any equivalent work and rest hours software available onboard, that shall
be posted in an easily accessible place onboard.
4. Hours of rest should be in accordance with ILO MLC 2006 requirements, and in accordance to any
additional Flag State requirements as follows:
Minimum Hours of Rest: 10 Hours in any 24 hours period/ 77 Hours within 7 days period,
or
Maximum Hours of Work: 14 Hours in any 24 hours period / 72 hours within 7 days period.
Remark: The 10 hours should only be divided once with a block of minimum 6 hours, as for instance:
6+4, 7+3, 8+2, 6+6, or 8 +8
Please note that ½ hours will not be counted.
5. Hours of rest may be divided into no more than two periods, one of minimum 6 hours in length, and the
interval between consecutive periods of rest shall not exceed 14 hours.
6. It is the responsibility of the Master to ensure that also in exceptional circumstances resting arrangements
are frequently reviewed in order to ensure the availability of rested backup crew as far as circumstances
permit.
7. Where Masters have difficulties to ensure the compliance with rest hour regulations they shall advise the
Technical Superintendent accordingly in order to review the shipboard work load and manning
arrangements.
8. Under certain overriding conditions, like for example essential shipboard work related to the safety
protection of the vessel, persons onboard, the cargo, or assistance provided to other vessels or persons in
distress at sea which can not be delayed, the shipboard working arrangements and rest hours can deviate
from the applicable requirements. In those cases, the Master should immediately inform the vessel’s
designated Superintendent and the DPA.
9. The vessel shall sent copies of the working hour records compiled for the crew manager (i.e overtime
records) to the head office for control purposes.
10. Planned drills to be conducted during normal working hours or days in order to minimize the disturbance of
rest periods, and do not induce fatigue, and that if rest periods are disturbed due to callous or emergencies,
seafarers should be adequately compensated or provided with an adequate period of rest.
MNC-32-400F1 - Record of hours of work of seafarers
according to ILO MLC 2006 A2.3. and STCW convention
Name of ship: IMO-Number: Flag of ship:
Seafarer (full name): Position/rank:
Month and year:
Distribution out of AMOS One original for each Crewmember, printed, signed record to be sent to the Crewing Department. Copy kept in file. Watchkeeper(1): yes no
Distribution in AMOSComplete in Excel (one for each crewmember) and attach all as external files in one Quality Work order, each month, with the title "MNC-32-400F1 - month/year".
Hours of Overti Comments Not to be completed by seafarer (2)
Please mark periods of WORK as applicable, with an X Mark periods of OVERTIMES as applicable, with an O rest in mes in Hours of rest, as Hours of rest, as
24-hour 24- applicalbe in any applicalbe in any
Hours
0 0 0 1 0 2 0 3 0 4 0 5 0 6 0 7 0 8 0 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2 period hour 24-hour period(3) 7-day period(3)
period
Day
1. 24 0 24 168
2. 24 0 24 168
3. 24 0 24 168
4. 24 0 24 168
5. 24 0 24 168
6. 24 0 24 168
7. 24 0 24 168
8. 24 0 24 168
9. 24 0 24 168
10. 24 0 24 168
11. 24 0 24 168
12. 24 0 24 168
13. 24 0 24 168
14. 24 0 24 168
15. 24 0 24 168
16. 24 0 24 168
17. 24 0 24 168
18. 24 0 24 168
19. 24 0 24 168
20. 24 0 24 168
21. 24 0 24 168
22. 24 0 24 168
23. 24 0 24 168
24. 24 0 24 168
25. 24 0 24 168
26. 24 0 24 168
27. 24 0 24 168
28. 24 0 24 168
29. 24 0 24 168
30. 24 0 24 168
31. 24 0 24 168
Hours 0
0 0 0 1 0 2 0 3 0 4 0 5 0 6 0 7 0 8 0 9 1 0 1 1 1 2 1 3 1 4 1 5 1 6 1 7 1 8 1 9 2 0 2 1 2 2 2 3 2
The following national laws, regulations and/or collective agreements govering limitations on working hours or minimum rest periods apply to this ship:
I agree that this record is an accurate reflection of the hours of work or rest of the seafarer concerned.
Name of master or person authorised by master to sign this record: Signature of Seafarer: ___________________________________
Signature of master or authorised person:
A copy of this record is to be given to the seafarer. This form is subject to examination and endorsement under procedures established by:
(name of competent authority)
(1) Check as appropriate
(2) For completion and use in accordance with the procedures established by the competent authority in compliance with the relevant requirements of ILO MLC 2006 and STCW Convention.
(3) Additional calculations or verifications may be necessary to ensure compliance with the relevant requirements of ILO MLC 2006 and STCW Convention. Version: 4
Rev.: 2014.09.03
23/01/2015 Bonded Stores
1. The purchase and sale of the bonded stores is the responsibility of the Master, although the task may
be delegated to another officer.
2. The Master will endeavor to confine the bonded purchases only to items consumed by the
crewmembers, refrain from keeping large stocks onboard (as this is cash money) and purchase at
competitive prices.
3. For accounting purposes, the Master will consider all bonded purchases and sales as cash and therefore:
1. Purchases paid out from the ship's cash box, will be recorded both under "receipts" and
"disbursements" in the Master's Cash Report.
2. Purchases paid directly by Marlow or through the Agents, will be recorded as "receipts" in the
Master's Cash Report.
3. Sales to crew members will be recorded under "disbursements" in the Master's Cash
4. Report and deducted from crew members accordingly.
5. Goods given out as representation will be recorded under "disbursements" in the Master's cash
Report and a list of representation expenses will be sent both to Marlow and the ship's
owners/charterers.
6. Goods that are damaged or destroyed either accidentally or in bad weather will be recorded
under "disbursements" in the Master's Cash Report. A log abstract and a Master's statement to
that effect, must be attached with a list of the damaged goods.
4. The Master will keep proper control of the sales of alcoholic beverages to crewmembers, in order to
keep the consumption of alcohol onboard in line with the Company's Drug and alcohol Abuse Policy.
20/07/2005
Non-Fare Paying Passengers/ Accompanying Wives/
Families
1. General
1. Marlow's policy allows for wives or immediate family, to accompany their relative crew member for a
voyage onboard, as non-fare paying passengers.
2. The objective of this policy is to enable seafarers to share some memorable moments with their families
in the environment they live during a large part of their lives. It also serves both the family and the
seafarer in closing the gap of estrangement, due to the long periods of obligatory separation.
3. By a llowing families to jo in their r elative c rew members, the Company c ontributes greatly to its o wn
policy of creating a healthy working environment and giving incentives to seafarers.
2. Procedure
1. The Company’s procedure for a cr ewmember to request for his wife or other member of his family to
accompany him onboard are clearly described in CD-V-007.
06/03/2013 Grievance Procedure
1. Masters and Senior O fficers de aling with c rewmembers, and any other c rewmember(s) designated to
provide seafarers with impartial advice during an onboard complaint process, must bear in m ind that
persons from va rious nationalities, ha ve different cus toms and habits, a ttitude, level of e ducation a nd
training, sensitivity and general concept.
2. Should all th e above no t be co nsidered, t he Master ma y find ou t that a v ery un comfortable situation
exists o nboard t hat cre ates a d ifficult living environment, w hich e ventually m ay re sult to a r educed
efficiency in the general safe ship operation.
3. Marlow's policy is to have all crewmembers onboard its managed vessels, honorably treated and receive
ample advice and justice to any grievances that may arise.
4. In order to avoid such grievances, the Master will make it clear to all the crewmembers that their right
onboard w ill be preser ved, bu t at the same t ime, certain proce dures mus t be f ollowed, sho uld they
consider themselves as aggrieved. Such procedures are described in detail in MNC-13-501F1 which is
available onboard the vessel.
5. The Master is re sponsible t o fam ilirise c rewmembers on t he provisions of the on-board c omplaints
procedure as soon as they sign-on the vessel as part of their familiarization.
20/07/2005 Disciplinary Measures
1. Often c rewmembers find t hemselves i n a situation o f misbehavior a nd s ometimes gr oss misconduct.

Due to the fact that seafarers are confined for long periods, misconduct is more common onboard ships
than in other living/working environments.
2. Masters must b e f air j udges o f ev ery misconduct an d t ry their utmost t o k eep t he crewmembers
motivated and morally sound.
3. Every o ffence must b e ex amined as a cas e to cas e e vent a nd s hould t he Ma ster feel t hat d isciplinary
action must be taken to avoid moral deterioration onboard, then the following steps should be followed:
1. Reprimands t o c rewmembers, e specially t o P hilippinos, s hould be e ffected i n smooth

convincing manner.
2. Depending on the seriousness of the offence, the Master will choose if a p rivate talk with the
crewmember is necessary, or an official warning is required.
3. For o fficial warnings, a l ogbook en try must b e made, d uly signed b y t he cr ewmember, t he
relevant head of the department or the Chief Officer and the Master. A copy of such entry must
be given to the crewmember concerned.
4. A r epetition o f an o ffence by t he s ame cr ewmember o r a v ery s erious o ffence b y an y
crewmember, may leave no choice to the Master, but to dismiss the concerned seaman.
In such a case, the Master will ensure that:
1. An e ntry i s made i n t he o fficial l ogbook, as well as i n t he cr ewmember's

seaman's book, stating the reason for the dismissal.
2. All p ayments d ue t o t he s eaman ar e n ot to be effected u ntil arrangements
have been made for his repatriation. If, there is ground for breach of contract
the Master will charge the seafarer all traveling expenses as indicated in his
contract.
3. The responsible crew Operator at Marlow must be informed at once so that
advise is given to the Master and arrangements for a proper relief are made.
4. For P hilippino c rewmembers, t he e ntry i n t heir s eamen's book i s t o be
confirmed by a Philippine consular officer, if available.
5. For Philippino crew members, Masters should consult the POEA agreement.
5. Penalties imposed on seamen must always be in line with the legislation and Maritime Law of
the Flag state of the vessel.
28/05/2019 Response to Drug & Alcohol Abuse
1. General
1. In addition to Marlow's Drug and Alcohol Policy the Master will educate the crewmembers in the following
general requirements and make it clear to all that Marlow will not compromise on this matter. Abusers face
immediate dismissal and in serious cases, even prosecution.
2. Drug and Alcohol Policy (reference to 11-022)
1. The abuse of drugs and alcohol and their effects create a significant social problem and such abuse onboard,
grossly jeopardizes the Safety of life, the vessel and the environment.
2. Marlow, therefore, has prepared a policy and institutes procedures to control the drugs and alcohol onboard
its managed vessels.
3. Such policy is placed onboard and is also explained to all seafarers before they join the vessel. Seafarers
have to read, understand and confirm by signing a declaration of consent (11-022-F1), as an addendum to
their employment contract.
4. In general, Marlow's Drug and Alcohol Policy meets the standards of the Oil Companies International
Marine Forum (OCIMF) Guidelines on this subject, which prescribe that:
a. No crew member or Master shall be intoxicated at any time

b. No crew member or Master shall navigate or assist in navigating a ship or operating equipment or
perform any scheduled duties while impaired by drugs or alcohol
c. The misuse of legitimate drugs or the use, possession, distribution or sale of illicit or unprescribed
drugs on board ships is prohibited
d. Any crew member using medicines which can cause or can contribute to unacceptable job
performance or unusual behavior shall report the fact to the Master who will take action appropriate
to the situation
e. The use of any other substances, which alone or in combination cause or contribute to unacceptable
job performance or unusual behaviour, is prohibited
f. Masters, officers and ratings shall observe a minimum period of 4 hours of abstinence from alcohol,
prior to commencement of watch duty. This is to ensure that they are not intoxicated when going on
duty. The period of abstinence will depend on the alcohol consumption. The blood alcohol content
and the recommended period of abstinence are described in the detailed Drug and Alcohol Policy
placed onboard the vessels.
g. The Company will provide methods of testing crew members at times designated by the Company
and ensure that the Master will control the use of alcohol and prescribed drugs onboard.
h. The maximum allowable content limit of alcohol in the blood is 40mg per 100ml. The consumption
of alcohol while on duty is strictly prohibited.
i. The following drug & alcohol tests will be performed:
1. Pre-employment Drug & Alcohol tests for Officers
2. Random onboard Drug & Alcohol tests of the Officers at least once per contract.
3. Post-Incident Drug & Alcohol Testing
3. Drug and Alcohol Tests Onboard
Unannounced D&A test shall be carried out by appointed shore company at least once every 12 months on a
random basis, and Alcohol tests at least once every 6 months by the Master.
To document the results of the Alcohol tests, the Master shall use form 32-630F1.
08/07/2019 Alcohol Tests Certificate
Form Usage To be completed by both the tested Crewmembers and the Master
Distribution with
AMOS EMS
Fill in AMOS, attach scanned signed document and file in AMOS
Distribution
without AMOS Fill and File in Ship’s files (CA-5)
EMS
Herewith, I the undersigned, certify that the following crew members were unannounced tested for alcohol in
accordance to the provisions of company’s D&A Policy.
Vessel
Place
Date
No. Family Name, given name Rank/Rating Result Signature

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
Name & Signature of Master
………………………………
19/09/2018 Inspection of Living Environment
Objective description of procedure for the inspection of Leaving Environment & Supplies
Scope vessels
References ISO 9001:2015, Para 7.1.4 , ILO MLC A3.1.18 & A3.2.7
1. The Master is responsible to maintain a healthy, happy and highly motivated crew complement.
2. Together with the Chief Engineer and the Chief Officer, the Master will appoint and inspect the crew
quarters and other areas (including hospital accommodation, recreation, gym) regularly, at least once per
week, in order to ensure that healthy living standards are maintained, and should be accompanied by one
(1) or two (2) seafarer`s which are available.
3. The results of the inspections shall be recorded in the deck logbook. The inspection record shall remain
on board at least one (1) year and contain the following:
a. Date and time of the inspection

b. Name and ranking of the seafarers carrying out the inspection
c. Non-conformities or deficiencies to the provision of MLC, in particular, about the condition
of cleanliness, hygiene and repair of the facilities.
4. The galley, provision room(s), and pantry(s) (including equipment for the preparation and service of meals) ,
the food stores, and the domestic refrigerators, including all spaces and equipment used for the storage and
handling of food and drinking water, will be kept always clean and hygienic, so that food and water stored
within is maintained in good condition. The Master shall ensure that a cleaning program is properly
maintained all over the vessel.
5. The vessel will provide for clean laundry and adequate cutlery and utility items, in order to maintain a
comfortably hygienic standard for the crew's needs.
6. The Master and the Senior Officers will motivate the crewmembers to lead a friendly and co-operating
environment in all aspects of leisure and entertainment onboard.
7. The Master will ensure that the vessel provides a suitable crew library of training and other pleasure reading
for the crewmembers to consult and read at their free time.
8. Finally, the Master will report to Marlow of any shortcomings on matters concerning the well being and the
healthy living environment of the crewmembers.
28/12/2011 Safeguarding & Dealing with Property Left Onboard
1. The Master is responsible to ensure that property left onboard by sick, injured or deceased seafarers is
safely stored onboard and then proceed with arrangements in order to be returned to the seafarers next
of kin.
2. Together with the Chief Officer, and in the presence of another crewmember, that has to attend the
scene as a witness, the Master shall enter into the cabin of the seafarer and prepare a list of all his/ her
personal belongings. As soon as the list is prepared, the Master and the Chief Officer have to sign it and
ask from the witness to sign as well.
3. The list of the seafarer’s personal belongings should be then forwarded by fax or e-mail to the
responsible Crew Superintendent in Marlow who on receipt of list shall proceed with all necessary
arrangements in order to transfer safely the belongings from the vessel to the seafarer’s next of kin.
11/11/2015 Shipboard Training
Objective description of on-signer familiarization procedures for shipboard crew

Scope vessels
References SOLAS (Ch. III Reg. 19), ISM Code (para. 6.3), STCW (A-VI/1.1 and I/14, A-I/14, B-I/14)
Records On-Signer Familiarization Check List (32-340F1), MNC SC 208
1. General
Marlow's policy is to provide maximum onboard familiarization and onboard training for all new
crewmembers. The Company encourages seafarers at all levels to improve their knowledge and professional
abilities and expects Masters to ensure that:
a. New crewmembers are instructed thoroughly to their duties and are given adequate overlapping time to
familiarize themselves with the ship's systems relevant to their duties and the general safe ship
operation.
b. Adequate training and drills are carried out to educate the crew in safe working practices, pollution
prevention, security duties, and avoidance & response to pirate attacks.
c. Proper instructions are given in a simple and clear language and text books and manuals are available
for working references.
d. Crewmembers are encouraged to upgrade their knowledge, abilities and current qualifications and
suggest/recommend to the Company of any upgrading courses to be followed by any of the personnel.
The Company will arrange for the required leave and will assist the concerned seafarers to attend such
courses.
e. Identified training needs recorded in the Crew Performance Report (SC 208) will form a tool for the
Shipboard Management to draw up a relevant shipboard training program for the seafarer, in liaison
with and the assistance of the Crew Department.
f. Trainees placed onboard by the Company receive the appropriate training and their progress is reported
to Marlow at regular intervals, as stipulated in their joining letters.
2. Open Reporting System and Environmental Training
a. A pre-departure Environmental Training Program (ETP) is offered for all the Marlow joining
Crewmembers. The training is offered at the Manning Agencies as part of the pre-departure
familiarization for officers and crew, and the syllabus is approved by Marlow.
b. Should for any reason the above training was not offered at the Manning Agency it is offered onboard
within 10 days after signing-on.
c. A shorter version of the Environmental Training Program (Plan ETP) is available onboard, and can be
offered to the crewmembers as well as refresher training, and as required. The ETP is part of the
vessel’s training library.
20/07/2005 Principles of Safe Navigation - General Guidelines
1. It is the Master's duty to navigate the vessel as per his voyage instructions, choosing the shortest and most
economical r oute. I n doi ng so h owever, du e r egard s hould be g iven t o pr evailing c onditions so a s t o
safeguard absolute safety for his crew, the cargo, his vessel and the environment.
2. Cautious navigation should be preferred, if claims of collisions, cargo damages and other mishaps are to be
avoided. I n e xtreme weather c onditions c ourse a nd/or s peed s hould be a djusted t o a void or minimise
damages an d in r estricted v isibility s peed s hould b e reduced an d al l p recautions b e taken a s d ictated b y
existing circumstances and conditions and as laid down by the Rules of the Road.
3. A vo yage s hould a lways b e p lanned a nd i n l aying d own t he c ourses for a n i ntended passage t he M aster
should consider tides, currents and weather to be expected in the course of the voyage and when in doubt, a
wide b erth s hould b e gi ven to a ll na vigational hazards, i n p articular when navigating i n a reas, where
hydrographic information is sparse.
4. Invaluable information can be found in the Sailing Directions and other publications, concerning landfalls,
coastlines, navigational d angers et c., a nd t he Mas ter s hould make r eference t o these in p articular when
navigating in unfamiliar areas.
5. Recommended separation schemes should be followed strictly and of course local Administration warnings
in territorial waters be respected in full.
6. Modern an d ad vanced n avigational ai ds, widely u sed n owadays have gradually made t he o ld t raditional
navigation methods t o b e n eglected. A lthough t he u se o f t hese el ectronic s ystems, es pecially r adar, i s
strongly recommended in assisting and facilitating navigators, their use must not in any way justify careless
Navigation. T he Ma ster t herefore, s hould en sure that h is officers e stablish th eir vessel's p osition a lso b y
other means, such as visual bearings when coasting and astronomical observations when opportunity arises
in the open sea.
7. Magnetic compasses are, till this present day, the most reliable back-up instruments on a ny modern vessel.
Masters ar e ad vised t o en sure f requent co mparisons o f magnetic an d gyro co mpasses, r ecord r egular
compass er rors, an d h ave t he co mpass deviations up d ated, as t hese might b e, o ne d ay, t he vessel's s ole
course finder.
8. It goes without saying, that tidy and up dated charts are most essential in executing a s uccessful voyage. A
navigator s hould al ways co nsult t he ch arts o f h is i mmediate p osition, as well as t he ch arts ah ead o f h is
shaped courses, even if he thinks that he is well acquainted with the prescribed route. Many ships have run
aground due to failure by the Master or the officer to observe the chart prior to any course alterations.
20/07/2005 Master's Standing Orders and Night Orders
1. It is of utmost importance that the Master leaves permanent written standing instructions to the officers in
charge of the vessel's navigation as well as supplementary night orders concerning the immediate situation
of the passage.
2. Night orders will be written in a N ight Order Book and signed by the Master and the Officer of the Watch
(OOW) relevant to the duration of their validity.
3. Standing Orders will be in the format and contents as shown on 33-010-F1 and posted in the chartroom. All
navigating o fficers will r ead a nd s ign the Standing O rders a s a ve rification o f understanding t heir
responsibilities.
09/09/2015 Master's Standing Orders
Form Purpose To be studied and acknowledged by the Master and all Officers of the Watch. Masters are
encouraged to write additional own Standing Orders if/as required (e.g. in Night Order Book).
Distribution Original to be posted on bridge, superseded originals to be kept with ship's records
1. The OOW remains in charge even when the Master is present on the bridge until the Master clearly advises
that he has assumed command (A log or bell book entry required recording that the con of the vessel has
been passed to the Master).
2. Call the Master immediately

a. when in doubt
b. when the visibility deteriorates (limits to be specified by the Master)
c. when the weather deteriorates unexpectedly
d. when informed of any machinery malfunction
e. when the vessel is found to be dragging anchor
f. when near a coast and the vessel is found to have set in dangerously
g. when the movement of other vessels is causing concern
3. Keep a sharp lookout at all times and give all traffic a wide berth. A qualified rating must be on the bridge
as lookout during hours of darkness and when visibility is restricted or at any other time when the OOW
considers it necessary.
4. Do not leave the bridge unless properly relieved and until your relieve is fully informed and in charge.
5. The regulations for preventing collisions at sea must be strictly complied with at all times.
6. Compare the compasses at regular intervals during the watch and whenever altering course and determine
magnetic and gyro compass errors once a watch if practicable.
7. Perform deck and accommodation fire and safety rounds. Inspect cargo lashings and open decks. This
should be completed after the watch as per Master's instructions considering safety requirements,
especially before and after heavy weather. Proper log book entries shall be made. Notify the bridge when
you have safely completed your rounds.
8. Check the navigation lights frequently during the watch.
9. Check if the preliminary safety parameters are set on the ECDIS.
10. Fix and mark the ship's position in confined waters in intervals not exceeding 20 minutes using different
navigational methods as far as possible.
11. When at anchor, check the position regularly. Special attention shall be given during tidal changes or when
the weather is deteriorating. Monitoring the position of other vessels carefully and be aware of vessels
dragging.
12. In port have mooring lines, gangway and lights checked regularly. Leave instruction to be called
immediately if the weather deteriorates.
13. Make all necessary entries in the bell and log books during and at the end of the watch.
14. Read, sign and observe the Master's standing and night orders.
15. The OOW shall at all times exercise due diligence and practice good seamanship when in charge of the
navigation of the ship.
15. The ICS Bridge Procedure Guide provides valuable further guidance for OOW's.
09/09/2015 Master's Standing Orders
Rank Name Date Signature Rank Name Date Signature

CAPT 3OFF
COFF
2OFF
08/07/2019 Passage Planning
Objective description of passage planning requirements

Scope whole company
Records approved and acknowledged passage plans, form 33-020F1
1. The responsibility for the selection of a route for an intended passage rests with the Master. A passage must
be planned in advance before departing a port covering the whole passage from berth to berth.
The respective from 33-020F1 to be used and / or the Passage Plan Checklist out from the ECDIS Transas
Navi4000 which include General, Distance and time, Charts and Publications, Ports, MARPOL Areas,
Waypoint List, Waypoints Additional, Safety Parameters, Schedule, Environment, Checklist.
2. The Master may delegate the passage planning to one of the watch keeping officers, but the final approval
and any deviation from the planned route remains with the Master.
3. The Chief Engineer will, in consultation with the Master, determine in advance the needs of the intended
voyage in fuel, fresh water, lubricants, chemicals, expendables, other spare parts, tools, supplies and any
other requirements.
4. Due consideration must be given to

a. information provided in routing charts, sailing directions, tidal publications and Flag or Port State
circulars;
b. ship routing and reporting measures (e.g. traffic separation schemes, areas to be avoided,
mandatory ship reporting systems, mandatory routeing systems, mandatory no anchoring areas,
archipelagic sea lanes etc.);
c. temporary or permanent navigational warnings;
d. ice reports;
e. oceanographic conditions (e.g. tides and currents), weather and sea state forecasts and warnings;
f. environmental restrictions (protected sea areas under MARPOL Annexes I, V and VI, particularly
sensitive sea areas etc.) incl. determination of fuel oil changeover positions when entering/leaving
SOx Emission Control Areas (SECAs);
g. security information (e.g. safe distance to piracy affected coasts and daylight arrivals in high risk
coastal waters) incl. determination of entry/exit points of insurance war risk areas (for notification
purposes);
h. charterer's instructions and arrival port agent information;
i. technical limitations and fuel economy.
j. offshore installation not to be used as waypoints.
5. Any decision by the Master to deviate from the most economical route for safety, security or environmental
reasons shall be duly noted and explained in the passage plan to allow for later review by interested parties.
6. In addition the Master will ensure that the responsible officer takes full consideration and guidance from the
STCW A-VIII/2 part 2 and the ICS "Bridge Procedures Guide" Part A Chapter 2.
7. Once the Master has approved a route, it must be clearly displayed on the paper and/or electronic charts to
be used by the navigational watch officer who should verify each course prior to executing same.
8. For ocean passages weather routing services should be used in accordance with the operators or charterers
sailing instructions given to the Master or alternatively services recommended by the company.
9. Passage Monitoring
1. Paper Chart’s vessels
a. Position fix interval (PFI)
1. Berthing / Unberthing = 6 min
2. Approaching = 12 min
3. Coastal = 30 min
4. Open sea = 60 min up to 120 min
b. Position to be plotted on the Paper Chart’s

1. By GPS
2. By Azimuth bearing of charted Objects to fix the position of the ship
3. Parallel Indexing, which is recommended to ensure the ships track is maintained
4. Radar bearing and Distance to proper landmark
c. Position to be entered in Log Book / Bell Book

1. Berthing / Unberthing = Bell Book
2. Approaching = Bell Book
3. Coastal = Bell Book / Deck Log Book
4. Open Sea = Deck Log Book
2. ECDIS vessels
a. The correct passage plan is to be loaded on the primary and back-up ECDIS terminal, as
appropriate.
b. The safety settings, particular depth safety contours, as set as per 33-110 described and reflect the
current operational status of the ship including the actual draught.
c. All sensors connected to the ECDIS are available and correct.
d. Position Fix Verification (PFV)
1. Coastal Passage / Approaching, Anchoring and Berthing / Unberthing:
1. In these cases, ship’s position on the ECDIS is compared with other means at
least every one hour.
2. Open/Deep Sea:
1. While the vessel is at open sea, the accuracy of position verification is
checked once every watch.
e. Position verification methods include, but are not limited to, any or combination of the following
methods:
1. Visual observations
2. Radar observations
3. Parallel Index
4. Radar Overlay / ENC Underlay
5. Dilution of Precision (DOP) checking
6. Signal or Carrier to Noise Ratio (SNR or CNR).
f. Whichever of the above methods the OOW may choose to verify the ship’s position, it is necessary
to mark the verification on the ENC. The methods available for plotting the verification on the
ENCs vary depending on the options provided by each ECDIS maker. Options such as “Entering
Position”, “Event Mark” and “User Map Editor” are just a few.
g. Position to be entered in Log Book / Bell Book or ECDIS to be controlled

1. Berthing / Unberthing = ECDIS
2. Approaching = ECDIS / in bell book passing important point (Pilot buoy, breakwater
etc.)
3. Coastal = ECDIS / in Bell Book (proper Land Mark bearing / distance, course
changes)
4. Open Sea = Deck Log Book (120 min)
10. Over reliance on ECDIS should be avoided particularly if detrimental to the keeping of a proper look-out
MNC-33-020F1
Version 11 33. Ship Management - Navigation
Approved by: Fleet Manager Agreed by: QMR Issued by: Joint Managing Director
Vessel: Security Level DRAFT REPORTING VHF / HF / MF Other means

Voyage from berth: Fore m
Voyage to berth: Max Squat Aft m
Voyage No. REQUIRED PUBLICATIONS
Departure: DD: MM: YYYY: 2019 Ocean Passages:
Time: hh: mm: Port Entry:
Cargo: ALRS
Planned ETA DD: MM: YYYY: ATT
Time: hh: mm: by SPD @ ####### List of Lights
BRIDGE TEAM Name Signature NAVAREA:
Master Navtex Stations:
Chief Officer WX Freq:
2nd Officer Av. Speed: kts Minimum Required UKC (m)
3rd Officer DISTANCE: 0.00 nm Date Prepared:
WAYPOINT Latitude Longitude Crs Dist. Leg SPD UKC XTE PFI Nav Mark / P.I. / Wheel Over Paper Chart Sailing Direction Remarks, Hazards, Master's
N°: Name ° ' ° ' ° nm kts m nm min Name Brg Rng only No. Pages Instructions, Manning Level
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
20/07/2005 Lookout
1. Rule 5 of the Regulations for Preventing Collisions at Sea requires a proper lookout to be kept. The
fundamental importance of maintaining a proper lookout cannot be overstressed.
2. In many cases, where Courts investigated the causes of a collision at sea, it was found that a proper
lookout was not kept at the time, the officer being busy with paper work or chartwork.
This cannot be recognized as an excuse, for the officer or Master failing to keep a proper lookout at all
times.
3. When in restricted visibility, a radar lookout should be kept in addition to the other additional
precautions taken as prescribed by the Rules. In cases of collisions in restricted visibility,
American and British Courts have found blameless vessels at fault for not keeping a forecastle lookout.
Of course the Master must be guided by special circumstances such as adverse weather, for not placing
a forecastle lookout.
Please remember that the lives of people depend on a proper lookout.

26/04/2010 Bridge Manning and Allocation of Watches
Objective new description of requirements for bridge manning and watch keeping arrangements
Scope whole company
References STCW Ch. 8, ILO work and rest hour regulations, MN 33-600, MN 32-400
Distribution 1. Office: original with Quality Manager, one controlled electronic copy on the intranet
Records watch plans, work and rest hour records
1. Bridge Manning
1. General
A qualified Officer must stand watch on the bridge together with a rating qualified as rating forming part
of a navigational watch. In the open sea, when steering operates on the automatic mode, the seaman must be
in the vicinity of the bridge, available at all times to the officer on watch. The seaman must stand watch on
the bridge DURING ALL HOURS OF DARKNESS.
When appropriate, a second seaman must be nominated as a reserve for each watch so that a double-watch
may be called in cases of necessity (such as entering/leaving port, entering in congested areas, long
pilotages, restricted visibility etc).
2. Stations entering and leaving port
A responsible Officer and qualified deck hands should attend the mooring stations at the forecastle and aft.
If available, an Officer should be stationed on the bridge to assist the Master.
When entering and leaving ports, hand steering should be operated.
Allocation of station to the Officers is the Master's responsibility.
3. Anchoring
When arriving at an anchorage, the Master should avoid dispatching the officer on watch to attend the
anchoring chores, without having him relieved on the bridge by another officer.
It is preferable that the Chief Officer attends the anchorage station.
4. Communications Officer
Except his statutory watches, the Communications Officer may be required by the Master to keep additional
watches, send or receive messages outside his normal hours and stand V.H.F. listening watch in restricted
visibility, entering or leaving port etc.
2. Allocation of Watches
1. The allocation of navigational watches to deck officers and ratings for both at sea and in port is the
Master's r esponsibility. I n al locating t hese watches the M aster should evaluate the special r equirements o f
the vessel a nd ta ke into c onsideration th e p ersonal a bilities a nd q ualifications o f t he cr ew members
concerned.
2. The M aster s hould c onstruct t he b ridge w atch ar rangements t aking i nto f ull c onsideration t he
requirements of STCW A-VIII/2 & the ILO 180 for work & rest hours as applicable.
3. The company has following guidelines for the sea watch allocation to deck officers:
a. Master and 3 officers: 00-04/12-16 Second Mate, 04-08/16-20 Chief Mate, 08-12/20-24 3rd Mate
b. Master and 2 officers: 00-04/12-16 Second Mate, 04-08/16-20 Chief Mate, 08-12/20-24 Master
c. Master and 2 officers: 00-06/12-18 Second Mate, 06-12/18-24 Chief Mate
d. Master and Chief Mate only: watch sharing on a six-hour basis
26/04/2010 Bridge Manning and Allocation of Watches
Note: For vessels with a Master and two officers, the watch allocation (b) is to be considered as standard.
Option (c) only to be considered by the master when the condition as per MN 33-600 para 1. are obliging the
master to be on the bridge i.a.w. MN 33-600 para 2.1. - the duration of (c) shall be kept as short as possible.
4. In p ort t hese watches may be a mended as p er t he ex isting ci rcumstances and r equirements, but a
certified officer must always be available on board.
5. The M aster s hould not h esitate t o us e t heir di scretion t o change t he hours a nd pl aces of du ty or t o
implement double watches depending on the circumstances and the experience of the officers under their
command.
6. The watch plan must be brought to the attention of all crew members concerned and shall be posted on
the bridge and at a mess room notice board.
Bridge Manning Levels:
Bridge Area/Situation OOW Lookout/Helmsman* Master Pilot

Manning
Level
1 Open Sea √ √ ----
2 Restricted √ √ √
Waters, heavy
weather, fog etc
3 Entering/Leaving √ √ √ √
port
4 Mooring/ √ ----** √ √
Unmooring
5 For Vessels Operating in coastal or dangerous waters without a 3rd Officer (deck)
onboard, and when in area/ situations listed in (2), (3), & (4) above, the Master shall
implement bridge manning levels as necessary and according to his professional
judgment, in order to ensure safe navigation of the vessel but always adhering to the
International rules & regulations for Work & Resting Hours.
Notes:
* Consider if one or both needed according to situation.

**According to Master’s Standing Orders
26/04/2010 Dead Man Alarm System
Objective NEW description o f p rocedures t o b e f ollowed f or t he act ivation an d use o f D ead M an Alarm
Systems
Scope Procedure applies only to ships fitted with Bridge Dead Man Alarm System.
References MN 33-030
Records
1. When the vessel is underway at sea, the bridge Dead Man Alarm System (so called DMAS) shall be
switched “ON”, in order to monitor bridge activity and detect operator disability which could lead to
marine accidents.
2. The bridge DMAS shall be switched “ON” / or “OFF” only by the master and shall be protected against
unauthorized use. As per assessment of the Master, the system can be disabled even while underway at
sea u nder s pecific ci rcumstances l ike: manoeuvring, d rills, o r e mergency s ituations. T he t ime o f
deactivation must be recorded in the deck log book including a statement for the reason of deactivation.
3. Deck O fficers a re to b e fully familiarized in t he o peration o f this system when j oining the vessel a nd
shall endeavour not to let the main alarm sound as this would be distracting for the other off duty crew
members.
4. Masters o f vessels e quipped with DMAS s hall a mend t heir S tanding O rders t o i nstruct the use o f t he
Bridge Dead Man Alarm system at all times when the vessel is underway at sea.
5. The u se o f t he b ridge D MAS d oes not permit the vessel t o o perate w ith t he O OW a s s ole l ookout
during periods of darkness, and Masters are reminded of the company procedures (MN 33-030 Bridge
Manning and Allocation of Watches) with respect to the lookout.
20/07/2005 Duties of the Navigational Officer of the Watch (OOW)
1. When t aking o ver the watch, ei ther at s ea o r at an chor, t he o fficer must make sure t hat al l r elevant
information for the safe and efficient performance of his duties, has been correctly presented to him by the
relieved officer. In no event is he to resume duties, unless all doubts have been eliminated.
2. The w atch-keeping o fficer, w hile i n n avigation o r an chorage, i s n ever t o l eave t he b ridge u nless h e i s
properly relieved either by another competent officer or the Master.
3. The w atch-keeping o fficer will n ot assume d uties u nless he has r ead, understood an d signed t he B ridge
Standing Orders and the Master's Night Orders.
4. When the Mas ter i s p resent on t he b ridge, t he watch-keeping o fficer will r emain i n c harge unless he i s
clearly informed that the Master assumes command. The fact will be recorded in the log book.
5. During ni ght watches the w atch-keeping officer w ill ha ve the s eaman on w atch carry out ho urly f ire
inspections in the accommodation.
6. At the e nd of his watch the officer will hand over to his relief all the necessary particulars concerning the
navigational status of the vessel and make sure that the relieving officer is fully awake and fully understands
the situation.
7. When relieved, the officer must make the appropriate entries in the deck log which are relevant to his watch.
When e xperiencing b ad weather, l abouring a nd p ounding, he avy r olling a nd p itching, engine r acing a nd
anything else that might cause damage, either to the ship or the cargo, due entries must be made in the deck
log.
8. On completion of his bridge watch the officer must make rounds thoroughly examining the situation of the
cargo lashings, anchor lashings, hatch cleats and accesses and an ything specific that needs observation. In
the event of adverse weather, when local inspection is not possible, a search light should be used (only if it
does not hinder navigation) from the bridge wing to visually inspect the decks as far as possible taking good
notice also of any strange sounds under deck that might indicate any dangers. A "Rounds OK" entry should
then be made in the deck log.
9. During these rounds, if anything appears to be in fault, immediate action should be taken to remedy this and
the Ma ster i nformed i f t he fault i s co nsidered s erious o r unusual. T he o fficer making the r ounds i s n ot
relieved of his responsibilities unless proper action was taken to safeguard life and property.
26/02/2014 Changing Over The Watch (Bridge)
Form Purpose Checks to be completed by the Relieving Navigational Officer of the Watch
Distribution Working paper - original does not need to be kept. Log book entry 'Changing over the watch
without AMOS checks as per check list 33-040-F1 completed' would be sufficient as record.
Distribution in
AMOS Fill and File in AMOS
When changing over the watch, relieving officers should personally satisfy themselves regarding the following:
Company Required Checks Y Remarks

1 Standing orders and other special instructions to the Master relating to navigation of
the ship
2 Position, course, speed and draught of the ship
3 Prevailing and predicted tides, currents, weather, visibility and the effects of these
factors upon course and speed
4 Procedures for the use of main engines to manoeuvre when the main engines are on
bridge control and the status of the watch keeping arrangements in the engine room
5 Navigational situation, including but not limited to:
The operational condition of all navigational and safety equipment being used during
the watch;
The errors of gyro and magnetic compasses;
The presence and movements of ships is sight or known to be in the vicinity;
The conditions and hazards likely to be encountered during the watch;
The possible effects of heel, trim, water density and squat on under keel clearance
6 Any special deck work in progress
7 Are all members of the relieving watch capable of carrying out their duties?
8 Other checks, specific to the ship, to be completed by Master
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
20/07/2005 Familiarization with Manoeuvring Characteristics
1. Masters a nd na vigating o fficers s hould b e f ully c onversant with t he manoeuvring c haracteristics o f t heir
vessel.
2. Manoeuvring diagrams, based on the ship's trial results s hould be posted on the bridge with t he following
information:
a. The distance, time and track followed by the vessel, when engines are stopped from full ahead and
other ahead speeds, until the vessel stops completely in the water.
b. The "crash stop" (engines put from full ahead to full astern) distance, time and track.
c. The "turning circle" (time, diameter and advance) the vessel inscribes when rudder is placed hard
over to Port and Starboard at full speed ahead.
d. Critical RPM
e. Manoeuvring speeds both ahead and astern
3. The above information must be shown in both the loaded and ballasted conditions.
4. Clear, simplified instructions accompanied by a schematic diagram (if feasible) of the process of changing
over from the normal to the emergency steering mode, should be posted in the vicinity of the steering wheel
on the bridge, as well as in the steering room and all officers should be fully acquainted with the process.
20/07/2005 Collision Avoidance
1. Since collisions involve danger to life and property and may cause the company, the owner and/or charterer
an enormous financial loss, it is the duty of the Master, the officers and the crew to do everything possible to
avoid such collisions.
2. The Mas ter a nd of ficers on w atch must s trictly obs erve t he pr ovisions of t he Regulations f or Preventing
Collision at Sea.
3. When directed by these Regulations to "give way" to another vessel, they should take as early and as ample
action as possible to avoid any danger of collision. When the company vessel is required to "stand on", the
officer on watch must proceed with caution and if it becomes apparent that the other vessel is not taking any
action i n co mpliance with t he R egulations, t hen he may t ake act ion al one to avoid c ollision - Rule 1 7(a).
Failure to adhere to the R egulations, in t he e vent of a C ollision, th e Company vessel, e ven i f b lameless,
might be obliged to accept a proportion of liability and resulting costs, simply for not complying with the
Regulations.
4. The Master must appraise the professional ability o f his officers and personally supervise situations where
an inexperienced officer is o n watch. In certain cases he may instruct another experienced officer to carry
out such a supervision.
20/07/2005 Navigational Records
1. General
1. Recordkeeping and d ocumentation ar e obligatory an d the most important means in ach ieving a n
efficient ship-shore ship management. Everything concerning the vessel and her staff is subject to
some recording or the other, since it is the only way the cause of events can be traced and followed.
2. Records s hould b e car efully preserved o nboard as t hey ar e ex tremely i mportant, n ot o nly f or t he
history o f the ve ssel, b ut a lso i n the e vent o f a ny legal p roceedings, s hould t hey a rise o ut o f a ny
incident which may occur.
2. Deck Log Book
1. The format of Deck Log Books is decided by the company.

2. Flag S tates ( e.g. C yprus) may r equire a dditionally a n O fficial Logbook which may r equire
endorsement by the Flag State Administration.
3. Masters should ensure that officers fill in the log book correctly and precisely in accordance with
the instructions printed in the first pages of the book.
4. The Master should ensure that the Chief Mate signs the log book daily and countersign same, after
ascertaining the correctness of these entries.
5. The logbooks will be retained on board for at least 5 years.
6. Extracts shall be sent to the company when requested.
7. No erasures are allowed in the logbook. Erroneous entries should be crossed out and initialled by
the person effecting such cross-out. Only the person that made the entry may cross-out the contents.
2. Bridge Movement Book (Bell Book)
1. This book is to be used for the recording of engine telegraph movements (if vessel is not equipped
with a utomatic d ata logger) a nd a ll matters c onnected with manoeuvring, e mbarking a nd
disembarking of pi lots, a nchoring, f astening a nd l etting g o of t ugs, mooring a nd unmooring,
entering and leaving port entrances, rivers, canals etc.
2. The c orrect ti mes a nd n ames o f p ilots ( as i n P ilot Card), tu gboats, be rths, e tc. s hould a lso be
recorded.
3. This b ook s hould co nstitute es pecially i n p ilotage ar eas a n avigational n arrative f rom which
relevant entries may be recorded in the Deck or Engine Log Books.
4. The r ecordings must b e as d etailed as p ossible with courses an d s peeds s o as t o en able act ual
plotting of the ship's track if necessary.
3. Night Order Book (see also 33-010)
1. Every v essel must have a b ook o n t he b ridge where t he Master, b efore r etiring, i s t o en ter h is
instructions to the Officers on watch during the hours of darkness.
2. These instructions will b e in addition to the standing orders that should be already signed by all
officers and posted on the bridge.
3. The Master must specify that his night orders must be read and signed b y the o fficers concerned,
upon taking over the watch.
4. Compass Observation Book: see 33-130
5. Course Recorder
1. When course recorders are used, the time and date of starting and stopping should be marked on the
paper roll.
2. Where, vessels are not equipped with a co urse recorder, a r ecord of changes of courses should be
entered in the deck log, especially when navigating in restricted waters, in pilotage areas and in
restricted visibility.
20/07/2005 Navigational Records
6. GMDSS Log Book (see also 37-210)
1. The Mas ter i s r esponsible for t he p roper maintenance o f r adio r ecords as p er I TU R adio
Regulations, SOLAS Chapter IV Regulation 17 and Flag State regulations.
2. The GMDSS Log Book is normally supplied by the vessel's Accounting Authority and copy pages
of the entries must normally be sent monthly to this authority.
20/07/2005 Navigational Equipment - Operation and Maintenance
1. All vessels managed by the company must be fitted with all necessary navigational equipment as required by
the SOLAS Chapter V and conform to the relevant performance standards adopted by the IMO.
2. All n avigational eq uipment and ai ds ar e ex clusively o perated b y t he d eck d epartment, mainly b y t he

navigating o fficers. Operational procedures are d escribed in the r espective eq uipment manuals and must
be studied, understood and followed closely.
3. Most deck officers have at some stage taken a course of instruction in the theory and operation of the various
equipment and should have the necessary knowledge of making proper and efficient use of such equipment.
Masters should ensure that all watch keeping officers are fully familiarized with all the equipment and
aids o n t he b ridge a nd i f necessary c arry o ut i nstruction s essions until he is fully satisfied t hat such
instruments are correctly and profitably used.
4. The M aster m ust ap point an o fficer ( usually t he S econd M ate) t o b e s pecifically r esponsible f or t he
operational readiness of navigational equipment. This includes changing course recorder paper, echograph
paper, barograph paper, winding of the chronometer (clocks), cleaning and setting of the various instruments
and safely stowing loose equipment when vessel is in port or dry dock.
5. The maintenance required f or navigational equipment by s hipboard staff is u sually minimal and simple.
The m aintenance manuals p rovided b y t he manufacturers s hould b e f ollowed cl osely an d t he r outine
maintenance recommended be carried out to their full.
6. Due to the variety and complexity of these instruments the responsibility for their upkeep and maintenance
is delegated to the Communications Officer or the ship’s Electrical Engineer. In the absence of such officers
the Master will decide which is the appropriate person to deal with fault.
7. For s ervicing t he eq uipment, u sually t he C ompany ap points cer tain s ervicing d epots a t co nvenient p orts
around the world. Should such service or repair be necessary, the Master should make a requisition which
will be reviewed and approved by the Technical Superintendent.
8. If urgent repairs are required the authorised service agents of the manufacturers should be used. T hese are
either l isted i n the eq uipment's service manual o r t raced by t he assistance of the local ag ents. The office
should be informed of such repairs, since further advise may be rendered.
9. Certain eq uipment o nboard m ust b e given s pecial at tention s ince most Administrations co nsider i t a s
statutory as per SOLAS requirements.
15/06/2016 Navigational Equipment - Charts and Publications
1. General
1. The below procedures shall apply to vessels equipped with paper and/or approved electronic charts.
2. Every vessel under the Company's Management must be supplied with all the necessary charts and
publications, covering all the areas where each vessel is trading or may trade. The Company will supply
such charts and publications; however it is the Master’s responsibility to ensure that these suffice for a safe
voyage.
3. Should a vessel receive orders to proceed outside her trading limits, all necessary charts and possible sailing
directions must be obtained through the office or locally as is most convenient and appropriate.
4. All types of Charts and nautical publications should be kept in an orderly way and corrected properly. The
Master must ensure that all the latest navigational information concerning such corrections is obtained by
any means.
2. Correction:
An Officer is to be appointed by the Master, to take charge for the upkeep, correction and filing of the Nautical
Charts and Publications.
3. Guidelines
a. All charts and publications must be listed in a correction log book. (Br. Adm. NP133a).
b. All corrections must be written in such logbook and crossed out when carried out.
c. Chart corrections must be noted on the charts (bottom left corner) and other publications corrections to be
noted on the inside cover as prescribed in each publication.
d. When storing away used charts, all courses must be cleared after consulting with the Master that such
courses are no longer necessary.
e. Alternative arrangements for the recording of corrections to electronic charts and publications shall be
considered as acceptable.
N.B. Position fixes and courses must never be erased from the route charts or the ECDIS computer memory
until the voyage is completed and the Master gives his consent.
4. Guidelines for vessels using approved electronic charts
a. On vessels where ECDIS is the primary navigational system, the master must ensure that all Officers have
completed generic ECDIS training and hold the appropriate certificate.
b. In addition, the Master shall ensure that all Officers have completed a type specific training course and
possess a valid certificate and/or are suitably familiarized with the specific ECDIS equipment before using
it and this shall be documented on board.
c. Where approved electronic charts are not available for a specific locality then a paper chart must be carried
on board and be corrected as described above.
5. ECDIS Settings & Safety Parameters
The following ECDIS settings must be entered at the passage planning stage:
a. Shallow Contour: Next contour shallower than safety contour (see below)
b. Safety Contour: Ship’s draft + squat +UKC allowance – Ht of Tide
c. Safety Depth: Ship’s draft + Squat
d. Deep contour: Twice ship’s draft
e. Cross track limit line (XTL): sea >1 nm/Coastal passage :> 0.3 nm/channel passage:1/4 of channel width
f. Off course alarm: > 10⁰
g. Early course change indication: sea passage > 6 min; coastal < 2 min
h. Closest Point of Approach (CPA) limit: sea passage > 1 nm / coastal > 0.3 nm
i. Time to the Closest Point of Approach (TCPA) limit: > 6 min
15/06/2016 Navigational Equipment - Charts and Publications
j. Guard zone/safety frame/ look ahead for deep sea, coastal waters and ports limits (navigational danger)
must always be set from time of BoSP to EoSP,
k. Under keel clearance corrections regarding CATZOC ENC accuracy at all stage of sea passage are
properly adjusted.
6. Guidelines for vessels using electronic charts as a ‘secondary’ navigational system.
Vessels which are not using ECDIS as the primary navigational system must ensure that the vessel navigates
using paper charts and the ECDIs unit is clearly marked with the sign below:
NOTICE TO ALL OOW FOR ECDIS:
NOT TO BE USED FOR NAVIGATION.
FOR TRAINING PURPOSES ONLY.

28/01/2014 ECDIS On Board Training Record
Officer’s name/ Rank : Vessel name :
ECDIS Manufacturer and Serial number of ECDIS

model used during familiarisation
Distribution in AMOS Fill in AMOS, attach scanned signed document and File in AMOS
Item Supervised Date /

by Signature
GENERAL
Correct method of starting up and shutting down the ECDIS unit and understand
1. which setting and parameters are saved in the event of improper shutdown or
system failure. Understand ‘UPS’ arrangements for power supply.
Familiarity with the following device specific items
1. Screen layout options display and cursor options
2. Controls
3. User menu / interface /User manuals – location.
4. Shortcut keys / keyboard shortcuts
2. 5. Hardware controls / switches
6. Quickest means of determining ‘own-ship’ position
7. Single action keys
3. Identify all automatic safety monitoring functions for position, heading, course,
speed and depth safety values
Determine the means of carrying out the following;
1. Set system units
2. Scroll
3. Zoom
4. Centre on ship
4. 5. View cursor data
6. Select the Best Scale Chart and understand dangers of ‘overscaling’
7. Select Autoload and Autoscale
8. Select a particular scale
9. Select dispay ‘base’ and ‘standard’ display.
10. Check information concerning ‘own’ vessel such as dimensions are
correct
PRESENTATION OF DATA
Determine the correct way to set and display the following
1. Day, Dusk and Night palettes
2. Brightness and contrast
3. Safety Depth and Safety Contour
4. Shallow and Deep Contours
5. Two and Four colour contour depth shades
5. 6. Traditional and Simplified symbology
7. Know how to find magnetic variation
8. Select Base, Standard, all other information and any Custom or
Additional display settings
9. Understand ‘route-monitoring’ and ‘route planning’ mode.
10. Configure display settings
11. Save configured settings
12. Zone of Confidence (CATZOC) information
13. Know how to use ‘Pick’ reports and access the Presentation Library
14. ECDIS offset for max view ahead
15. Positional offset
16. Switch over procedure after position input signal loss from DGPS.
SAFETY SETTINGS
6. Establish how alarms and indications or warnings are generated and where they
are displayed
7. Establish how to acknowledge an alarm, indication or warning. Understand
dangers of setting alarm ‘mute’.
8. Establish where alarms, indications or warnings can be viewed after they have
been acknowledged
CHART MANAGEMENT
9. The correct means of installing licenses permits and charts on the system
including the use of the Admiralty
Digital Catalogue including Transit, Regional and Port folios. Understand Base
and Update CDs.
10. The method of determining whether the installation of the above items was
successful
11. Determine how to access the chart menu and differentiate between different
chart products installed
12. Determine the system’s criteria for automatic selection of charts and how the
select charts manually
13. How to check the status of an electronic chart (last update)
14. The correct method of performing an update of ENC (Vector) and RNC (Raster)
charts
15. The method of applying manual corrections and updates
16. Know how to load base data.
17. Understand procedure to get additional chart permits.
18. Determine how to find, view corrections, updates and notices to mariners
19. The correct means of viewing AIO (Admiralty information Overlay) and T&P
overlays
HANDOVER PROCEDURE WITH ECDIS
The OOW is responsible to the operation and management of ECDIS during his
A or her watch. Therefore, a comprehensive handover of the system is essential
before taking over the watch. If the relieving or relieved officer is in any doubt as
to the state of the ECDIS configuration, the responsible officer should be
consulted.
It is good practice to annotate on the ECDIS console the configuration in force,
B that is to say whether it is set up for Confined Waters, Coastal or Open Ocean.
The relieving officer is to check the system setup to view any changes or errors in
setup
When taking over the watch, the relieving officer is to confirm the position of the
C ship by taking a manual fix. Whenever possible, this fix should be by means
independent of the Primary Position Source – for example a visual fix or with
radar and the use of RIO (radar image overlay) if available.
Upon handling over the watch, the following actions must be performed
 Fix the position of the vessel and ensure that the ECDIS is correct
 Ensure that the correct display setting is shown
 Ensure that the correct route is loaded in Route Monitoring
 Ensure that the secondary route is loaded into the route editor, where
required
 If True motion mode is selected, check that Look Ahead is correctly
configured
 Verify that Safety Depth and Safety Contour settings are correct
 Ensure that the anti-grounding cone is set in accordance with the
prevailing circumstances
 Ensure that XTD (cross track deviation) is set correctly
 Ensure that vectors are correctly configured
 Ensure that the most appropriate and the best scale is selected and in use
 Ensure that the displayed chart is the most recent available and properly
connected
 Review all chart notes

 If the ECDIS is in raster chart mode, check the datum
 If the ECDIS is in raster chart mode, ensure that the paper chart backup
is available
DECLARATION
I hereby certify that this type specific familiarisation training was conducted on board under the Master’s supervision and
guidance, and in accordance with the company’s and the Manufacturer’s instructions, using the ship’s equipment as
detailed at the top of this form
Master’s Name and Trainee’s Name and

Signature: Signature:
Date:
Comments or remarks:
26/09/2016
Publications on Board - Company Minimum
Requirements
Objective description of the minimum requirements for publications to be carried on board and the applicable method
of supply
Scope whole company
References 1. IMO, ILO, WHO and ITU regulations
2. Flag and Port State requirements
2. Vessel: one controlled electronic copy by the Master (AMOS EMS or CD)
1. Following publications shall be carried as minimum on board of:

A. All vessels,
B. Bulk carriers,
C. Container vessels,
G. General cargo vessels,
DG. Carrying Dangerous Goods,
As reference and guidance documents.
2. This list is correct at the time of publication. New editions shall be obtained from the listed supplier as soon as they
become available - vessels enrolled with the Global Navigation Solution (GNS) will receive new editions automatically.
3. Please advise any corrections or suggestions to the DPA or the Quality Manager, Marine Superintendent. This list will
be frequently reviewed and updated.
For Publication Required by / Remarks Supplier

A Shipboard Manual (electronic version from Marlow Marlow
and MCC-Fleet Circulars: Navigation)
 Deck Circulars
 Engine Circulars
 Security Circulars
 National & Port State Requirements Circulars
A Marlow Navigation Crew Department: (electronic version from Marlow Marlow
CD-V Circulars and SC Forms Navigation)
A Ship Specific Procedures including Marlow
1. SOLAS (Life-Saving Appliances) Training Manual
(Brindle form via TGNS)
2. Fire Training Manual (Brindle form via TGNS)
3. Fire Safety Operational Booklet (To be placed in the
fire training Manual).
4. Cargo Securing Manual (cargo vessels only)
5. SOPEP or SMPEP
6. Garbage Management Plan
7. Ballast Water Management Plan – (Some countries
require the Plan to be Class Approved –Contact DPA)
8. Ship Security Assessment and Plan (SSA & SSP)
9. Vessel Response Plan (VRP) – (vessels calling USA
only)
10. Panama Canal SOPEP (PC-SOPEP) – (vessels calling
Panama only)
11. Security Guidance for the Marlow Fleet for Avoiding
Piracy and for Dangerous Ports & Anchorages
12. Procedures for Change over to low-sulphur fuel prior to
SECA areas entry
A Ship Specific Vessel's Drawings and Operating/Maintenance A separate inventory shall enlist all Marlow
Manuals drawings and equipment manuals originally
supplied for the new building and
incorporate also any equipment that was
installed afterwards (regular review)
A IMO Circular 'Revised List of Certificates and Documents Marlow
Required to be Carried on Board Ships'
A P&I Club - Guidance & Correspondents Marlow
A Classification Society - Contacts Booklet Marlow
A IMO Load Lines Convention Cyprus DMS Circular 08/2001 GNS
26/09/2016
Requirements

A IMO Int. Conference on Tonnage Measurement of Ships, Cyprus DMS Circular 08/2001 GNS
1969
A IMO SOLAS 1974 Convention, Consolidated Edition, and Cyprus DMS Circular 08/2001 GNS
1. ISM Code & Guidelines
2. ISPS Code OLD SOLAS EDITIONS SHALL BE
3. Fire Safety Systems (FSS) Code KEPT ON BOARD BUT MARKED AS
4. Life Saving Appliances (LSA) Code SUPERSEDED - OLD REGULATIONS
5. Graphical Symbols for Fire Control Plans MAY STILL APPLY TO CERTAIN
6. Life Saving Appliances Symbols VESSELS
7. SOLAS Amendments
A IMO Pocket Guide to Cold Water Survival Cyprus DMS Circular 08/2001 GNS
A IMO MARPOL 73/78, Consolidated Edition Cyprus DMS Circular 08/2001 GNS
A IMO MARPOL Annex VI and NOx Technical Code GNS
A IMO Safe Use of Pesticides in Ships Cyprus DMS Circular 08/2001 Website GNS
A IMO Convention on Facilitation of International Maritime Website – abt. 50 pages office only GNS
Traffic (FAL)
A IMO STCW Convention with amendments Cyprus DMS Circular 08/2001 GNS
A IMO Standard Marine Communication Phrases (SMCP) paper booklet GNS
A IMO Guidelines on Fatigue Website – abt. 105 pages office only GNS
A IMO/ILO Guidelines on Seafarers' Hours of Work or Rest Website – abt. 18 pages office only GNS
A ILO Conventions Cyprus DMS Circular 08/2001 Marlow
A UK MCA Code of Safe Working Practices for Seamen Non-Cyprus Flag Vessels GNS
A Cyprus Code of Safe Working Practices for Seamen Cyprus Flag Vessels Marlow
A ILO/IMO/WHO International Medical Guide for Ships, 1989 Cyprus DMS Circular 08/2001 GNS
A UK MCA 'The Ship Captain's Medical Guide' Marlow
A IMO International Code of Signals SOLAS Ch.V Reg. 21 GNS
A ITU Manual for Use by Maritime Mobile and Maritime ITU Radio Regulations App. 16 (VA/7) GNS
Mobile-Satellite Services
A ITU List of Coast Stations (List IV) with amendments - ITU Radio Regulations App. 16 (VA/6) GNS
DVD
A ITU List of Ship Stations (List V) with amendments - DVD ITU Radio Regulations App. 16 (VA/6) GNS
A IMO GMDSS Operating Guidance Card GNS
A GMDSS Manual IMO GNS
A IMO International SafetyNet Manual Cyprus DMS Circular 08/2001 GNS
A IMO NAVTEX Manual Cyprus DMS Circular 08/2001 GNS
A IMO/ICAO IAMSAR Manual - Vol. III (Mobile Facilities) GNS
G/C/B IMO IMDG Code with Only vessels with DOC for Dangerous GNS
1. IMDG Code Supplement Goods
2. Wall Chart: IMDG Labels, Marks and Signs
G/C/B IMO Code of Safe Practice for Cargo Stowage & Securing GNS
(CSS)
G/C/B IMO Guidelines for the Cargo Securing Manual GNS
G/B IMO Safe Practice for Ships Carrying Timber Deck Cargoes GNS
G/C International Convention for Safe Containers (CSC) GNS
B IMO Enhanced Surveys of Bulk Carriers and Oil Tankers GNS
B IMO Code of Safe Practice for Solid Bulk Cargoes (BC Former BC code GNS
Code)
B IMO Safe Loading and Unloading of Bulk Carriers (BLU) GNS
Code
B IMO International Grain Code GNS
A IMO International Conference on the Suppression of Website or Office only GNS
Unlawful Acts against the Safety of Maritime Navigation
(SUA), 1988
A IMO Resolutions and Circulars on Maritime Security Listed in the Ship Security Filing System Marlow
A IMO Collision Regulations (COLREGS) Cyprus DMS Circular 08/2001 GNS
A UKHO The Mariners' Handbook (NP 100) SOLAS Ch.V Reg. 27 & UK SI 2647/1998 GNS
A Nautical Almanac (NP314) SOLAS Ch.V Reg. 27 & UK SI 2647/1998 GNS
A Navigational Tables SOLAS Ch.V Reg. 27 & UK SI 2647/1998 GNS
26/09/2016
Requirements

A UKHO Chart Catalogue (NP 131) SOLAS Ch.V Reg. 27 & Cyprus DMS Circ. GNS
08/01
A UKHO Chart Correction Log (NP 133A) SOLAS Ch.V Reg. 27 & Cyprus DMS Circ. GNS
08/01
A UKHO 'How to Correct Your Charts the Admiralty Way' SOLAS Ch.V Reg. 27 & Cyprus DMS Circ. GNS
(NP 294) 08/01
A UKHO Symbols and Abbreviations (NP 5011) SOLAS Ch.V Reg. 27 & Cyprus DMS Circ. GNS
08/01
A UKHO Guide to ENC Symbols used in ECDIS (NP5012) ECDIS equipped vessels only GNS
A UKHO Guide to Practical used of ENCs (NP234) ECDIS equipped vessels only GNS
A UKHO IALA Buoyage System (NP 735) SOLAS Ch.V Reg. 27 & Cyprus DMS Circ. GNS
08/01
A UKHO Navigational Charts SOLAS Ch.V Reg. 27 GNS
(charts from other publishers may be obtained if required but UK SI 2647/1998 – as required by trading
must then be duly corrected with the publisher’s NtM’s) area
A Official Electronic Navigational Charts (ENC’s) for ECDIS ECDIS equipped vessels only GNS
A UKHO Notices to Mariners SOLAS Ch.V Reg. 27 & UK SI 2647/1998 GNS
(complete with Cumulative List and Annual Summary)
A UKHO Ocean Passages for the World (NP 136) GNS
A UKHO Admiralty Distance Tables (NP350(1-3)) GNS
A UKHO Admiralty Lists of Radio Signals (ALRS) ITU Radio Regulations App. 16 (VA/4) GNS
- Volumes 1-6 (for Vol. 3 & 6 applicable parts only) UK SI 2647/1998
A UKHO Admiralty Lists of Lights and Fog Signals SOLAS Ch.V Reg. 27 & UK SI 2647/1998 GNS
- as applicable for the vessel’s trading area
A UKHO Admiralty Sailing Directions (Pilots) SOLAS Ch.V Reg. 27 & UK SI 2647/1998 GNS
A UKHO Tide Tables and Tidal Stream Atlases SOLAS Ch.V Reg. 27 & UK SI 2647/1998 GNS
A ICS Bridge Procedures Guide, 4th ed.2007 GNS
A Ships Routering IMO GNS
A Flag Administration Shipping Legislation FLAG Marlow
A Flag Administration Circulars/ Directives & Informational FLAG Marlow

Letters
A Flag Administration Official Log Books and Ship's Articles FLAG Marlow
(if those are required by the vessel’s Flag)
USA Code of Federal Regulations (CFR) USCG – Latest edition cannot be GNS
Traders - selected parts of volumes 33, 46 & 49 downloaded from website
USA USCG/CBP 96-hours Notification Form vessels calling US ports only Marlow
Traders (free electronic version from DHS web site)
A BIMCO: The Ship Master’s Security Manual Office only GNS
A Navigation through Danish Waters Marlow
A Controlled Drugs Register Guidance Marlow
A ILO MLC 2006 Flag (electronic version) Marlow
A ILO Publication: Accident Prevention of Sea and in Port Flag (electronic version) Marlow
A ILO Publication: Ambient Factors in the Workplace Flag (electronic version) Marlow
A WHO: Guide to Ship Sanitation (Third Edition) Flag (electronic version) Marlow
A ILO: Recording & Notification of Occ. Accidents and Flag (electronic version) Marlow
Diseases
DG Medical First Aid Guide for use in Accidents involving Ships carrying Dangerous Goods only Marlow
dangerous Goods (MFAG) latest edition (IMO) (electronic version)
A IMO MSC-MEPC.2/Circ.3 of 5 June, 2006 “Guidelines on Flag (electronic version) Marlow
the Basic Elements of a Shipboard Occupational Health and
Safety Program”.
A Cyprus Laws implementing the MLC, 2006 MLC, 2006 Cyprus Flag only (electronic version) Marlow
Ratification Law.
A ICS Guide to Helicopter/Ships Operation GNS
22/06/2016 Charts and Publications - Update Services
Objective description of procedures for chart and nautical publications update services
Scope vessels enrolled with an approved update service
References 33-110, 33-110R1
Records supplier assessments - inventory, communication, requisition and delivery records
1. Definitions
1. 'active' chart/publication: The chart/publication is essential for the current operations of the vessel and
must be on board in the latest edition and fully corrected. New editions will be automatically supplied
by TGNS without the need of a formal requisition from the vessel or the Purchasing Section.
2. 'passive' chart/publication: The chart/publication was supplied for a previous trading area and its edition
is still valid, but it is not required for the current operations anymore. If the chart/publication normally
requires corrections
a. the capacity of applying such corrections must be maintained (e.g. via the ship's Notices to
Mariners archive),
b. it must be clearly marked as 'not corrected' and
c. it shall be stored separately from active charts/pubs to avoid accidental uncorrected use.
3. 'obsolete' chart/publication: An edition of a chart/publication that was superseded by a new edition or a
different chart/publication and that must not be used anymore as reference because it contains outdated
information. Normally such charts/publications shall be destroyed - if the Master decides to keep
them for whatever other purpose the must be clearly marked as 'obsolete'.
2. Chart and Nautical Publications Update Service
1. Under the service agreement the approved Chart and Nautical Publications Update Service will
provide the following:
a. issue of a certificate to each vessel confirming the coverage by the service
b. maintenance of an index of all active/passive charts for the vessel together with approved
electronic charts and ARCS charts as appropriate.
c. automatic supply of a weekly chart correction list by email
d. automatic supply of Notices to Mariners, chart correction tracings and new editions of active
charts/publications and ECDIS chart correction cds/data files without explicit requisition from
the vessel or the company office (pre-shipment delivery notes will be sent to the Purchasing
Section for approval, office order number assignment, AMOS database entry and delivery
instructions)
e. supply of chart indexes on demand per email (quarterly or in cases of major alterations)
f. read-only access to the current vessel indexes via internet for the company office
2. Any direct communication sent by the approved Update Service to the vessel shall be copied to the
Purchaser.
3. Responsibilities of the Vessel’s Crew
The Master and the designated Watchkeeping Officer are responsible for
1. ensuring that the vessel is equipped with all charts and publications necessary for its trade and
operations in accordance with IMO, flag state, port state and company requirements
2. the timely requisition of any additional active charts/publications which may be necessary and are not
yet on board or in passive status via a ship's order through the Purchasing Section
3. the updating and correcting of the Ship's Index of the vessel including
a. the complete listing of all active and passive charts and publications on board (apart from
those which must be supplied by the office directly), including emergency supplies from
other suppliers,
b. the correct active/passive status assignment to each chart/publication in order to avoid
unnecessary supplies,
c. the prompt removal of obsolete charts/publications from the ship's library and the Update
Service Ship's Index
22/06/2016 Charts and Publications - Update Services
d. the conduct of inventory check is against a newly supplied electronic Update Service Ship's
Index (quarterly or after a major change in the trading area)
e. for vessels using ECDIS as the primary navigational system, to ensure that the charts are
updated and corrected and that paper charts are available for localities where there is no
approved electronic chart coverage.
4. the timely correction of all active charts/publications in accordance with the Update Service weekly
correction lists and the submission of completion reports to Update Service (email reply)
5. the verification, follow-up and confirmation of receipt of supplies (direct email to Update Service in
copy to the Purchasing Section)
6. the prompt report of all service irregularities to the Purchasing Section
4. Responsibilities of the Purchasing Section
The Purchasing Section is responsible for

1. the up-to-date maintenance of the outfit management service contract and its attachments (advice on
vessels joining or leaving the management, name changes, procedural changes etc.)
2. the monitoring of the service performance
3. the checking and approval of Update Service pre-shipment delivery notes (in cooperation with the
Marine Superintendent) along with the assignment of requisition numbers and the issue of delivery
instructions
4. the approval and arrangement of the vessel's requisitions for additional active charts/publications (which
are not already on board in passive status) after consultation with the Marine Superintendent
5. downloading and emailing urgent chart corrections to the vessels if requested by the Master (e.g. in
response to the weekly chart correction list email)
6. the supply of approved electronic chart access data as needed as well as the renewal of license
subscriptions in co-operation with the Marine Superintendent.
5. Shipboard Inventories for Charts and Publications
1. Vessels with the Chart and Nautical Publications Update Service shall use the Update Service index
as working tool and maintain it up-to-date by advising the Update Service on any changes that need
to be made.
2. Shipboard manual and publication inventory forms shall be limited to manuals and publications not
forming part of the Update Service index.
6. Maintenance of the Office Library
1. Key publications of the office library are also enrolled with a Chart and Publication Update Service.
2. The Quality Manager is responsible for the correct maintenance of the library and the corresponding
Update Service Index.
20/07/2005 Steering Gear
1. Most vessels operated by the Company are fitted with either of two main systems of steering control
equipment, namely the "all-electric" and the "electric/hydraulic".
Both systems have both hand and automatic pilot facilities and an independent "auxiliary" electric or
hydraulic system incorporated in them.
2. In cases when vessels are fitted with hydraulic control, this mode of steering should be used whenever
the vessel is maneuvering in restricted waters or under pilotage, in preference to the electric mode.
3. Whatever the steering mode fitted, all vessels should frequently test their "auxiliary" steering and when
opportunity arises (in open waters) helmsmen and ship's staff should familiarise themselves in the
change-over procedure and practice in steering the vessel on this mode. In doing so, officers and staff
should follow closely the operation and maintenance manuals of the system concerned. (See also
SOLAS 74 ch.V Regulation 19-1 and 19-2).
Recording: The "auxiliary" steering must be tested at least once every three months and such
testing to be recorded in the Deck Log.
20/07/2005 Compasses
1. Gyro-Compass and Associated Equipment
1. The N avigational O fficers ar e r esponsible t o m aintain t he g yro co mpass an d al l t he a ssociated

equipment (repeaters, azimuth mirrors etc.) in a good operational condition.
2. Gyro compass erro rs by as tronomical an d t ransit obs ervations s hould be t aken a nd r ecorded a t
least once a watch or whenever weather permits.
3. No special maintenance is required except for the normal check-ups and services as prescribed in
the manufacturer's operational and service manuals.
4. The company will arrange for an annual service by an authorised technician.
5. At t he o utset o f a v oyage, t he M aster will ap point a d eck o fficer t o en sure t hat t he co mpass i s
properly settled on heading and the steering, bearing, radar, course recorder, satellite navigation and
all other repeaters are accurately synchronised with the master gyro.
6. Course recorders should also be synchronised with the ship's time.
2. Magnetic Compass
1. Once t he magnetic co mpass i s ad justed an d the d eviation car d i s co mputed, n o o ther special
maintenance i s r equired o ther t han safekeeping t he b innacle k eys, t he s pare magnets an d t he
adjusting material and covering the compass card to protect it from exposure to strong sun rays and
humidity.
2. Masters must en sure t hat o fficers ch eck an d r ecord at l east o nce a watch o r whenever co urse
alterations are made, t he standard deviations of the co mpass. T his is very important i n deciding
when the compass needs adjustment.
3. The Company will arrange a compass adjustment if deviations surpass the limits.
3. Compass Observation Book
1. The company will supply a Compass Observation Book

2. As mentioned above, observations of gyro compass errors and standard deviations should be made
at least once a watch whenever weather permits and when course alterations are made and recorded
there.
20/07/2005 Radars and ARPA
1. Although r adar i s highly r ecommended a s a means of l ookout ( rule 5 of t he R ules of t he R oad) a nd very
valuable in restricted visibility (Rule 19 of the Rules of the Road) it is company policy that Masters should
ensure the proper use of radar as a navigational aid and not a replacement for lookout.
2. Masters, t herefore, i n d eciding when t o use r adar ( this ap plies p articularly when a vessel i s not i n f og)
should make sure beyond any doubt that they are justified in not having the radar already operational.
3. All Navigational Officers should be fully conversant with the operation of the radar(s) and be able to acquire
the best possible results on the P.P.I. and if they need to practice for this, the Master should ensure that such
practice is available to them, since radar can be of best help only if operators are trained to make the correct
interpretation of the display, especially in restricted visibility.
4. Operating manuals supplied on board usually offer useful instructions of how to obtain optimum results in
different meteorological conditions and these should be studied carefully.
5. Plotting by radar gives the most accurate information regarding the course, speed and nearest approach of
other ve ssels. I f t his i nformation i s used a nd e arly a nd p ositive a ction i s ta ken, e specially i n r estricted
visibility, a lot of collisions or near collisions can be avoided. The Master should ensure that all navigational
officers are well trained in plotting a nd in restricted waters and visibility it may be required to appoint an
extra officer on the bridge to deal with the plotting.
6. Maintenance of the radars must be carried out by a designated officer, but if not available, then the Master
should place t his d uty in t he hands o f a technical person. I t i s r ecommended, h owever, that if any faults
occur and these cannot be eliminated according to the service manual, then the instrument should not be
tampered with until a shore specialist is called in at the first available opportunity.
08/01/2007 VDR Operational Instructions
1. The responsibility for activation (recording) and the retrieval of data lies on the Master. A relevant sign
should be posted on the VDR console mentioning: "ONLY THE MASTER/ DUTY OFFICER CAN
ACCESS THE VDR CONSOLE, TO ACTIVATE BUTTON, OR RETRIVE DATA"
2. When the VDR record button is pushed, the Master should immediately make sure that the data are
retrieved from the VDR and saved on DVD (or other media) to be later dispatched to the Company for
analysis.
3. If the Master cannot retrieve the data right away after the VDR record button is pushed, then he should
make sure that the button is NOT pushed again (either on purpose or accidentally), until the data are
safely recorded on a DVD or any other media.
4. The following actions should be taken by the Master after the VDR button is pushed in order to prevent
the possibility of accidental deletion of data:
a. Inform ALL Officers/crew (which have Bridge access) that the particular button MUST NOT
be pushed by anyone. Only Master can access it.
b. If the VDR button is equipped with flip open lid which provides with means to secure it, then
the Master should proceed and secure it.
c. If not, then the Master should cover the button with a sign, warning all crewmembers with the
text: "DO NOT TOUCH - Only the Master is allowed access".
20/07/2005 Navigation Lights and Signals
1. Navigation Lights and all other Signal Lights on the "Christmas Tree" or elsewhere are fitted on your
vessel according to the requirements of the Regulations for preventing Collisions at Sea and Masters
should ensure that these lights continue to comply with such Regulations.
2. All spare lights, screens and oil lamps required by the Regulations should be kept in readiness for
immediate use. Sufficient spare navigation lamp bulbs should be carried and strictly used for navigation
lights only.
3. Maintenance of all spare lights and testing of all operational lights is to be done by the deck Department
and any malfunctions hitherto must be dealt with by the Electrician or Engine staff as per Chief
Engineer's instructions.
15/06/2016 Daylight Signalling Lamp
All ships are supplied with a Daylight Signaling Lamp (as per SOLAS Chapter V, Regulations 19), which are
capable of working both from the ship's mains and from an independent power source - a battery.
The Deck Department is responsible for the proper stowage and maintenance of this Lamp and the proper charging
of the battery, in accordance with the Manufacturer's instructions.
This Lamp must have at least three spare bulbs, stowed if possible in the lantern box. Both the battery and the
Lamp must be stowed on the bridge in an easily accessible place.
26/04/2010 Restricted Visibility
Objective NEW description of navigational procedures in periods of restricted visibility

Scope vessels
References COLREGS, 33-030, 32-400
Records navigational records
1. As prescribed by the Regulations for Preventing Collisions at Sea, 1972 in Rules 6 and 19 (b), vessels, when
in restricted visibility, should proceed at a safe speed having due regard to the existing circumstances and
conditions. E verything p rescribed i n t he s aid R ules r efers t o cau tious navigation. R adar as a means o f
detecting o ther vessels i s a necessary ai d a nd p roper p lotting s hould b e car ried out o f a ll ta rgets ( if
circumstances permit) around the vessel's immediate route.
2. In most cases where collisions occurred between vessels in restricted visibility, the principal contributing
factors were:
1. Misinterpretation of radar information.
2. Failure to establish a " safe speed" f or t he vessel, having d ue r egard t he r elevant factors ( as
prescribed in rule 6 of the regulations).
3. Failure t o r educe s peed t o a minimum " steering s peed" or t o s top en gines a nd n avigate with
caution, when a fog signal is heard forward of the beam and failure to take the way off the vessel
(above prescribed by Rule 19(e) of the Regulations)
4. Preference to alter course rather than stop the engines and/or using sound signals otherwise meant
for vessels in sight of one another. (The sound signals authorized by Rule 34(a) are for vessels IN
SIGHT o f o ne an other, whereas s ound s ignals p rescribed b y Rule 3 5 ar e f or v essels i n r estricted
visibility).
3. The necessity to adhere to the Regulations for Preventing Collisions at Sea cannot be overstressed.
4. A proper lookout by sight and hearing and other navigational means (radar) as prescribed by Rule 5, should
be maintained at all times.
5. Precautionary measures, such as maintaining the proper functioning of all the navigational aids (especially
radars) and having constant appraisal of the situation in the vessel's immediate vicinity could always come in
useful when entering a restricted visibility area.
6. Charts and publications such as sailing instructions, Mariner's Handbooks, Meteorology for Seamen, which
are av ailable in t he b ridge's l ibrary, s hould b e co nsulted b y M asters a nd navigating o fficers. T hese
publications r efer a lso t o pos sible fog a reas a nd e xplain t he M eteorological c ondition under which fog
formation is possible. Of course weather forecasts should be followed closely, be it via shore radio stations
or ship stations.
7. Following guidelines shall be adhered to

1. In restricted visibility, the Master should always be on the bridge however if extended periods prevail,
the Master can be replaced on the bridge by another qualified and experienced deck officer.
2. The de cision of t he M aster shall al ways be t aken af ter considering safety of n avigation, an d f ull
compliance with STCW95, procedures for bridge manning levels (MN 33-030) and the International
rules & regulations for Work & Resting Hours.
3. An additional officer may be posted on Radar lookout and carry out plotting.
4. The v essel s hall p roceed in m oderate s peed with the e ngines b eing o n s tandby for i mmediate u se i f
required.
5. Constant VHF listening watch should be kept.
6. An additional lookout should be placed on the forecastle if circumstances require/permit.
20/07/2005 Heavy Weather or Seas
1. In heavy seas the speed of the engine has to be reduced to the extend where heavy pitching, heavy vibrations
and turbo blower surging are avoided. In doing so, however, critical revolutions must be avoided.
2. It is th e sole r esponsibility of the Master to reduce the s peed or pitch, h owever, the Chief E ngineer will
advise the Master, should he deem a reduction necessary.
16/06/2014 Heavy Weather Checklist
Purpose To be prepared whenever heavy weather is expected

Distribution Navigational records, Log book entry “heavy weather chckl 33-270-F1 completed”
Vessel: Date: Place:
1. All compartments are informed about the weather conditions.
2. Safety Inspection Deck, Engine, Cargo. Accommodation conducted and all moveable objects secured.
3. All hatch covers, portholes and doors closed and tight.
4. Voyage planning incl. speed & course are adjusted.
5. Safety briefing crew concerning heavy weather conducted.
6. Weather reporting monitored.
7. All concerned parties are informed – owners, charterer, crew manager, supplier etc.
8. Master standing order / night order are adjusted.
9. Collecting of evidence – reports, records, VDR, ECDIS, pictures, movies, etc. are prepared.
1. _ __________________________________________
2. _ __________________________________________
3. _ __________________________________________
4. _ __________________________________________
Remarks:
Signature Watch Officer Signature Master:
1. _ __________________________ _ ____________
2. _ __________________________
3. _ __________________________
20/07/2005 Tropical Storms
1. Except for exceptional local severe storms, the areas affected by tropical storms are dealt with in the Sailing
Directions and Masters should refer to these publications for relevant information.
2. When navigating in waters where tropical storms are either developing or in process, Masters should take all
reasonable seamanlike precautions to avoid entering in the course of such storms or adjust speed and course
of the vessel, in order to avoid the strongest winds and seas.
3. The necessity to follow closely the weather reports on such storms cannot be overstressed. Masters should
keep a constant radio watch for updated details concerning the track and strength of such a storm. If the
Master d eems necessary to c ontact a shore s tation for i nformation a nd/or ad vice, he s hould do so w ithout
hesitation.
17/01/2019 Ice Navigation
Objective Description of ice navigation procedures

Scope Ice Class vessels
References SOLAS Chapter V, Polar Code
Records Navigational records
Paramount Clause
Before entering ice dangered areas (e.g. areas out of INL), the company must be informed immediately in order
to arrange appropriate insurance cover and other precautions!
1. General
1. Form 33-290F2 (Checklist for operation in Ice covered waters) should be completed before operating
in ice covered waters and a logbook entry shall be made.
Form 33-290F1 shall be completed by the Officer on watch on each occasion that ice is encountered and a
log book entry shall be made.
2. The International Convention for the Safety of Life at Sea (SOLAS) 1974, Chapter V, Regulation No.6 as
well as appendix to Chapter V refers to Ice Patrol Service near ice and Masters are kindly requested to
follow up with recommendations.
3. Ice is an obstacle to the progress of any vessel, and is dangerous to vessels not specially equipped or
constructed for ice navigation.
4. The most serious danger to a ship in ice is pressure, which may result in damage to the hull or ship’s
bottom. The risk is greatest in close or concentrated pack ice. The danger is also present close inshore
where there may also be a danger from the vessel being beset and drifting into waters dangerous to
navigation.
5. Navigating in high latitudes, directions change fast, meridians converge, and excessive longitudinal
curvature renders the meridians and parallels impracticable for use as navigational references. All time
zones meet at the poles, and local time has little significance. Sunrise and sunset, night and day, as they
are known in the temperate regions, are quite different in Polar Regions.
6. Polar charts are largely based on air photography without adequate geodetic control or triangulation, so
that the geographic positions of features are unreliable. Soundings, topography, and all navigational
information is scarce in most parts of the Polar Regions.
7. Fog, which is most frequent when the water is partly clear of ice, low cloud ceilings, and the ice itself all
add to the difficulties of navigation.
2. Signs of Ice Proximity

1. When passing through open water, where no ice is visible, it is sometimes possible to determinate the
presence of pack ice in the vicinity by certain signs. Ice blink can reveal the presence of pack ice.
2. Detention of ice bergs is a more serious problem. There are no infallible signs of the proximity of an ice
berg. The current edition of the Mariners Handbook as listed in the reference Publications Index must also
be consulted for a more comprehensive explanation of this problem.
3. Preparations for Ice Navigation ( form 33-290F2 to be completed )
4. Entering Ice Areas

1. On meeting ice it must be carefully decided whether to attempt to penetrate it or to navigate round it.
2. If the boundaries of the ice are visible, it should be passed windward.
3. If the boundaries are not visible, it is usually more economical in fuel and time to seek a way round it,
even though the distance may be considerably longer.
4. If ice has to be entered, the point of entry should be carefully chosen and the following should be
considered:
a. The thickness of the ice.
b. The ice should never be entered where rafted or hum mocked ice indicates pressure.
17/01/2019 Ice Navigation
c. Ice should be entered from the leeward as this edge of ice should be less compact than the windward
side.
d. In cases where pack-ice is encountered, Masters should hot hesitate to even reverse their course in
order to avoid damages as a result of ploughing through ice.
5. Working in Ice
1. When entering pack ice and working through it, the following points should be considered:-
a. Ice should be entered at a very slow speed. After entry, the speed may be increased to a safe level,
keeping plenty of power in reverse for emergency astern manoeuvres.
For “Go astern”, the Rudder must be Mid-ship to prevent the Propeller and Rudder from damage.
Except in an emergency, the Rudder angle must be limited to minimize to prevent of large
athwart-ship motion of the Stern.
b. If a flow floe cannot be avoided it should be hit squarely with the stem. A glancing blow may result
in damage or a sudden deviation from the intended course.
c. Full rudder movements should be avoided because of the danger of swinging the stern into the ice.
d. If ice goes underneath the ship, speed should immediately be reduced to dead slow and the propeller
(s) kept turning. It has been found that very slowly turning propeller(s) are less prone to damage than
stopped propeller(s).
e. Do not drop anchor where ice is dense to avoid the danger of anchor chain being cut.
Frequency of Sounding Tanks to be increased.
f. When a ship is not accompanied by an ice breaker, it is not wise to follow a shore lead with an
onshore wind blowing.
g. Ice bergs in pack ice should be given a wide berth.
h. Old ice and bergy bits may often have long rams below the sea surface and should be given a wide
berth.
6. Anchoring in Ice
1. Anchoring in heavy ice concentrations should be avoided.
2. When conditions permit anchoring, such as in light brash ice, rotten ice, or among widely scattered ice
floats, the windlass and main engines should be kept ready for use.
7. Ice Preventive Measures against icing on Hull

The Master shall take the following preventive measures to prepare for icing on the hull:
1. Try to obtain weather information on icing as much as possible if very heavy icing is expected, notify
the Company.
2. Consideration should be given to the reduction in Metacentric height (GM) caused by ice accretion and
its countermeasures.
3. If icing has occurred, carry out De-icing work to the Windlass, Winches, Cargo handling equipment
etc., and notify such situation to the Company, consulting on the following actions:
a. The vessel goes south to waters where seawater temperature is higher for prevention of icing or
for thawing.
b. If De-icing work by the crew only is difficult, consider an arrangement for subcontractors on the
shore side.
28/01/2014 Navigation in Ice Check list
Form Purpose To be completed by the Officer of the Watch on each occasion when ice is encountered - a log
book entry on the completion of the check list shall be made.
Distribution
Original to Navigational Records
without AMOS
Distribution in
Fill and File in AMOS
AMOS
VESSEL
DATE(S)
WATCH OFF.
No Check Item Yes No Remarks

1 Has the Master been informed?
2 Has the engine room been informed?
3 Has the crew been informed?
4 Have watertight doors been shut, as appropriate?
5 Has speed been adjusted?
6 Have lookouts been posted?
7 Is deck machinery running?
8 Are ice advisory service broadcasts being monitored?
9 Have procedures for the transmission of danger messages in
acc. with SOLAS V/31-32 been implemented?
REMARKS:
Date: Watch Officer: Master:

17/01/2019 Checklist for Operation in Ice Covered Waters
Form Purpose To be completed BEFORE operating in ice covered waters.

A log book entry on the completion of the check list shall be made.
Distribution
Original to Navigational Records
without AMOS
Distribution in
AMOS
VESSEL
DATE(S)
WATCH OFF.

1 Keep maximum ballast with the least trim.
2 Adding de-icing salt to ballast sounding pipes to facilitate
sounding and avoid cracking.
3 Both anchors must be free of ice and be ready for immediate use.
4 Pilot transferring equipment and boarding procedures to be
maintained and safe for winter conditions.
5 Adequate stock of antifreeze ( de-icing salt ) available on board
6 Avoid freezing spray. It is better to lose a few hours then a
complete week in port “off hire” with an expensive de-icing shore
crew. Ice accretion damages and unavailability of mooring
equipment, lifesaving and firefighting equipment can lead to a
detention. Ship stability could be impaired.
7 Lifesaving and firefighting equipment should be maintained ice-
free and available at all times. Boat falls should be protected by
canvas, which can be released in an emergency by cutting the
lacing. Lowering boats with ice-coated falls is very dangerous.
8 Lifeboats are to be prepared for immediate lowering.
9 Deck and muster stations must be kept free of snow and ice. Use
salt/sand to prevent slippery deck.
10 Keep both radar antennas working, if possible?
11 Foghorn should be operational (blow every hour during freezing
spray conditions).
12 Storage batteries must be filled with suitable cold weather
electrolyte and kept as nears full charge as possible.
13 Keep deck hydraulic equipment on. Correct grade of hydraulic oil
in pumps and other hydraulic equipment (specially designed for
cold districts)
14 Close as much as possible space vents to keep unnecessary cold
air from coming in.
15 The entire crew must be provided with proper winter clothing.
This is not only for those working outside but also for all to face
any emergencies. Instructions to all crew on hazards of working
in cold areas.
16 All watertight doors are to be closed, and damage control
equipment ready for use.
17 Wheelhouse heating to be sufficient to prevent window frosting.
18 HVAC humidity to be less than 40% to prevent frost on
wheelhouse windows.
19 Window washing not to be used if no window heating available.

20 Confirmation of adequate heating in accommodation.
21 Make sure lifeboat engine(s) and emergency generator are filled
up with appropriate antifreeze.
22 Make sure lifeboat engine(s) and emergency space are properly
heated (appropriate temporary heating could be an option).
Consider changing fuel oil for Arctic diesel oil. Start emergency
engines on a regular basis if no heat is available.
23 Adding antifreeze to emergency generator cooling water
24 Allowing sufficient ullage space for expansion in all water tanks
(including Lifeboat FW tanks )
25 Fire line to be drained and blown with air (make sure lowest part
of piping is provided with drain cock and main line going through
deck is drained as well).
26 Confirmation of draining all fresh water, seawater, steam and
exhaust pipelines. Pipelines, which cannot be drained, are kept
circulating and monitored.
27 Start to operate seawater recirculation system before entering into
ice. Super cooled water with no ice cover could plug seawater
suction almost immediately (experience shows that this could
occur as deep as 11, 6 m draught).
28 Complete written procedures for operation of seawater cooling
recirculation system to be made available for ER crew.
29 Clogging up of seawater strainers often happens during sudden
changes of main engine(s) load (manoeuvring and pilot transfers);
BE READY!
30 Maintain sufficient engine room personnel on watch while
navigating in ice-infested waters. Make sure they know what to
do. C/ENG night orders to reflect actual navigation conditions.
Watch changeover – beware of ice conditions.
31 Clean both high and low seawater strainers before entering winter
zone.
32 Use only one sea suction at a time; specifically the low sea
suction. NEVER USE THE SEA SUCTION WITH THE
STRAINER BASKET OUT.
33 Open steam to standby sea suction to maintain it free of frazil/ice.
(NOTE: steam will not be able to keep seawater suction ice-free
during normal operational flow).
34 Have all the tools and lifting gear ready to clean seawater strainer
at a moment’s notice (remember a basket strainer full of ice is
very heavy - and could take 30 - 45 minutes to clean it out). Bilge
level will rise after each cleaning.
35 Make sure sea chest vent is not choked (frozen) and its valve is
left open. NEVER USE COMPRESSSED AIR TO
CLEAR SEA CHEST IN OPERATION; this will create an
airlock in the SW cooling system.
36 Main seawater cooling overboard discharge valve to be kept open
only 5% to 10% even with automatic temperature controller.
Keep seawater pressure lower then fresh water and lower then
lubricating oil system pressures?
37 Keep seawater inlet at about 200 C.

38 Keep an eye on seawater pressure (a drop in pressure = loss of
suction & discharge pressure hunting = airlock).
39 Keep other seawater cooling overboard valves shut as much as
possible (auxiliary engines & condenser, etc.).
40 Keep steering gear system on and close space vents as much as
possible.
41 Rigging is to be re-greased and winter grade lubricants put in all
deck and other vulnerable machinery.
42 Mooring lines are to be kept dry and stowed under cover.
43 Fresh water pipes which are outside and bridge window washing
need to be drained
44 A towing bridle is to be rigged forward ready for immediate use,
and towing gear should be stowed aft ready for towing another
vessel.
45 Instructions must be issued on the monitoring of radio broadcast
and on the transmitting of danger messages in accordance with
SOLAS 1974 Ch. V Reg. 31,32.
46 Lookouts are to be posted as follows:
1. Forward to keep watch for leads and rams or other dangerous
ice.
2. On either side of the bridge to keep watch for ice which may
go under the ship.
3. At the stern to keep watch on the ice in the vicinity of the
rudder and the propeller(s).
08/04/2009 Pilotage
New
1. There ar e co mpulsory and non-compulsory pilotages around the various parts and navigable waters o f t he
globe. In either case - when a pilot is on board the Master remains the sole responsible person for the safe
navigation of the vessel under his command.
2. The fact that the employment of a pilot does not relieve the Master of his responsibility for the safety of his
ship, gives reason for the following recommendations to the Master:
a. When a pilot is employed, it is at the Master's discretion if such pilot should be given full control of
the handling of the vessel or utilise his services in an advisory capacity.
b. If the Master considers that the pilot is not competent in handling the vessel, he must relieve him of
his duties.
c. Since the a bility o f a pilot i s often unknown, the Mas ter must al ways satisfy himself that every
precaution is being taken as prescribed by the existing circumstances.
d. The position of the vessel should always be checked by normal navigational methods and plotted
on the chart as done in similar circumstances where pilots are not employed.
e. When i n close waters, s uch as rivers and can als, t imes of passing navigational marks should be
recorded on the appropriate chart and in the bridge movement book.
f. In restricted visibility or shallow waters, the Master should not hesitate to stop the vessel or anchor
if he considers it unsafe to proceed.
g. Should the Master have reason to make complaints about pilots or any navigational marks and aids,
he should do so in writing, to the proper Authority. Such complaint should be brief and factual and
a copy being sent to this office. When a complaint about a pilot is involved, a full report of the
consequences must accompany the copy of the complaint. This office will decide what action is to
be taken.
3. In non-compulsory pilotage waters Masters will decide if to employ a pilot according to their knowledge of
the area and their personal feeling of confidence. If in the slightest doubt however they should employ such
pilot if available.
4. After the pilot enters the bridge, he shall be given the Pilot Information Card (33-530-F1) duly filled in, and
any other relevant information that he may require and he shall be requested to sign the Pilot Card. He shall
also be shown the wheel house poster of the maneuvering characteristics as required by IMO Resolution
A601 (15). Any changes to the passage plan prepared by the ship should be discussed with the pilot. If due
to the immediate circumstances the discussion cannot be held immediately, it must be held when and if it is
safe to do so.
MNC MNC 33-530F1
Version 3 PILOT INFORMATION CARD
28.01.2014
Distribution in AMOS Fill in AMOS, print and file signed hardcopy on vessel.
DEPARTURE / ARRIVAL
VESSEL: PORT: DATE: VOY.NO.:
VESSEL'S DETAILS
Call sign: Year built:
Displacement Summer: Deadweight Summer:
L.O.A.: Breadth (m):
Port anchor (shackles): Starboard anchor (shackles):
DRAUGHT (m):
Forward: Aft: Amidships 0.00 Air draught:
ACTUAL CONDITION: DEADWEIGHT DISPLACEMENT
SCHEMATIC:
<<-- Stern - Manifold - Forward -->>
<<-- Stern - Bridge - Forward -->>
MACHINERY:
Main Engine(s) Type Max. power Critical RPM:
Telegraph AHEAD ASTERN
Position RPM / PITCH Loaded Speed (k) Ballast Speed (k) RPM / PITCH
FULL SEA Emergency Full:
FULL
HALF
SLOW
DEAD SLOW
Rudder Type Max Angle
Propeller(s) Type Dir. of Turn:
Thruster(s) Bow Power Stern Power
BRIDGE EQUIPMENT CHECKED PRIOR ARRIVAL/DEPARTURE:
EQUIPMENT DETAILS:
Radar 1 (State Band) Includes Arpa
Speed Log - Single/Dual Axis Water/Ground Track
Gyro Compass Error:
Electronic Position System, Type:
ANY MANOUVERING PECULIARITIES:
OTHER IMPORTAND DETAILS:

GPS / DGPS data transfer to ARPA Radars Y N
ECDIS - Electronic Chart Display System connected to GPS / DGPS Y N
International: Suez: Panama:
Tonnages: Gross:
Net:
PILOT:______________________________ MASTER:
(PRINTED NAME & SIGNATURE) (PRINTED NAME & SIGNATURE)

19/06/2014 Pilotage Checklist

Page 1 of 1
Fleet Manager QMR J. Managing Director
Form Purpose To act as reference for the Master or the Navigational Officer of the Watch
Distribution Working paper
When employing the services of a Pilot, Masters and/or Officers of the Watch are required to use as
reference/guidance the Pilotage Checklist to facilitate the exchange of information between the Master and Pilot.
This checklist is a sample to indicate the minimum items to be checked under this procedure. The Masters are
authorized to amend a checklist to suit their individual ship.
Vessel: Port:
Master: Date:
TICK AS APPROPRIATE
N Items to be checked YES NO N/A
Has the pilot been informed of the ship’s heading, speed, engine setting
1
and draught on arrival on the bridge?
Has the pilot been informed of the location of lifesaving appliances
2
provided on board for his use?
Have details of the proposed passage plan been discussed with the pilot
and agreed with the master, including;
a) radio communications and reporting requirements;
b) bridge watch and crew standby arrangements;
3 c) deployment and use of tugs;
d) berthing / anchoring arrangements;
e) expected traffic during transit;
f) pilot changeover arrangements, if any;
g) fender requirements
Has a completed Pilot Card been handed to the pilot and has the pilot been
4
referred to the Wheel house Poster?
Have the responsibilities within the bridge team for the pilotage been
5
defined and are they clearly understood?
Has the language to be used on the bridge team for the pilotage been
6
defined and are they clearly understood?
Are the progress of the ship and the execution of orders being monitored
7
by the master and officer of the watch?
Are the engine room and ship’s crew being regularly briefed on the
8
progress of the ship during the pilotage?
9 Are the correct lights, flags, and shapes being displayed?
Additional items to be checked per Master’s instructions:
20/07/2005 Pilot Boarding or Disembarkation by Boat
1. The vessel must comply with SOLAS Chapter V Regulation 23 on 'Pilot Transfer Arrangements'.
2. The M aster i s h erewith d irected t o en sure t hat al l l adders, h oists, manropes an d o ther eq uipment u sed f or
embarking or disembarking pilots, are kept always in a perfect condition and used solely for this purpose.
3. A life-ring with a length of rope (at least 15 fathoms) attached to it should be available near the boarding
platform for immediate use if it is necessary.
4. A separate length of rope or heaving line should be available to heave in any handbag or equipment the pilot
may carry.
5. When a pi lot i s e ither t o e mbark or di sembark, b y pi lot l adder, pi lot h oist, a ccommodation l adder or a
combination of the above, a responsible officer must be stationed at the rail to ensure that all the equipment
is safe and properly secure.
6. The of ficer must keep v isual c ontact with t he pi lot du ring a ll t he pr ocess o f c limbing u p or do wn such
ladders.
7. The pilot should be extended the usual courtesies and accompanied to and from the bridge by the officer.
20/07/2005 Anchoring
1. When the vessel is to proceed to an anchorage, the Master should always try to position his vessel within the
limits of the charted anchorage or as directed by the local Port Authorities. It often happens that if a vessel is
anchored outside these limits, such vessel is not considered "arrived", therefore precious time is lost which
might lead to serious financial consequences.
2. When a rriving a t a n a nchorage, t he M aster s hould a void d ispatching t he o fficer o n watch t o a ttend t he
anchoring chores, without having him relieved on the bridge by another officer. It is preferable that the Chief
Officer attends the anchorage station.
3. When manoeuvring towards an anchorage, due consideration should be given to the following:
a. Always have the anchorage position selected well in advance, as far as the circumstances permit.
b. Engines must be on standby, the astern movement and hand steering having been tested well before
reaching the anchorage area.
c. Ascertain efficient communication between the forecastle and the bridge.
d. Make sure that electric/hydraulic power or steam is available at the windlass and both anchors are
clear and ready to be used.
e. Due consideration should be given to the prevailing weather, tides and currents.
f. Always approach the anchorage position in a cautions manner and at a low speed.
g. Other v essels a nchored in th e a rea, s hould g ive a n in dication o f th e d irection th e v essel will b e
brought up.
h. Refrain from a nchoring d angerously cl ose t o o ther v essels, ev en i f ex tra steaming t ime might b e
involved to anchor at a safe distance.
i. When a nchoring in d eep water, a nchors s hould b e " walked o ut" unt il near t he b ottom, b efore
"letting go".
4. After the vessel is anchored, due regard must be given to the following:
a. Wait until the vessel is completely brought up before easing the engine standby.
b. It i s r ecommended t o p lace a cab le-joining s hackle b etween t he house p ipe an d t he windlass t o
enable cable disconnecting in an emergency.
c. In open anchorages or at anchorages where there has been loss of anchors b y other vessels in the
past, anchors must be buoyed. A timber of about 50 cm x 20 cm x 20 cm can easily serve as a buoy.
Such a buoy must be connected to a reasonable length (depending on the water depth) of a suitable
rope which will be secured to a wire pennant attached to the anchor.
d. In s ome cas es, where v essels ar e r equired t o an chor at co ngested an chorages, t he M aster must
appraise the situation a nd if in h is o pinion t he b erth a llocated to his vessel i s not safe, he s hould
protest to the Pilot and the Harbour Authorities and demand a safer berth. Likewise the Master must
protest if other vessels are anchored at a dangerous proximity to his vessel.
20/07/2005 Anchor Watch
1. At anchorage a proper bridge watch must always be kept by a qualified officer.
2. The officer on watch should observe the following:

a. Constantly listen to the VHF radio for any weather warnings, port instructions or any other message
that might concern the vessel or the immediate vicinity.
b. Frequent visits should b e p aid to the forecastle b y a r esponsible seaman to p hysically i nspect t he
anchor brakes and cable.
c. Ascertain the vessel's position by all available means.
d. Ascertain the real position where the anchor lies and mark same on chart.
e. Observe standing orders and any special Night Orders.
f. Make proper entries in log book, including state of weather, tide, visibility etc.
g. Keep engine informed of prevailing conditions and rate engine readiness accordingly.
h. Inform Ma ster immediately if weather d eteriorates and the vessel turns dangerously or drags her
anchor.
i. In restricted visibility, all provisions laid down by the Regulations for Preventing Collisions at Sea
(COLREGS) should be followed to the letter.
3. When Cargo operations are carried out while the vessels is at anchor and cargo barge (s) are fast alongside,
the M aster will give s pecific i nstructions t o t he manning o f t he b ridge, en gine an d d eck, as he d eems
necessary.
26/04/2010 Navigation in Dangerous Waters
Objective NEW description of procedures to be followed when navigating in Dangerous waters

Scope vessels
References MN 33-030, MN 32-400, STCW 95, ILO 180
Records
1. Definition
1. Dangerous waters are considered to be waters where navigation is restricted or made difficult due to
congestion, inadequate water depth/width, strong currents/tides, shoals/bars, inadequate charted
information, restricted visibility, rough weather or any other cause that may infringe the proper and
smooth navigation of the vessel.
2. Responsibilities
1. When navigating in dangerous waters all precautions considered necessary must be taken, including
reducing speed, anchoring, moving from the anchorage or berth, or waiting for daylight or improved
visibility so as to ensure the vessel's safety.
2. The c omposition of t he n avigational w atch shall b e d etermined b y th e M aster. The d ecision o f t he

Master in this regard shall be made considering the safety o f navigation, the full compliance with
STCW95 r equirements, pr ocedures f or br idge m anning l evels (MN 33 -030), and t he I nternational
rules & regulations for Work & Resting Hours.
3. In dan gerous w aters the M aster s hould n ormally be on t he br idge, h owever, i f e xtended pe riods
prevail & in order not to violate the rules & regulations for Work & Rest hours, the Master may be
replaced on the bridge by another qualified & experienced deck officer.
13/02/2017 Squat and Under Keel Clearance Policy
Objective description of under keel clearance policy, squat and other factors effecting draft
Scope vessels
References 1. UKHO NP 100 - 'The Mariner's Handbook', Chapter 2 (2.104 ff.)
2. tankers only: USCG NVIC 2-97, as amended
Distribution Office: controlled electronic copy in the AMOS EMS
Vessel: controlled electronic copy
1. Under Keel Clearance Definitions & Policy
1. Under keel clearance (UKC) is the minimum under keel clearance between the bottom of the ship’s hull and
the seabed. ‘Dynamic’ UKC means after allowances for squat, swell, pitching/rolling and other factors have
been taken into account.
2. Minimum UKC
a. The minimum dynamic UKC shall be as follows
b. Open Ocean waters – 10% of the static sailing draft.

c. Coastal waters – 7.5% of the static sailing draft.
d. Alongside berths, in ports and approach channels – 5% of the static draft.
e. If the Master cannot comply with the minimum UKC guidelines above, he shall notify MN and seek
advice in advance.
f. A lower minimum UKC is accepted alongside berths and in approach channels where it is established as
a normal custom of the port that such lower UKC are permitted provided the same has been confirmed
with the Agent and Pilots. The passage plan must be discussed and agreed with the pilots in this case.
The Master shall notify MN in advance in such cases.
g. If local regulations and industry guidelines (OCIMF/Malacca Straits/USA State and Federal) require
more stringent UKC requirements, then these must be followed.
h. When calculating the dynamic UKC, the Master must consider the nature of the seabed, the reliability of
survey data, the anticipated controlling depths, the operational condition of navigational equipment, the
sea, swell and weather conditions, the amount of squat and the speed of the vessel. Squat can be
significantly reduced by slowing down.
i. The vessel must always remain afloat unless the Owners have specifically agreed alternative terms
(NAABSA1) in the charter party, in which case, this information will be advised to the vessel.
3. Minimum dynamic UKC (Applicable only for Bulk Carrier Vessels)
The following Safe UKC shall be confirmed (except in extenuating circumstances):
a. Alongside berths, in ports and approach channels – 5% of the static draft.

b. In confined waters and approaches to ports, a minimum dynamic UKC of 10% of the draft shall be
maintained
c. In open coastal waters, a minimum dynamic UKC of 20% of the draft shall be maintained;
d. On ocean passages the vessel should be kept clear of any localized shallow areas and as far as possible
in depths greater than 50m.
1
NAABSA: Not Always Afloat but Safely Aground
2. Squat
1. Squat is the term for an increase of draft or decrease in the dynamic under keel clearance by an interaction
of the water flow between the vessel and the sea or channel bottom. When the vessel approaches shallow
water, she will experience sinkage and trimming, due to changes in the vertical forces acting on the hull.
2. Ship squat became more important in the last years:

a. It has always existed on smaller and slower vessels when underway, however these squats have only
been matter of centimeters and thus have been inconsequential.
b. Steady growth of ship's size caused that vessels almost outgrew the ports they visit, resulting in small
static even-keel clearances of 1.0 to 1.5 meters.
c. Alongside this development the service speed of ships gradually increased as well.
d. Both conditions caused that ship squats have increased to up to 1.75 m which is of course by no means
negligible.
3. Shallow water effect is normally measurable when the under keel clearance drops below 50% of the static
mean draft (Depth to Draft Ratio H/T = 1.5). If a ship moves forward at too great speed when she is in
shallow water, grounding due to excessive squat could occur. Depending on the hull shape the vessel will
trim at the bow or the stern:
a. for full-form vessels such as supertankers or OBO, grounding will occur generally at the bow
b. for fine-form vessels such as passenger liners or container ships the grounding will generally occur at
the stern
4. Following factors governing ship squat:

a. The main factor is vessel’s speed (Vk). Squat varies approximately with the speed squared.
b. Shape of the hull. Squat varies directly with block co-efficient (Cb). Oil tankers will therefore have
comparatively more squat than container vessels.
c. The blockage factor (S), which is the immersed cross-section of the ship’s midship section divided by
the cross-section of the water within the canal or river (for ‘confined waters’ only).
d. The presence of another ship in a ‘confined waters’. Overtaking or passing the other vessel in this area
can double squat in value.
5. Signs that a ship has entered shallow water condition can be one or more of the following:
a. The wave-making increases, especially at the forward end of the ship.
b. The ship becomes more ‘sluggish’ to manoeuvre.
c. The draught indicator and/or echo-sounders will indicate changes in draught.
d. The propeller rpm indicator will show a decrease. If the ship is in ‘open waters’ condition, this
decrease may be up to 15% of the service rpm in deep water. If the ship is in confined channel, this
decrease in rpm can be up to 20% of the service rpm.
e. There will be a drop in speed. If the ship is in ‘open water’ condition, this decrease may be up to 30%.
If the ship is in confined channel, this decrease can be up to 60%.
f. The ship may start to vibrate suddenly.
g. Any rolling, pitching and heaving motions will be reduced as the ship moves from deep water to
shallow water condition.
h. The appearance of mud could suddenly show in the water around the ship’s hull.
i. The turning circle diameter increases. In shallow water it could increase by 100%.
j. The stopping distance and stopping time increase, compare to when a vessel is in deep waters.
6. The increase of draft by the Squat Effect must be taken into consideration by the vessel’s command if the
vessel manoeuvres in shallow and / or confined channels. Following safety rules should be remembered:
a. Squat can be reduced by reducing vessel’s speed.
b. Before entering shallow and/or confined waters the vessel should be trimmed to even keel.
c. Attention must be given when entering the area of shallow /confined water from the area of
deep/opened water. In such a case vessel’s speed should be reduced in ample time.
d. The vessel shall always be kept in the center of a channel if possible.
e. Overtaking or passing another vessel should be planned for wider parts of a channel.
7. It is to be noted by the Master and all officers that if there are no squat relevant documents made up by the
yard it does not mean that this effect can be neglected.
8. The formulas given below have been developed for estimating maximum ship squats for vessels operating
in shallow waters - confined channels and in open waters conditions (refer to the sample squat diagram
below; Cb = vessel's block co-efficient; Vk = vessel's speed relative to the water in knots):
a. Open Waters : Squat in meters = 1 * Cb * Vk2 / 100
b. Confined Waters: Squat in meters = 2 * Cb * Vk2 / 100
c. This is a simplified method for squat calculation valid for the following conditions:
1. open waters: Ship’s Mean Draft to Depth Ratio H/T = 1.1 - 1.4
2. confined channels: Blockage Factor S = 0.100 - 0.265
9. Typical block coefficients for different types of vessels are shown in the table below:
Ship Type Typical Cb Ship Type Typical Cb

(fully loaded) (fully loaded)
ULCC 0.850 General Cargo Vessel 0.700
Supertanker 0.825 Passenger Vessel 0.625
Oil Tanker 0.800 Container Vessel 0.575
Bulk Carrier 0.750 Coastal Tug 0.500
10. Each vessel can produce a squat diagram with the formulas listed in paragraph 1 that will show maximum
squat against vessel’s speed. An example is given below - the calculations are valid only when given
criteria are fulfilled. A cross-point of the grounding straight line with the squat curve for open waters or
confined channels (as appropriate) indicates the “touching ground” speed:
Squat Diagram
SQUAT in Confined Channels SQUAT
SquatinDiagram
Open Waters Grounding Line UKC Line
vessel's speed in knots

.0
.5
.0
.5
.0
.5
.0
.5
.0
.5
.0
.5
.0
.5
.0
.5
.0
.5
.0
0
5
0
5
10
10
11
11
12
12
13
13
14
14
15
15
16
16
17
17
18
18
19
0.
0.
1.
1.
2.
2.
3.
3.
4.
4.
5.
5.
6.
6.
7.
7.
8.
8.
9.
9.
0.0
0.5
1.0
1.5
squat in meters
2.0
2.5
3.0
3.5
4.0
Calculation Criteria for Shallow Water: Data used forData

calculations:
used for calculations:
1 Open Water Condition with Draft to Depth Ratio H/T = 1.1 - 1.4 Block Co-efficient [Cb] = 0.63
2 Confined Channel where Blockage Factor S = 0.100 - 0.265 Draft Fwd [m] = 9.00
Additional Information: Draft Aft [m] = 10.00
1 Squat at the bow for fine-form vessels Cb < 0.70 10% Max. Static Draft [m] = 1.00
2 Squat at stern for full-form vessels Cb > 0.70 Water Depth [m] = 12.00
3 A cross-point of the grounding straight line with the SQUAT curve for open waters DDR (H/T) = 1.20
or confined channels (as appropriate) indicates the “touching ground” speed Breadth of river or canal [m] = 250.00
4 A cross-point of the UKC straight line with the SQUAT curve for open waters Blockage Factor = 0.096
or confined channels (as appropriate) indicates the speed allowing to maintain UKC of 10% of max. Draft
09/09/2015 Duties of the Engineer Officer of the Watch
1. A 'Duty Engineer' will be designated during all periods at sea and in port, as long as the plant or part of it is
in operation. The Duty Engineer is responsible to keep an efficient watch and maintain the safe parameters
of all engine room machinery.
2. Engineers must have a sense to observe, listen and recognise abnormal movements and sounds that indicate
machinery malfunctioning.
3. In executing a proper watch, the Duty Engineer will

a. report to his watch at least ten minutes earlier then time to familiarise himself with the status of the
running machinery;
b. take notice of all running main and auxiliary machinery and operational functions such as bunkers
transfers, cargo and ballast operations, fuel and oil purifying and steering gear, etc.;
c. observe the temperatures and pressures of the main engine and important auxiliary engines at
regular intervals:
i. Records must be kept and entries in the logbook to be made at least once every watch
(four hours).
ii. On automated ships, temperatures and pressures have to be observed at regular intervals
and entries in the engine logbook be made in the morning and late afternoon, before
switching over to unmanned engine room watch.
iii. The temperatures and pressures should be nearly equal to those of the tested protocol,
except for the exhaust gas temperatures, which might be different due to hotter or colder
ambient temperatures or higher humidity.
d. carry out routine running maintenance according to the relevant machinery maker's manual;
e. keep the engine room clean and storerooms and workshops orderly and tidy. Any leakages of
water/fuel/oil, are to be traced immediately and the cause of leakages rectified as soon as possible.
f. perform bunker transfers under the supervision of a senior officer and in accordance with the
bunker transfer procedures. Appropriate entries are to be made in the Oil Record Book.
g. attend the manoeuvring stand during engine manoeuvres and be always on the alert. No
maintenance work is to be carried out during manoeuvring unless it is absolutely necessary for the
safe operation of machinery.
h. be always available and liaise with the navigational watch officer when port operations are in
progress so that required operations such as ballast, cargo gear, mooring winches etc. may be
carried out in utmost efficiency.
4. The above are general guidelines for engine watch keeping, however, responsible officers for an engineering
watch should observe the principals of STCW A-VIII/2 Part 3-2 in all aspects.
5. At time when the engine room is to be unmanned, the Duty Engineer shall follow all checks and
instructions indicated on checklist MNC-34-040F1.
10/09/2015 Unmanned Machinery Space Check List
Form Purpose Checks to be completed by the Engineer of the Watch.

Distribution This form should be laminated and used on each occasion by Duty Engineer before going UMS,
with parallel Engine Log Book entry. Original does not need to be kept. Log book entry
‘’Unmanned machinery space check list MNC-34-040F1 completed’’ would be sufficient as
record.
Vessel:
Company Required Checks Y N Remarks

All day service tanks for fuel, cylinder oil and header tanks for cooling water,
1
lubricating oil, etc are filled up to correct level.
An inspection of all active and operational machinery and systems in all the
2
machinery spaces, particularly for fuel and lubricating oil leakage, carried out.
3 That the main engine is on bridge Control.
4 Check that all bilges and seawalls are empty.
5 Check that bilge pump is in auto position.
6 Check that Emergency DG is in stand-by position.
7 Check that Stand-by DG is on auto-start.
8 Check that steering gear motors are in stand-by position.
9 Check that all stand-by pumps are on auto-start.
Check that OWS overboard valve is secured
10 (OWS stopped when E/R unmanned and if not automatic discharge).
Check should be done only by CENG.
11 Check that all fire loops are activated (where applicable).
12 Check whether all watertight and weather doors/openings are closed.
13 Check that the Purifier Room and Steering Gear door is closed.
14 Check cabin / public rooms alarms prior to the engine room being unmanned..
15 Inform bridge and confirm UMS before leaving E/R.
16 Check that all flammable liquids are in sealed canisters.
17 Check that all oil spills etc have been cleaned up.
18 Check that all waste, rags and other cleaning materials are stowed away.
19 Check that all Engine Room gear, spare parts etc are properly secured.
20 Check that all alarms are active, incl. fire direction.
21 Check that all fire doors are closed.
Test the “Deadman” alarm and Engineer’s Call Alarms, ensuring they are
22
sounding in public rooms, Bridge, Cargo Offices and appropriate cabins.
Date / Time: _________________ Duty Engineer: _____________/ /

20/07/2005 Operation in heavy Seas
1. In case of any anticipated deterioration of weather resulting in heavy seas, the chief engineer should be
informed by the master or bridge.
2. Upon this notification, the chief engineer should ensure that all movable items in the engine-room
including the engine-room crane are secured properly
3. In heavy seas the speed of the engine has to be reduced to the extent where heavy pitching, heavy
vibrations and turbo-blower surging are avoided. In doing so, however, critical revolutions must be
avoided.
4. The engine room should be manned but this will upto the discretion of the chief engineer depending
upon the severeness of the weather.
5. It is the sole responsibility of the Master to reduce the speed or pitch, however, the Chief Engineer will
advise the Master, should he deem a reduction necessary.
20/07/2005 Running at minimum speed
1. The engine speed which is sufficient to permit all cylinders to fire regularly and to operate the engine
constantly is called "Minimum Speed".
2. The engine maker gives always in his manual the minimum speed, but it must be well understood, that
this is the speed for constant operation under perfect condition according to ISO Standards, which never
is the case onboard ships.
3. In case that the engine is required to run for a longer period with reduced revolutions, please contact the
Technical department and act according to their instructions.
4. For additional actions (lifting of lubricating rate of cylinders, etc.) always revert to the maker's
instructions.
5. On most modern plants, a signal will be given out of the governor, as soon as a certain load is reached.
This signal is processed and gives command to the different cooling water regulators to increase the
cooling water and charge air temperatures to avoid low temperature corrosion.
20/07/2005 Store Rooms
1. All store rooms must be kept clean and arranged in an orderly fashion. Inventories of major spares have
to be kept, and the condition and conservation status have to be check frequently.
2. Never put used or worn out parts into the store.

20/07/2005 Fire in Engine Room
1. Prevention of fire is better than extinguishing it.
2. Most fires start due to lack of attention during normal daily operations.
Some preventive measures are:
- Do not leave oily rags or cotton waste somewhere in the engine room or near hot places. Put
them in a closed steel drum.
- Never leave any inflammable items near exhaust pipes, hot fuel pipes or behind electric
switchboard.
- Always remove any oil leakage at once.
- Insulation of hot parts must be kept in order.
- Take care, when doing any hot work, have a safety guard and an extinguisher on stand-by.
- It is strictly forbidden to smoke in the engine room.
3. Sense for dangerous situations, early discovery as well as a quick and determined action will be
your best insurance.
4. Emergency procedures are dealt with in the Section 50-4 of this manual under “Standard Emergency
Scenarios”
20/07/2005 Crankcase Explosions
1. General
Crankcase explosion occurs without prior warning. A crankcase explosion can originate at any moving element
in an enclosed forced - lubricated engine. In a broader reference crankcase explosions are known to have
originated respectively at pistons, gudgeonpins, cylinder liners, bottom end bearings, main bearings, camshaft
bearings, chain rollers, gear teeth, engine driven pumps and so on.
2. Cause of explosions
Without a hot spot there can be no explosion. An alternative to a hot spot can be the passage of flame along the
piston of a trunk engine, into the crankcase.
The sequence of events leading to an explosion seems to be explicable on the basis that a mixture of lubricating
oil particles and air can become converted by a hot spot, into a combination which can explode.
3. Measures for the prevention of crankcase explosions
1. The oil vapours in the crankcase should never be exhausted since fresh air will flow in carrying oxygen
with it.
2. If there is any indication of danger of explosion, the engine is to be stopped immediately.
3. If the engine had been stopped on account of danger of parts running hot neither doors nor inspection
openings of the crankcase must be opened during that time. The hot components should be permitted to
cool down for at least ten minutes to prevent ignition due to the access of fresh air.
4. A fire extinguisher should be kept close at hand when the crankcase doors are opened at a later stage.
5. With the proper functioning of the oilmist detector, the engine room staff will be warned in sufficient
time to take action to prevent the generation of explosive oil mist in the crankcase from becoming
dangerous.
20/07/2005 Safety Regulations in U.S.A regarding Machinery Plant
1. The following must be tested and an entry must be made in the log book before the vessel's arrival at
any USA port:
- Test of main and auxiliary steering gear
- Test of internal communication and alarms
- Test of generators which are to show steady temperatures and pressures
- Test of batteries
- Test of main engine full ahead and astern
- The steering gear should always be kept in a clean condition and free of oils
- The voice communication between the steering gear room and the bridge should always be in good
order
2. In addition to the above, Masters should observe the MN Port Operation check lists and the U.S.
Coastguard Navigation Safety Regulation Check-List
20/07/2005 Boiler Water/ Cooling Water Treatment
1. The Chief Engineer must ensure that the water treatment dosing is carried out according to the chemical
supplier's instructions and that the testing is done by a competent engineer who will report the results
legibly. The forms supplied by the chemical suppliers should be sent to their address for analysis.
2. These should also be checked by the Chief Engineer periodically, to ensure that the tests are carried out
correctly.
3. The purpose of these recommendations is to prevent any operating difficulties caused directly
(corrosion) or indirectly (contamination), resulting in the inadequate heat transfer by the cooling water.
4. With the regular supervision of the system, operating safety will be greatly increased and maintenance
costs will be reduced to a minimum.
19/09/2018 Catalytic fines in Marine Fuels - Onboard Treatment
What are Cat Fines

Cat fines are small particles of metal that are deliberately introduced to 'crack' fuel to improve the efficiency of
refining. Unless removed by purification, the cat fines become embedded in engine parts and cause serious and
rapid engine damage.
How damage results

Cat fines may enter the engine combustion space when the fuel is injected, where they can become embedded on
the surface of the cast iron cylinder liner, piston grooves and rings. Once in the engine these very hard particles act
as an abrasive, rapidly wearing the sliding components. Wear rates depend on the quantity and size of the cat fine
particles. In certain circumstances, wear beyond the maximum limits can occur in only a few weeks. Indeed a few
hours may be sufficient to spoil a new cylinder liner and/or piston rings to the point that blow-by of combustion
products render the affected unit useless.
On-board Treatment
In principle, marine fuels supplied on-board shall have a combined aluminium and silicon upper limit of maximum
60mg/kg.
If the supplied fuel is tested, and the combined aluminium and silicon limits is reported to be greater than 60mg/kg
- such levels of over 60 mg/kg are likely to cause high wear-, additional care must be taken.
Operating guidance for dealing with aluminium and silicon levels above 60 ppm
Settling tanks
Cat fines are hydrophilic and emulsify readily on contact with water. Removal efficiency falls as water content
increases.
a. Maintain settling tank temperature above 85°C to aid settling and water content removal.
b. If a two-settling tank system is available, utilize both tanks on a rotational basis to extend the settling
time for the fuel oil product.
c. Ensure strict housekeeping so that settling tanks are drained at regular intervals when operating on high-
cat-fine-content fuel (draining every two hours may be required).
Service tanks
a. Maintain service tank temperature above 90°C to aid settling and water content removal.
b. Ensure strict housekeeping so that service tanks are drained at regular intervals when operating on high-
cat-fine-content fuel (draining every two hours may be required)
Purifiers
a. Ensure purifier inlet temperature is maintained at 95°C.
b. Manage purifier throughput rates to try to achieve 25% of the machine’s rated throughput or less. At
this throughput, independent tests have shown that purifiers can achieve 80 per cent removal efficiency
on average.
c. Operate purifiers in parallel. This will improve the removal rate as it increases the residence time of the
oil within the purifier bowl. Even with multiple purifiers operating in parallel, reduce their throughput
to the level that is just sufficient to keep pace with the engines’ fuel consumption.
For example, average differences in removal rates:
1. Single unit = 70 per cent efficiency
2. Two units in series = 80 per cent efficiency
3. Two units in parallel = 85 per cent efficiency
d. Take samples of fuel oil at the purifier inlet and outlet. This will show purifier efficiency and will give
an indication of the level of cat fines introduced to the engine pre-filter.
Fine backwashing/self-cleaning filter

a. Avoid inappropriate operation of the fine backwashing filter.
b. Avoid bypassing filters; typically, this is your engine’s last line of defense.
Bunker storage tanks

Cat fines have a higher density than the fuel oil medium they are contained within. They will readily settle if water
is not present. To aid settling, maintain bunker tank storage temperatures at 45 degrees Celsius. Ensure tank
temperatures do not exceed 55°C to avoid approaching the lower limit flash point of 60°C as stipulated in ISO
8217. For bulk carriers always observe cargo restrictions and follow IMDG code.
02/12/2016 Engine Operational Records
Objective description of engine operations record keeping requirements

Scope vessels
References STCW, MARPOL
Records engine operational records
1. Engine Log Book
1. The engine log book will be supplied by the company with the appropriate instructions for its use
2. The engineer officers will make their proper entries and the Chief Engineer will review, check and sign
same daily.
3. The log book should be filled twice per day, which will include readings in the evenings just prior to the
engine room being unmanned.
4. Entries in the log book should always be written neatly in ink.
5. If a mistake is made, a single line should be drawn through the relevant passage and signed by C/E.
Words or numbers should never be erased neither by rubbing them out nor by using an erasing fluid.
Erasures appear suspicious when a log book is examined by the opposing party.
6. A log book abstract is sent to the company upon request.
2. Night Order Book
1. Every vessel must have Night Order book which can be written and issued on daily basis to provide
additional instruction or advice, which are not included into the Standing Orders.
2. Night Orders will be a supplement to the Standing order
3. For the vessels without UMS, in addition to C/E standing order, Night Orders shall be issued and
signed by all watch-keeping Engineers.
3. Oil Record Book (Part I - Machinery Space Operations)
1. Special attention must be given to the Oil Record Book. Chief Engineers and Masters must ensure that
the entries made in the Oil Record Book are correct and corresponding to the actual process carried out.
2. These records are subject to inspections from port authorities. False entries are illegal and the Master,
C/E and the vessel may be penalized heavily for such entries.
3. Guidance on the proper completion of the Oil Record Book is given in the Book itself.
4. Entries of the date into the ORB has to be done as follows: “dd-MONTH-yyyy”, “21-SEP-2016”
08/01/2007 Shipboard Incineration
1. Basic Safety & Environmental Precautions
Warning
When operating the waste oil incinerator, the safety precautions described in the operational manual must be
strictly observed. Neglecting these items may result in serious bodily injury to the operator.
2. Verify the system before operating.

a. Verify the system of the ship against the finished drawing of the pipe layout diagram.
b. Operating a n i mproperly co nfigured s ystem may l ead t o a s erious acci dent. For s ystem
specification, refer to the finished drawing.
c. When o perating t he system, b e s ure t o a ppoint a n o peration s upervisor. H e/She s hould
thoroughly study t he s afety p recautions i ndicated i n t he manual. F urthermore, he /she s hould
not operate the system or perform any maintenance procedures until the contents of the manual
are completely understood.
3. Wear appropriate attire and safety equipment.

a. When ope rating or maintaining t he system, a void a ny l oose c lothing or a ny t angling of
accessories that may be caught by valves and other machine parts. Do not wear o il-stained
clothing, since it may catch fire easily.
b. Depending on the nature o f t he operation, wear a helmet, goggles, safety shoes and gloves.
When o perating a round a hi gh-temperature ar ea, wear s afety c lothing t o av oid acci dental
burns.
4. Do not modify the system.

a. Do not modify the system without authorization from us. Some changes are not allowed, and
others may ca use safety p roblems. I f modification i s t ruly necessary, p lease co nsult o ur
maintenance staff.
b. We are not responsible for unauthorized modification. Be sure to use approved parts.
5. Use only the specified fuel.

a. Using fuels other than specified fuel may cause explosion.
2. Operation
1. Inspection prior to operation
Caution!!
Check the following items prior to boiler operation to prevent accidents.
1. Around incinerator
a. Is the area around the incinerator clean ?
b. Is there any object blocking the passage way?
c. Is there any combustible items around the incinerator?
d. Is there an air intake opening? Is the ventilation system working?
e. Is the air pressure in engine room normal? If negative, add a ventilator unit to raise the
air pressure to normal.
f. Is there a fire extinguisher within easy reach?
2. Heating the waste oil tank

Depending on the condition of the waste oil, heat the waste oil to about 90○C if
normal, to about 110○C if oil viscosity is high. Heat to about 110○C also if the waste
oil contains a lot of water. It is required to discharge drain.
3. Drainage and removing sludge

Before heating waste oil tank, waste oil should be clear and any sludge at the bottom
must be r emoved. D uring a nd a fter heating t he waste oi l t ank, dr ain out t he t ank
thoroughly. T he water and sludge i n t he waste oil will determine whether waste oil
can b e b urned alone o r not, as well as how easily fuel line b ecome clogged up. B e
sure to drain and remove sludge as much as possible. I n addition, the drain plug of
the waste oil strainer must also be cleaned. This is because, separated water could
extinguish fire if discharged suddenly from the waste oil burner.
4. Checking auxiliary burner

Prior to operating a uxiliary b urner, open the b urner to inspect baffle plate, nozzle tip,
and ignition insulator for presence of dirt. Also check if their dimension and size are
acceptable. If not, take corrective action. Also check if the diesel oil tank has enough
oil i n i t. M ake s ure t he p ipe l ine t o b urner d oes n ot co ntain an y ai r a nd cl ean u p t he
strainer.
5. Air pressure for waste oil burner

a. Open the air supply intake valve and set the air pressure to specified pressure level.
b. 0.5 kg/cm2 air pressure is required during waste oil operation. If the air supply pressure
varies widely, s et i t 2 0% t o 3 0% h igher. U se p ressure r educing valve t o set ai r
pressure while solenoid valve is on.
c. If the solenoid valve is at OFF position, pressure may not be set properly.
6. Fuel circulation to waste oil line.

a. When waste o il i n t he waste o il ta nk has b een h eated s ufficiently, o pen th e s upply
valve of the waste oil tank to allow waste oil to circulate to waste oil line. At this time,
the waste o il p ressure-control c ock s hould be wide ope n, a nd t he waste oi l bu rner
operation switch should be set to “CIRCU” position.
b. With the circulation o f waste oil, air inside the waste oil line is removed and heated
waste oil is sent to just before the burner.
7. Exhaust gas thermostat

a. Exhaust gas temperature thermostat on the control panel cuts off combustion when the
temperature of the exhaust gas rises above preset temperature. T his temperature is set
at the factory to default value.
b. For s afety r eason, h owever, p lease make s ure t he t emperature s etting a nd r eset t he
temperature if not correct.
8. Damper (Make sure the damper opening)

If the damper is installed in the chimney of the incinerator, verify that the damper is open.
9. Other precaution
Make sure t hat all p eripheral units o perate p roperly. I f t here ar e p roblem with an y o f t hese,
repair them so that they operate normally.
2. Operation
1. Operation of the auxiliary burner

a. Turn the burner selection switch on the control panel to the auxiliary burner side.
b. Turn the waste oil burner operation switch on the control panel to OFF or CIRCU.
c. After these two above steps, press the operation switch to start the cooling fan, and turn on the
combustion s witch t o s tart s olenoid pum p for a uxiliary b urner. After a bout 35 s econds of
prepurging, t he b urner c ontrol r elay o pens t he solenoid va lve o f d iesel o il l ine. At t he same
time, th e i gnition tr ansformer is a ctivated to g enerate a s park f rom t he tip o f th e ig nition
insulator. T his starts the combustion in the a uxiliary burner. The spark stops after about 10
seconds. It is necessary to make sure that the auxiliary burner continues to fire.
d. If th e a uxiliary b urner s eems to o perate n ormally, k eep it f iring f or a while ( about 10-15
minutes). During this time, check that each part of the auxiliary burner is operating normally.
(Make sure oil pressure, any abnormalities in the solenoid pump operation , oil leakage from
pipe lines, combustion condition).
Caution !!
When the operation switch is pressed, the exhaust gas thermostat is also activated. The temperature display,
however, does not come on immediately due to preparation (about 3 seconds). If the combustion switch is
turned on at the same time, an alarm sounds for exhaust-gas high temperature. This will stop automatically
as soon as the temperature is displayed normally.
2. Operation of waste oil burner

a. Before operating the waste oil burner, be sure that the auxiliary burner is operating normally.
b. After verifying that the waste oil is circulating normally, be sure that the primary oil pressure is
around 1. 5 kg/cm2. In addition , adjust the secondary oil pressure to the specified pressure
given in the below chart, using the waste oil pressure-regulating valve. All values were preset
at the factory for maximum performance.
Model Secondary Pressure

BGW-10 0.2 kg/cm2
BGW-20 0.5 kg/cm2
BGW-30 0.5 kg/cm2
Warning
Never close the waste oil pressure-control cock completely. If done so, the internal pressure could increase
and may cause the waste oil leakage.
c. Turn the waste oil burner operation switch from “CIRCU” to “COMB” side. At this time, the
waste oil solenoid valve turns on, and waste oil, which is supplied through the waste oil flow
regulating v alve, i s at omized f rom t he b urner n ozzle. N ote t hat i t t akes some t ime for t he
waste o il to tr avel f rom t he w aste o il s olenoid v alve to th e tip o f th e b urner. A lways verify
waste oil combustion through the peep hole.
d. After verifying t hat t he waste o il i s b urning, c heck the s econdary o il p ressure a gain t o make
sure that the pressure is still at the proper pressure (see the chart of item 2). D o not touch the
waste oil pressure regulating valve once the optimum pressure is obtained during combustion.
Although the waste oil pressure regulating valve is factory-set to attain specified flow volume
at the secondary oil pressure, it may be necessary to adjust the opening for optimal combustion
(where the exhaust gas temperature does not exceed specified limit), depending o n the waste
oil condition.
e. When b oth waste o il b urner a nd a uxiliary b urner ar e operating n ormally, co ntinue t he
combustion until the castables (fire resistant items) in the incinerator is heated completely to a
red colour.
Warning
Do not allow the exhaust gas temperature to exceed the specified limit. Adjust the combustion with the
waste oil flow control valve.
3. Independent operation of waste oil burner

a. After sufficient combustion with both auxiliary burner and waste oil burner, and if there is no
problem with any of the parts, turn the burner selections switch on the control panel from the
auxiliary burner side to waste oil combustion side.
b. Once t he b urner s elections switch i s c hanged o ver, b oth a uxiliary b urner s olenoid p ump a nd
solenoid valve come to a stop. The combustion in the auxiliary burner is terminated, and only
the waste oil combustion continues.
c. During continued operation of waste oil combustion, always check each part of the incinerator
and promptly stop the incinerator in case of any trouble. Then investigate for any cause.
4. Burning solid items
Warning
Do not open the door of solid waste dump chute during combustion. It may cause burning due to back fire.
a. When incinerating solids, throw in solid waste through the solid waste dump chute entrance
after s topping t he a uxiliary b urner a nd waste o il burner. W hen b urning s olid waste, p rocess
about 1 kg – 2 kg at a time as a standard and avoid throwing in too much at once. ( If the door
is opened during burner combustion, burner interlock is activated and the fire is extinguished.)
b. After throwing in the solid waste through the dump chute, close the door and ignite the solid by
auxiliary b urner. W hile s olids a re b urned, u se o nly the a uxiliary b urner. T his i s b ecause i f
solids waste are burned during waste oil combustion process, inner pressure of the combustion
chamber ch anges, cau sing waste o il b urner t o d ie down. A lso, ev en i f t he co mbustion
continues , it will lead to abnormally high exhaust gas temperature, which in turn triggers the
exhaust gas thermostat to stop the burning.
c. While burning solid waste, always watch for raising exhaust gas temperature. A lso, always
check for malfunction of any parts.
d. When the system is not in operation, periodically remove ashes from the incinerator.
5. Shut down of waste oil burner

a. To shut down waste oil burner operation, close the main valve of the waste oil tank, open the
change over valve of the diesel oil, and allow the oil to flow into the waste oil line. (Continue
to burn until the entire pipe line from change over valve to burner is completely filled with the
diesel oil.) T his will clean out any waste oil in the waste oil line, preventing solidification of
waste oil due to drop in temperature after seizing operation.
b. When diesel oil finishes burning , turn off the waste oil burner operation switch, and press the
stop button of the incinerator to stop the operation completely. Continue to operate the cooling
fan, however, until the temperature inside the combustion chamber is completely cooled down.
(That i s, c ontinue t o r un the cooling f an u ntil t he e xhaust g as t emperature reaches 60oC o r
less.)
c. Close the main valve of the diesel oil tank, and close the change over valve.
4. Other precaution
Caution !!
1. Clean the waste oil tank and waste oil strainer, and remove sludge. The frequency of such maintenance
varies with the waste oil condition.
2. Always clean ignition insulator, nozzle tip, diode and baffle plate of the auxiliary burner to maintain
optimal condition. Condition of these items affects incineration performance.
3. Avoid unnecessary dual firing of waste oil, which can be burned independently, and diesel oil for
auxiliary burner.
4. Performance of ejector unit in the chimney may deteriorate if sulfide deposits are allowed to
accumulate. Periodically clean the ejector and remove sulfide deposit.
08/08/2017 Oil Transfer Procedures
Objective description of procedures during bunkering operations

Scope vessels
References SOPEP/VRP/MRV
Records bunkering records, Bunkering Check List 34-210F1
1. General
1. The following procedures are to be followed for all bunkering and oil transfer operations including fuel,
diesel and lube oils.
2. The Chief Engineer is responsible for these operations and only in exceptional circumstances is he to
delegate supervision to a suitably qualified Engineer Officer. However, the Chief Engineer is to be on board
whilst all such operations are carried out.
3. Every vessel must display at a place where it can easily be seen a schematic diagram and/or plans showing
the bunker/transfer/pumping arrangements for FO/DO/LO. The diagrams or plans must indicate the location
of the isolation device that separates any bilge or ballast system from the oil transfer system.
4. There must be sufficient personnel on duty during the oil transfer operation to adequately oversee the
operation.
5. For each and every bunker operation the Bunkering Check List 34-210-F1 must be completed and retained
on board.
6. Bunker lines, valves, air vents, retention trays, and bunkering system in general, are to be checked prior to
every bunkering.
7. Bunker and lube oil operations are to be recorded in the Oil Record Book (Part I) in section H 'Bunkering of
Fuel or Bulk Lubricating Oil'.
8. The vessel will maintain full bunker records, indicating dates and quantities received, dates and quantities
of internal oil transfers, and routine quantity records, i.e. daily readings of ROB's, port arrival/departure
figures etc.
9. In addition to having all drains and scuppers plugged the vessel shall be capable of containing any spill on
board either by means of having portable pumps available during such operations or, if fitted, drains
available directly to retention tanks. The vessel shall have sufficient quantities of sawdust or other
absorbent material on standby to contain small spills. The Shipboard Oil Pollution Emergency Plan
(SOPEP) should be consulted.
10. The Chief Engineer must ensure that:
a. The quantities of bunkers are measured on arrival and departure of the vessel. The quantities of the
daily tanks, settling tanks etc. are also to be included. Bunker Tank contents must be monitored at
regular intervals.
b. The bunker supply barge ullages / soundings or the terminal meter counters are taken before and after
delivery.
c. The temperatures of the bunkers are taken and the exact quantity supplied corresponds to the delivery
receipt. (Variation in temperatures may manifest significant quantity difference).
d. The delivery receipt is signed, only after all the above records were taken and it has been established
by the ship's soundings that the fuel quantity is onboard.
11. There have been several cases where the Owners have held liable for the bunkers supplied to the ship, on
behalf of charterers, who have subsequently become insolvent. Although in a number of jurisdictions it is
impossible to prevent the creation of a maritime lien in favour of the suppliers, the owners are
recommended to protect their position as far as possible, by making sure that bunkers are supplied on behalf
of the charterer.
Chief Engineers and Masters therefore are advised to ensure that the invoice/ delivery note bear the name of
the Charterers and in any case, stamp the invoice/delivery note with a stamp containing the text below. If no
such stamp is available, then the Master must order one at any convenient port. Until such stamp is
available onboard, the Master or Chief Engineer must simply make a hand written note to that effect before
signing.
Text to be used on the stamp:
Bunkers, Supplies and/or services solely received

for the account of Charterers,
Messrs........................... and not for the account of
said vessel/owners/managers. No lien or other
claims against vessel/owners/managers can arise
therefore."
12. In addition, all efforts should be made that a ‘’Charterers Services Notification Letter, 34-210F2’’ is signed
by all Bunker Suppliers before bunkers/supplies/services are received on Charterers account. The original
letter should be kept onboard and a copy should be given to the Bunker supplier. This letter should be
signed at least once by each Bunker Supplier. In case the Bunker Supplier’s representative refuses to sign,
the Master should sign and date the letter, and after inserting an appropriate remark to document the
Supplier’s refusal to sign, file it accordingly for future reference, and give a copy to the supplier’s
representative.
13. Copy of the letter together with the Bunker Delivery Note should be sent to the office via Monthly Mail.
14. For vessels under time charter where the Owners may be liable for the cost of marine diesel oil / marine gas
oil even if supplied by the Charterer, the Master must carefully check the Charter Party terms and check
with Owners in advance before ordering such fuel and confirm the reason for the requirement.
2. Sludge Transfer & Disposal from the vessel
1. Vessels shall report the daily quantity of sludge in their sludge tanks together with the amount of water
drained (if carried out) on their noon reports to the Office
2. Vessels that require discharge of sludge ashore shall notify the Charterer (if for Charterer’s account) or
Superintendent (if for Owner’s account) and request him to proceed with necessary arrangements for their
discharge. The Vessel will not enter to any direct negotiations for sludge discharge with any sludge
handling company without the written permission of the Superintendent
3. For vessels with operational AMOS, the sludge discharges should be recorded via AMOS in order to keep
track of the costs.
4. Proceeds and monies earned (if any) from the discharge of sludge shall be to the credit to the Owner and
not the Charterer unless otherwise stated in the Charter Party. When such proceeds are paid on board in
cash, they shall be credited to the Master’s cash box. Receipts for cash received shall be forwarded to the
Superintendent.
3. Fuel Reserve Policy
1. The bunker tanks must not be filled with more than 90% of the total capacity of the tank.
2. Vessels should operate with the following safe fuel reserve policy when taking bunkers for the intended
voyage:
“A 3-day safe reserve for main engine consumption based on daily consumption at Economical Speed”, plus
50 Tons of MDO.
3. Vessels on ‘short sea’ voyages or where bunkers may be obtained at key ports in case of difficulties on
voyage shall carry 3-day safe reserve for main engine consumption at economical speed, plus 25 Tons of
MDO.
4. Due allowance must be made for unpumpable quantities when calculating fuel reserves.
4. Fuel supply shortage claims
Under a time charter, the fuel is paid for and supplied by the Charterer but the Charterer requires that the Master
and Chief Engineer protect the Charterer's interest especially if there is a short supply. Masters and Chief
Engineers should note that Charterers will claim against the Owner for bunker shortages unless it can be shown
that all proper/correct actions were taken. Owners may be faced with a bunker shortage claims amounting to
thousands of $USD.
In order to avoid undesirable situations, the vessel needs to follow below guidance:
1. Master and Chief Engineer should be fully familiar with Charterer's standing instructions for bunker shortage
cases.
2. Should there is a shortage which is outside the Charterer's accepted limits, follow their exact instructions.
3. Double check barge and ship soundings and perform another set of quantity calculations.
4. Do not disconnect bunker hose until instructed to do so by the Operator.
5. Call the Charterer Operator immediately by telephone and notify him you have a shortage and ask him what
he wants you to do? Give him the chance to arrange a bunker surveyor if required. Please call him anytime
day or night.
6. If you cannot get to the barge or there is no safe access to barge - issue a protest letter.
7. If you cannot witness barge soundings - issue a protest letter 8. It is very important that Master and Chief
Engineer keep close liaison/communication in case of a shortage problem. The Master needs to contact the
Charterer immediately.
8. There is no rush - bunkering is done in Charterer time and any shortages will be resolved in Charterer time. It
is better to sort out the problem and solve the bunker shortage than have the Charterer claim against Owner.
In case the owner is supplying the bunkers on his account, the same procedure applies with the Owner's
operation department.
17/01/2019 Bunkering Check List
Distribution in AMOS Fill and File in AMOS EMS
Vessel
Date / Port /
Time Bunker Operation /

commences / completed
Quantity / Name of Product /
Name of Supplier
Means of Supply
(Number and ID of Shore
Tanks, Barges or Trucks)
A Pre-Commencement Checks and Actions Resp. Done

1 Is the Risk assessment for Bunker Operation has been reviewed and discussed CENG/OOW
2 Pre-bunkering meeting done with all involved crew, with record in Engine Log CENG
Book
3 Master and Chief Mate advised regarding control of list and stability CENG
4 Bunker distribution agreed with Master and Chief Engineer (attach list) MASTER/CENG
5 Procedures known for reporting a spill (MNC-50-472F1) CENG/OOW

6 Emergency shutdown procedures known CENG/OOW
7 Deck drains and scuppers plugged OOW
8 Proper illumination of manifold and bunker hose area(s) ensured OOW
9 Fixed and portable firefighting appliances ready for use at manifold OOW
10 Moorings checked and arrangements made for tending during bunkering OOW
11 Relevant fuel tank vents clear CENG
12 Relevant fuel tank sounding caps on CENG
13 Relevant drip trays and save-alls clean, dry and closed by plugs CENG
14 Oil spill response equipment on stand-by CENG
15 Unused manifolds blanked and shut CENG
16 VHF Radio, Internal Ships Communication Equipment or other means tested CENG/OOW
17 Ship/Barge or Ship / Shore communication method CENG/OOW

AGREED AS FOLLOWS:
18 Condition of ship/shore or ship/barge connection and hoses checked and accepted CENG
19 Sampling equipment ready for use as per MARPOL and DNVPS instructions CENG
20 All lines and valves correctly set CENG

A Pre-Commencement Checks and Actions Resp. Done
21 Manual Sounding of the Tanks of the bunker barge, performed and/or flow CENG
meters verified and recorded
22 Manual Sounding is taken of vessels bunker tanks before bunkering and record is CENG
made.
23 Bunkering rate from supplier CENG
AGREED AS FOLLOWS:
24 Finishing Ullages / Soundings CENG
CALCULATED AS FOLLOWS:
25 Top-Off Procedure, Rate and Notification Time CENG
AGREED AS FOLLOWS:
26 CENG to request from the fuel supplier copies of the tank tables and from the CENG
bunker barge copies of the custom papers indicating the supplied fuel quantities
and temperatures to the barge
27 Sampling flange / cubitainer installed and drip rate set with Supplier's CENG
Representative
28 Are Fenders in good order and there is no possibility of ship to barge contact? OOW
29 No smoking notice should be positioned. CENG
30 All hot work permits suspended for the duration of bunkering CENG
31 Red flag / light is presented on masthead. CENG
32 Vessel draft and trim is recorded before bunkering. CENG
33 Material Safety Data Sheets for Bunkers should be posted. CENG
34 Check the temperature of bunkers. CENG
35 DATE OF LAST SYSTEM TEST (pipelines, valves etc.): CENG
B Checks and Actions During Bunkering Resp. Done

1 Check that fuel is entering the correct tank(s) CENG
2 Interval Manual Sounding of the ships Tanks: every minutes CENG
3 Monitor drip samples CENG
4 Frequent checks of manifold, hoses, deck areas and overboard for signs of fuel CENG
leakages or spills
5 Checking and tendering of moorings considering tidal, sea, wind and loading OOW
conditions
6 Maintaining regular contact with shore, barge or truck operator CENG
7 Cappuccino bunkers - note any unusual air pressure from sounding pipe and air CENG
bubbles on sounding rod.
8 Names of Other Officers/Ratings on Duty:
C Post-Bunkering Checks and Actions Resp. Done

1 Drip sample cubitainer removed and sample bottles filled, sealed and signed in CENG
presence of the Supplier's Representative
2 Bunker barge tank soundings done or flowmeter readings verified and recorded CENG
3 Tank soundings and ullages measured - bunker quantity verified CENG
4 All minor spillages cleaned up (if any) CENG
5 All sounding caps closed CENG
6 MARPOL sample(s) registered and stored CENG
7 Check the draft and trim of the ship. CENG/OOW
8 Correct the volume bunkered for trim, heel and temperature correction CENG
9 Take four continuous drip samples during bunkering. One is kept onboard, one CENG
for barge, one for analysis, one for port state or IMO (Marpol Annex VI sample),
which have to be signed by supplier and ship`s CENG.
10 Charterers services notification letter (34-210F2) is filled and signed between the CENG
ship (Master) and Bunker supplier. Original is kept onboard together with the
Bunker Delivery Note. One copy is given to the supplier and another copy is sent
to Marlow.
11 Sign the Bunker Delivery Note and the amount of bunker received. In parallel, CENG
stamp the Bunker Delivery Note with the related stamp. Inform Master
immediately if there is a shortage between ship and shore/barge/truck figures.
12 Hose removed and manifold shut and secured provided no bunker quantity CENG
dispute’. If quantity dispute - keep connected
13 Record the bunker operations in the Oil Record Book (Part I) in section H CENG
‘Bunkering of Fuel or Bulk Lubricating Oil’.
14 Log book entry on Engine & Deck Log book must be the same information MASTER/CENG
15 When sub-standard bunkers are suspected, procedure 34-250 (Bunker Claim CENG
Handling) should be followed.
16 Take soundings again, 48 hours after bunkering CENG
Remarks:
Date: Name/Signature OOW: Name/Signature CENG:

28/01/2014 Charterers Services Notification Letter
Distribution in
Fill in AMOS, attach scanned signed document and File in AMOS.
AMOS
The M.V is presently chartered to Messrs of , as time charterers.
It has come to our attention that in your capacity as at the port(s) of where
our said vessel may be trading, you may be called upon by the time charterers
mentioned above to furnish for the use in connection with the said vessel.
We wish to advice you that under the terms of the time charter party between the
owners of the said vessel and the time charterers mentioned above, neither the time
charterers nor the Master nor any other person has the power or authority of pledge
either our or our said vessel’s credit, or to create, or permit to be created any liens on
our said vessel, and that accordingly any such services as furnished by you to our said
vessel will be so furnished solely upon the credit of the said time charterers and not on
the credit of the said vessel, her owners, Master or managing owners.
For and on behalf of the M.V
(Signed by Master) (Signed for receipt)

For and on behalf of supplier, etc
Signature: ….…………………….
Name: …………………………….
10/09/2015 Bunker Transfer Safety Checklist
Form Purpose This Checklist is only applicable for the Bulk Carrier Vessels.
Bunkering check list has been implemented for the purpose of assigning responsibility between ship
and bunker barge, but it is also suitable for bunkering via shore line or truck.
Check list has to be completed BEFORE commencing bunkering operation and shall be completed
by the responsible person involved in bunkering operation ONLY.
Before bunkering starts, all checks have to be completed and check list confirms by signature by both
parties.
Distribution of Bunker check list is a part of each bunkering operation and it is integral part of the Bunkering
the Form documentation which has to be stored in separate folder together with Bunker Delivery Note,
Statement of fact, Pumping log ( if kept) and other relevant documents.
This check list has to be kept on board as long as other Bunker documentation.
Port Date
Ship Barge
Master Master
1. Bunkers to be transferred
Grade Tonnes Volume at Loading Maximum Maximum

Loading Temp. Temperature Transfer Line
Rate Pressure
Fuel Oil
Gas Oil / Diesel
Lub Oil in Bulk
2. Bunker Tanks to be loaded
Tank No. Volume of Vol. of Oil in Available Volume to Total

Grade Tank @ % Tank before Volumes
Volume be
Loading Loaded Grade
3. Checks by Barge Prior to Berthing
Bunkering Ship Barge Code Remarks

1. The barge has obtained the
necessary permissions to
go alongside receiving
ship.
2. The fenders have been R
checked, are in good order
and there is no possibility
of metal to metal contact.
3. Adequate electrical
insulating means are in
place in the barge-to-ship
connection.
4. All bunker hoses are in
good condition and ere
appropriate for the service
intended.
4. Checks Prior to transfer
Bunkering Ship Barge Code Remarks

1. The barge is securely R
moored
2. There is a safe R
means of access
between the ship
and barge
3. Effective communication A (VHF/UHF Ch…….)
have been established R Primary System: Backup
between Responsible System: Emergency Stop
Officers Signal:
4. There is an effective
watch on board the barge
and on the ship receiving
bunkers
5. Fire hoses and fire-fighting
equipment on board the
barge and the ship are
ready for immediate use
6. All scuppers are effectively R
plugged. Temporarily
removed scupper plugs Will
be monitored at all times.
Drip Trays are in position
on decks around
connections and bunker tank
vents.
7. Initial line up has been
checked and unused
bunker connection are
blanked and fully bolted.
8. The transfer hose is
properly rigged and fully
bolted and secured to
manifolds on ship and
barge.
9. Overboard valves
connected to the cargo
system, engine room
bilges and bunker lines
are closed and sealed
10. All cargo an bunker tank
hatch lids closed
11. Bunker tank contents A At all intervals not
will be monitored at R exceeding……….minutes
regular intervals
12. There is supply of oil spills
clean-up material readily
available for immediate use.
13. The main radio transmitter
aerials are earthed and
radars are switched off.
14. FixedVHF/UHF
transceivers and AIS
equipment are on the

correct. Power mode or
switched off.
15. Smoking rooms have been A Nominated Smoking
identified and smoking R Rooms Tanker:
restrictions are being Barge:
observed.
16. Naked lights regulations R
are being observed.
17. All external doors and R
ports in the
accommodation are
closed
18. Material Safety Data Sheet R
(MSDS) for bunker transfer
have been exchanged where
requested
19. The hazards associated R H2S Content ………..
with toxic substances in Benzene Content …….
the bunker being handled
have been identified and
understood
Code R means: re-checked in intervals

Code A means: Agreement
DECLARATION
We have checked, were appropriate jointly, the items of 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
Records of repetitive checks
Date
Time
Initials for Ship
Initials for Barge
20/07/2005 Commercial Bunker Sampling Procedures
1. General
1. Inferior quality of fuels may cause considerable machinery damage resulting to unwanted delays
and eventually to large financial losses. Lengthy law suits and arbitration may be required to prove,
that in fact, fuels of inferior grade have been supplied.
2. In order to consolidate the vessel's arguments, for each and every bunkering supply, regardless or
not the fuel supplied seems suspicious, precise records in writing should be kept onboard at all
times.
2. Commercial Bunker Samples
1. The company normally signs fuel oil analysis contracts with duly qualified laboratories (e.g. DNV
Petroleum Services). These laboratories normally provide detailed instructions on how to obtain
and process fuel oil samples.
2. Before bunkering, the quantities and grades of fuel in each tank must be established and recorded.
3. Drip samples (at least three) of the fuel supplied, are to be taken and labelled with date, name of
supplier, name of barge/truck/terminal and type and quantity delivered. The above sample
information must be signed by the supplier (barge skipper, truck driver, terminal Master) and the
Chief Engineer.
4. The samples are to be taken at the ship's manifold during bunkering with a Supplier's
Representative attending during the sealing and opening of the cubitainer.
5. If the bunker supplier fails or refuses to attend while representative samples are taken, then a letter
of protest should be lodged by the Master to that effect and a copy handed to the supplier.
6. Samples should be kept on board until all the quantity of bunkers supplied is consumed, or as
required by the Charter Party, but not less than 12 months (Marpol Annex VI)
7. It is suggested that, if possible, new bunker supply is taken in separate tanks and not mixed in the
old stock.
18/11/2009 MARPOL Annex VI Bunkering Procedures
New
1. General
1. MARPOL Annex V I c ame into f orce on t he 19. 05.2005. W hile f uel oi l qu ality w as s o f ar
primarily a matter be tween ow ners/managers, c harterer an d s uppliers i t h as be come n ow a
statutory matter.
2. In addition to the requirements limiting the sulphur content in oil, MARPOL Annex VI contains
also requirements preventing the incorporation of pot entially harmful substances such as fuel
additives and chemical wastes.
See below table for implementation dates at different Areas.
Worldwide:
Timeline Regulation Enforcement Area Details Of Restriction
Max 4.50% m/m sulphur content of bunker fuel &
From 19.05.2005 Marpol 73/78 Annex VI Worldwide BDN stating sulphur content and density of fuel
delivered.
From 19.05.2006 Marpol 73/78 Annex VI Baltic Sea (SECA) Max 1.50% m/m sulphur content of bunker fuel
North Sea (SECA)
From 22.11.2007 Marpol 73/78 Annex VI Max 1.50% m/m sulphur content of bunker fuel
English Channel
Baltic Sea (SECA)
From 01.03.2010 Max 1.00% m/m sulphur content of bunker fuel
North Sea (SECA)
From 01.01.2012 Worldwide Max 3.50% m/m sulphur content of bunker fuel
Baltic Sea (SECA)
From 01.01.2015 Max 0.10% m/m sulphur content of bunker fuel
North Sea (SECA)
From 01.01.2020 Worldwide Max 0.50% m/m sulphur content of bunker fuel
European Union:
Max 1.5% m/m sulphur content of bunker fuel (Pax
From 11.08.2006 2005/33EC EU Ports
vessels)
From 11.08.2006 2005/33EC Baltic Sea (SECA) Max 1.5% m/m sulphur content of bunker fuel
From 11.08.2007 2005/33EC North Sea (SECA) Max 1.5% m/m sulphur content of bunker fuel
EU Ports,
1999/32/EC
From 01.01.2008 anchorages and Max 0.1% m/m sulphur content Marine Gas Oil
2005/33EC
inland waterways
EU Ports,
From 01.01.2010 2005/33EC anchorages and Max 0.1% sulphur content of bunker fuel
inland waterways
California:
Ocean-going vessel 1.5 % max sulphur in Marine Gas Oil (MGO) and
California Waters
From 01.01.2009 auxiliary engine and 0.5% max sulphur in Marine Diesel Oil (MDO) –
(24 naut. miles out)
diesel-electric engine Main Engines, Auxiliary Engines, & Aux. Boilers
Ocean-going vessel 0.1% max sulphur in Marine Gas Oil (MGO) and
California Waters
From 01.01.2012 auxiliary engine and Marine Diesel Oil (MDO) – Main Engines, Auxiliary
(24 naut. milesout)
diesel-electric engine Engines, & Aux. Boilers
Canada:
Canada Shipping Act, Canadian waters Fuel-burning installation may emit black smoke only
Early 2007 2001 Regul.for the Prev. and within 1 mile to the “density” levels specified by the Act and based
of Pollution from Ships. of land on the Dept of Transport Smoke Chart
Consequently under no circumstances should you accept Bunkers with a Sulphur content more than what is
stated on the table above. In such event notify Owners/Managers and Charterers immediately.
2. Other implications
1. A reduction in fuel sulphur content is expected to have a direct reduction in lubricity –fuel pumps are
most vulnerable.
2. Implication on changeover procedures – tank segregation, not enough tanks.
3. Cylinder oil base number (TBN) to be adjusted to sulphur content (consult your Technical
Superintendent).
4. The multiplication of grades of fuel carried also increases the chance that there is incompatibility
between fuels. This may trigger an excessive sludge generation (waxing) – Notify your Technical
Superintendent when this happens. This would block fuel filters, leading to a loss of power if the
auxiliary engines are starved of fuel. Loss of power during loading operations will increase the risk
of oil spill.
5. The requirement of switching from the Heavy Fuel Oil (HFO) to Marine Gasoil (MGO) in marine
boilers, increases the risk of furnace explosion in the event of a flame failure. The increased risk
results from two factors: a) the temperatures created in the furnace during operation and b) the
properties of the MGO.
6. The EU Sulphur Directive does not have any provisions or guidelines on what should be done in case
ships can not find compliant fuel. INTERTANKO recommended that EU Commission should advise
the Paris MoU to follow the provisions in the amended Reg. 18 of MARPOL Annex VI, giving due
regard as to when the ship could document that it could not find supply of compliant fuel. This
suggestion was not accepted. The EU Commission explained that such an action would involve
amending the Directive, which is a very long process. They also said that such a provision might
result in ships not seeking supplies outside EU ports. Concluding, the EU Directive gives little
flexibility to ships in this matter. INTERTANKO and other industry forums continue the dialogue
with the EU Member States in order to find a practical solution. For now, and in cases you can not
find compliant fuel for supply, please consult Operations Manager for further guidance.
3. Fuel Change-over procedures
(See the relevant instructions in the ship’s library: “Low Sulphur Fuel Change-Over Procedures”).
Ships need to switch to low sulphur fuel oil (LSFO) before entering a SECA. Regulation 14 (6)
requires ships to allow sufficient time for the fuel oil service system to be fully Flushed of all fuels
exceeding the maximum allowable sulphur content, prior to entering a SECA. The time it takes to
flush the fuel oil system of fuel oil exceeding the maximum allowable sulphur content.
Details of fuel oil changeover procedures from HSFO to LSFO, and vice versa, need to be recorded
as required by Regulation 14(6) of Annex VI. The volume of LSFO in each tank, as well as the date,
time, and the position of the ship when any fuel changeover operation is completed, is to be recorded
in log books, i.e. the engine room log book. For each SECA voyage, the vessel should have
knowledge of the required changeover time and incorporate this is in the voyage planning for the
ship.
4. Requirements for Bunker Delivery Notes
1. It is a requirement of regulation 18 that any fuel oil for combustion purposes delivered to and used
on board shall be recorded by means of a Bunker Delivery Note (BDN). A BDN shall be presented
for every single delivery and every grade.
2. Bunker Delivery Notes are required to contain following specific information:

1. name and IMO number of receiving vessel
2. bunkering port
3. date of commencement of bunkering
4. name, address, telephone number of marine fuel supplier
5. product name
6. quantity supplied (in metric tons)
7. density at 15 deg C (kg/m3)

8. Sulphur content (% m/m)
9. A declaration signed and certified by the fuel oil suppliers’ representative that the fuel oil
supplied i s i n c onformity with r egulation 14 a nd 18 ( i.e. t hat the f uel supplied has a
sulphur content below the maximum acceptable sulphur limit (%m/m) and the fuel is free
from in-organic acid, does not include any added substance or chemical waste which either
jeopardizes t he s afety o f ships, ad versely a ffects t he p erformance o f t he machinery, i s
harmful to personnel, or contributes to overall additional air pollution.)
1. Further t he s eal n umber o f the as sociated M ARPOL Annex V I fuel s ample i s i ncluded i n t he
BDN’s for cross reference purposes.
2. The BDN’s are to kept on board and readily available for inspection at all times. It shall be retained
on board for a period of three years after the fuel has been delivered on board.
5. MARPOL Annex VI Fuel Oil Samples
1. Regulation 18 requires that every BDN to be acco mpanied b y a r epresentative sample of the fuel
delivered. The fuel oil sample should be obtained at the receiving ship’s inlet bunker manifold and
should be drawn continuously throughout the bunker delivery period.
2. The sample to be sealed and signed by the supplier’s representative and the master or officer in
charge of t he b unkering operation on completion, and r etained under t he s hip’s control u ntil t he
fuel is substantially consumed, but in any case for a period of not less than 12 months.
3. This sample should not be used for sending for laboratory analysis but should be retained on board
for inspection by Port States (in addition to the company required commercial sample).
4. The volume of the sample bottle should not be less than 400 ml.
5. The sample bottle label should contain the following data:

a. location at which, and method by which, the sample was drawn
b. bunkering date
c. name of bunker barge or installation
d. name and IMO number of receiving vessel
e. signatures and names of supplier’s representative and ship’s representative
f. details of seal identification
g. bunker grade
6. The samples are to be kept in a safe storage location:

a. outside the ships accommodation where personnel would not be exposed to vapours which
may be released from the sample.
b. sheltered lo cation where it w ill n ot b e s ubjected to e levated te mperatures a nd with
adequate ventilation.
7. A MARPOL sample log record should be maintained on board listing following information for
each sample:
a. date, port, name of supplier
b. seal-number of sample bottle
c. date, name and signature of Port State Control Officer collecting the sample
20/07/2005 Bunker Claim Handling
1. When substandard bunkers ar e suspected records must be kept of the tanks where bunkers were placed on
delivery and whether there was oil in the tanks prior to delivery, and if so, full details must be given.
2. The location of tanks(s) in which the suspected bunkers have been kept must be recorded and full details of
all movements of bunkers between tanks must be noted.
3. Details of U llages/ Soundings must be noted and copies of bunker receipts f or the new bunkers must be
preserved.
4. All Notes of Protests, engine and deck logbooks must be preserved.
5. The sealed samples taken during bunkering must be retained and samples from previous bunkers kept safe
on board as per MARPOL Annex VI requirements or longer, if a bunker claim is still open.
6. The Company must be notified promptly if substandard bunkers are suspected.
7. The Master should keep records of the following:
a. When was fuel first burned?
b. What were the immediate problems encountered?
c. What action was taken to reduce the problem and was it effective?
d. When sub-standard fuel was last burned?
e. When were repairs carried out and under whose supervision?
f. What parts were overhauled or renewed?
g. When and how was sub-standard fuel disposed?
h. Performance of engine once vessel had ceased to burn sub-standard fuel.
8. All e xisting reports o f r epairs f rom owners, ch arterers, e ngine manufacturers and underwriters' surveyors
should be kept.
9. Any damaged machinery parts should be kept for future inspection.
10. Photographs should be taken of damaged parts when discovered.
11. A notification letter should be given to the bunker suppliers and the charterer's agents, in the format of the
following sample letter:
I hereby give you notice that an analysis carried out on this vessel of a representative sample of the bunkers
supplied by you (add date/ time) indicates the deficiencies listed below. T he fuel is therefore outside the
specification o f f uel s uitable t o the vessel's e ngines a nd au xiliary machinery, and has b een s ubmitted for
further analysis.
Deficiencies were noted in:
1. Density:
2. Viscosity:
3. Pour Point:
4. Water content:
5. Salt water:
6. Compatibility:
7. Catalytic fines:
Owners hold charterers fully responsible for any damage, delays, poor performance, over consumption or
any other loss or expense arising as a direct or indirect consequence of your failure to supply suitable fuel.
Yours faithfully,
Master
Make and Model of sampling equipment:
Make and Model of main engine:
20/10/2015 Sealing of Bilge and Sludge Systems
Objective Description of procedures for Sealing/Unsealing of E/R Flanges or Valves.

Scope Vessels
References Marpol Annex I, SOLAS Ch.II-1, Reg.21, MSC-PEPC.4/Circ.3.
Records Engine Room Flange and Valve Seal Register, Form: 34-260F1
1. Despite clear threats of massive fines imposed on both individuals and companies often in conjunction with
lengthy prison sentences, we continue to see new pollution cases brought to courts throughout the world on
almost a weekly basis as a result of vessels illegally disposing of oily bilge residues or sludge.
The Company will not tolerate any such blatant criminal act, and individuals found guilty of deliberately by-
passing bilge separators or the MARPOL sludge lines, will receive no assistance whatsoever, from either the
company, nor the vessel’s P&I Club, if they are caught.
We must all respect, protect and preserve the environment, therefore numbered seals will be issued to each
vessel which are to be used to make the bilge, ballast and sludge systems tamper proof.
2. Flanges and valves need to be sealed on the bilge, ballast and sludge systems, in order to ensure that illegal
discharges from the systems by means of by-pass or crossover lines are not possible. The seals should be
placed on:
a. Discharge piping systems that are or may be connected to the oily bilge system
b. Main Cross Connections
c. Emergency Bilge Suctions
d. Main Bilge Suctions
e. Bilge Shore Connections (transfer system & valves)
f. Sludge Shore Connections (transfer system & valves)
g. Sewage Shore Connections (transfer system & valves)
h. Sewage shipside valves (if port requirements require)
i. OWS piping system and overboard valve
j. OWS fresh water line
k. Remotely operated valves
l. Blank flanges connected to any piping leading overboard (sea water, M/E water cooling etc.)
m. Flanges from bilge pump to waste oil tank, bilge tank, waste oil incinerator tank
n. Forecastle space bilge overboard valve, bilge eductor driving valve, bow thruster well eductor driving
valve
o. Valve connected to general service and bilge pumps in case such pumps are intended for de-
ballasting and/or incase E/R bilges are connected to ballast piping system
Use of cross connections from E/R bilge mains to the suction piping of larger pumps is prohibited.
3. A Seal Register (Form 34-260F1) must be completed and maintained in Chief Engineer’s Records together
with a schematic drawing of the afore mentioned systems, clearly identifying and numbering the necessary
flanges and valves.
4. The Seal Register (Form 34-260F1) will record the flange / valve number and the corresponding seal number.
An example of the schematic drawing and of a Seal Register (Form 34-260-F1), are included in this procedure
as guidelines.
5. The majority of pollution cases involve:

a. By-passing the oil water separator.
b. Discharging bilges utilizing the Bilge /Ballast pump directly overboard.
c. Fitting a weighted flexible hose to the MARPOL Standard Discharge Connection on deck to dispose of
the contents of the sludge tank.
You should therefore concentrate on eliminating any of the above.

6. The key areas you have identified on your system drawings should be drilled and sealed prior to your
Superintendent’s next visit, during which time, he will verify that appropriate actions have been taken to
prevent illegal over board discharges. Each flange recorded in the register must have one bolt drilled to
accommodate the seals or the flanges themselves can be drilled and sealed in one position.
7. To break a seal:
A seal can only be broken by written request for permission to do this from your Superintendent, his back up or
the Fleet Manager. After receiving written permission from your Superintendent, his back up or the Fleet
Manager, the Seal Register must be updated stating the reason the seal was broken, the identification number of
the new seal fitted and the entry must be signed by the Chief Engineer. An example of such need to break a
seal, is when the pipes need to be dismantled due to blockage or maintenance or when the ship has to give out
sludge. Upon completion of the sludge transfer to a barge or truck, the corresponding valve should be sealed
again and the form 34-260F1 should be updated again.
NOTE: Copies of all correspondence, requests from the vessel and permission from the office, MUST be
maintained with Form 34-260F1 in Chief Engineer’s records in a separate small file.
8. The Oily Water Separator discharge valve shall continue to be locked in the closed position when not in use.
As this valve is frequently in use, a padlock is preferable to a seal in this case, but the Chief Engineer must
keep the key in his possession and he is responsible for the contents of any over board discharges when the
valve is open.
9. Other valves can be sealed using light weight chain with the links joined using one of the vessel’s numbered
tamper proof tags. This provides an effective easily verifiable means of locking the valve but it can be easily
broken if the valve has to be opened in an emergency.
Form 34-260F1 Engine Room Flange and Valve Seal Register – EXAMPLE:
Flange Seal Date Date CENG

Reason Seal Broken
Number Number Fitted Broken signature
F-1 MNCY001 01.01.2009
Sludge discharge to barge at
F-2 MNCY002 01.01.2009 25.08.2009 John Smith
Limassol port (see relevant receipt)
F-3 MNCY003 01.01.2009
F-4 MNCY004 01.01.2009
F-5 MNCY005 01.01.2009
F-6 MNCY006 01.01.2009
F-7 MNCY007 01.01.2009
F-8 MNCY008 01.01.2009
F-9 MNCY009 01.01.2009
F-10 MNCY010 01.01.2009
F-11 MNCY011 01.01.2009
F-12 MNCY012 01.01.2009 Note:
F-13 MNCY013 01.01.2009 The “Date Broken”
V/V-1 MNCY014 01.01.2009
is the same as the
V/V-2 MNCY015 01.01.2009 “Date Fitted”
V/V-3 MNCY016 01.01.2009
F-2 MNCY017 25.08.2009
10. Additionally: The following sign should be created, laminated and placed at a prominent location adjacent of
the Oily Water Separator.
WARNING:
NO MODIFICATIONS OR ADDITIONS OF PIPING ON THE
EQUIPMENT IS PERMITTED WITHOUT THE MARLOW
NAVIGATION TECHNICAL DEPARTMENT PRIOR
WRITTEN APPROVAL.
ANY MODIFICATIONS PERMITTED BY THE COMPANY

MUST BE INCORPORATED IN THE DRAWINGS AND
SUBMITTED TO CLASS FOR APPROVAL.
Marlow Navigation Co. Ltd

07/05/2019 Engine Room Flange and Valve Seal Register
Form Purpose Records to be kept by the CENG concerning Sealing/Unsealing of E/R Flanges or Valves.
Distribution Form should be completed and consequently updated by the CENG
Distribution in Fill and update in AMOS every time a seal(s) is broken and register needs to be updated, and file only
AMOS at the end of each year in AMOS
Vessel Year:
Office
Valve or CENG
Date Date permission
Flange Seal Number Reason Seal Broken Initials &
Fitted Broken given by Name
Number signature
/Position
21/11/2019 Sludge Transfer Checklist
Sludge Discharge
Vessel: Master:
Port:
Sludge Discharge
Date:
Time Sludge Discharge Operation commences: completed:
Sludge Distribution
No.: Sequence of Tanks Specification of Sludge Discharge Rate:
1
2
3
4
5
Discharge Rate agreed during operations in % of normal discharge rate
Ship / Shore Communication
Means of Communication agreed with Shore / Bunker Barge
Checks and Actions to be taken prior to Discharging
Check / Action: Person in charge Signature n/a
Sludge discharge procedures and pipping diagrams to be displayed at
1 Chief Engineer
the discharge manifold
Procedure MNC-34-260 and form MNC-34-260F1 implemented as
2 Chief Engineer
applicable
3 Master / C/O advised to control list / trim / stability Chief Engineer
4 Discharge Distribution as above agreed with Master / CO Chief Engineer
5 Spill Response Procedures known Chief Engineer
6 Emergency Shutdown Procedures known Chief Engineer
7 Drip trays clean, seal all plugs fitted Chief Engineer
8 Deck scuppers are plugged OOW
9 Manifold and hose area properly illuminated OOW
10 Firefighting appliances in place and ready for use OOW
11 Moorings checked OOW
12 Fuel tank vents clear OOW
13 Fuel tank sounding pipe caps fitted Chief Engineer
14 Spill response equipment checked and stand-by Chief Engineer
15 Unused manifolds blanked-off and fully bolted Chief Engineer
16 Condition of ship / shore connections / hoses is satisfactory Chief Engineer
17 Emergency stop button(s) and alarms tested Chief Engineer
18 Lines and valves correctly set Chief Engineer
19 Ship/shore communication as above tested Chief Engineer
20 Discharging rate as above agreed with shore/barge Chief Engineer
21 Discharging procedures and notification time agreed Chief Engineer
22 Final ullages / soundings calculated Chief Engineer
23
21/11/2019 Sludge Transfer Checklist
Remarks: All sludge Tanks have to be always in compliance with recordings in the Oil Record book. Every transfer
shall be recorded in the Oil Record book.
Checks and Actions during Discharging Operations

Check / Action: Person in Signature n/a
charge
1 Discharge sludge from correct tank(s) Chief Engineer
2 Drip trays clean, seal all plugs fitted Chief Engineer
3 Checks for leakages / spillages continuously carried out Chief Engineer
4 Moorings frequently checked OOW
5 Contact with shore/barge maintained Chief Engineer
Remarks:
Checks and Actions after Completion of Sludge Discharge

Person in n/a
Check / Action: Signature
charge
1 Tank soundings / ullages / quantities checked Chief Engineer
2 Hoses removed and manifold secured shut Chief Engineer
3 Any spillages cleaned up Chief Engineer
4 Sounding pipe caps fitted Chief Engineer
5 Relevant personnel informed of completion Chief Engineer
Remarks:
Date / Signature
Chief Engineer
Officer of the Watch
Chief Officer
Master
20/10/2015 Securing of Portable Pumps
Objective To provide instructions for the securing of Portable Pumps onboard

Scope Whole company , vessels
1. The pumps shall be secured with a chain lock and the key shall be kept by the Chief Engineer.
2. The chain lock shall be fitted with a steal and relevant entry shall be made in the Chief Engineer’s Seals
Register.
3. The pump may only be used with the express permission of the Chief Engineer.
4. Date time and person who performed the task shall be recorded in the Engine Room Logbook and in the Oil
Record Book (if applicable).
5. Photographs of the pump when in service shall be taken to save as objective evidence of its use. The photos
shall be retained by the Chief Engineer.
20/10/2015 OWS Sample/Flush Line
Objective To provide guidance on OWS Sample/Flush Line

1. The OWS and Oil Content Meter must be made tramper proof to ensure that no bilge water is discharged
overboard deliberately or inadvertently.
2. The sample line from the OWS discharge connection to the sample/flush line control valve must be painted
red to distinguish it from other tubing and piping.
3. The end nearest to sample/flush line control valve and any tubing in between the control valve and OCM
must be protected to prevent any disassembly of the sensing system.
4. Implementation
a. MARPOL (IMO) line – Seals at the discharge lines of the OWS
b. Installation of seals at the connections of the bilge sample line from the OWS to OCM.
20/10/2015 OWS Sample/Flush Line
c. Proper installation of seal

20/10/2015 Leakage Monitoring
Objective To provide leakage monitoring onboard

1. A systematic and controlled way to monitor and record leakages, inside and outside of machinery spaces, and
arrange for relevant repairs.
2. If, at any time, a line or component on a fuel, lube or waste oil system fails, including high pressure line on
diesel engines, then:
a. Leakages shall be reported to Chief Engineer and rectified as soon as possible
b. An entry shall be made in the Engine Log book with a notation as to the quantity released and an
explanation on how the unintended released fluid was handled
c. Unintended releases of abnormal quantities of water (sea, fresh, condensate or cooling) shall be
recorded.
20/07/2005 Lub Oils
1. General
Luboils constitute a dominant factor for the efficient operation of shipboard machinery, as well as a dominant
part of the ship's running expenses. The use of compatible oils and their correct purification and control for
suitability, may prolong their use and efficiency.
2. Analysis
Detailed procedure and frequency to be followed for analysis of Lubricating oil can be found under 36-065.
In case of any suspicion of contamination of the lubricating oil, sample should be landed immedietly.
3. Maintenance
1. Proper and continuous purification with correct temperature and minimum thoughput
2. Correct desludging intervals for purifiers and manual cleaning of purifiers when necessary
3. Regular cleaning of oil filters
4. Proper fuel combustion
5. Correct temperatures and loads
6. Inspection of engines for water contamination
7. Proper functioning of luboil heaters
8. Clean and tight luboil coolers
9. Clean sump tanks and sounding pipes where necessary
4. Luboil Stock
The Chief Engineer must be certain that in case of complete contamination of the sumptank luboil, there is
adequate stock for a complete replacement. In addition, there must be enough luboils for the voyage completion.
29/01/2014 Dispatch of Lub-Oil Samples - 3 Months
Distribution out
Original in ships file and copy to the office
of AMOS
Distribution in
AMOS
M.V.
1. Main Engine : Every 3 months

2. Auxiliary Engines : Every 3 months
Oil Grade March June September December

(sampled dates)
Main Engine
Aux.-1
Aux.-2
Aux.-3
Aux.-4
Aux.-5
Total No. of samples given ashore:
Port: Date:
Agent: Signature Agent:
Name Ch. Eng.: Signature Ch. Eng.:
29/01/2014 Dispatch of Lub-Oil Samples - 6 Months
Distribution out
Original in ships file and copy to the office
of AMOS
Distribution in
AMOS
M.V.
1. Stern tube : Every 6 months

2. CPP-Plant : Every 6 months
3. Gear Box : Every 6 months
4. Thermal Oil : Every 6 months
5. Hatch covers system : Every 6 months
6. Hydraulic Crane №1 : Every 6 months
7. Hydraulic Crane №2 : Every 6 months
8. Bowthruster : Every 6 months
9. Steering Gear : Every 6 months
10. Emergency Generator : Every 6 months
11. Provision Crane : Every 6 months
12. Anchor Mooring Winches : Every 6 months
Name of Machinery Oil grade June December

(sampled dates)
Stern tube
CPP-Plant
Gear Box
Thermal Oil
Hatch covers system
Hydraulic Crane №1
Hydraulic Crane №2
Bowthruster
Steering Gear
Emergency Generator
Provision Crane
Anchor Mooring Winches
Total No. of samples given ashore:
Port: Date:
Agent: Signature Agent:
Name Ch. Eng.: Signature Ch. Eng.:
20/07/2005 Fresh Water
1. General
1. Fresh water is one of the most important consumables onboard a ship, both for the machinery and the
personnel.
2. Masters, therefore, with the assistance of the Chief Officer and the Chief Engineer, will control the
consumption and the production/supply, so that adequate fresh water is available for the ship's
necessities, throughout the voyage.
3. In extraordinary cases, where the voyage is prolonged and/or water production/supply is limited, the
Master may introduce water rationing onboard, however this must not become a common practice.
The following guidelines will be followed regarding fresh water:
1. Storage Tanks
1.The Chief Officer will ensure that:

1. Storage tanks are always kept clean and properly lined as per specifications.
2. Internal inspections are carried out yearly or whenever there is evidence of contamination.
3. Soundings are taken and recorded daily, to verify water consumption/production.
4. Air vents are protected from seawater contamination.
1. Shore Water supply
1. The Chief Officer will ensure that:

1. Water supplied, is of the required standard and avoid taking water in ports known to have
inferior water quality.
2. Meter readings are recorded before commencement and after completion of water supply.
3. The correct quantity required for the intended voyage is taken. Big surpluses are costly since
they may cause short freight. Also, water is very expensive is some ports.
2. Water production
1. The Chief Engineer will ensure that:

1. The fresh water generator is always operational and water is produced as required.
2. Pipes and taps are frequently inspected for leakages. Master and Chief Officer to be informed
immediately if abnormal consumptions are noticed or production is stopped.
3. Hygiene
1. The Chief Engineer will ensure that the water is always kept at accepted potable levels by:
1. Frequently checking the water filters and cleaning them as required.
2. Adding the required minerals and chlorine as per instructions, especially to water produced
onboard.
3. Keeping freshwater pumping and circulating system completely segregated from sea water and
oils.
4. Sending samples ashore for analysis at least once per year or when there is reason to believe
that the water is contaminated.
06/12/2017 Pre-Arrival Check List - Deck
Form Purpose Checks to be completed by the Navigational Officer of the Watch prior to arrival at port
Distribution This form should be laminated and used on each occasion with parallel Deck Log Book entry.
Original does not need to be kept. Log book entry 'pre-arrival checks as per check list 35-000F1
completed' would be sufficient as record.
Vessel:

1 Are crewmembers informed about the ship’s arrival and instructed about their
relevant duties?
2 Are crewmembers aware of custom regulations regarding drugs, contraband and
other restrictions?
3 Is cargo quantity and quality checked before arrival?
4 Have cargo compartments been inspected and bilges are clean and dry and vessel
ready to receive/discharge cargo?
5 Have soundings been taken of all ship’s tanks and void spaces?
6 Has the cargo handling equipment/gear /pumps been checked?
7 Has the Main Engine been checked before arrival?
8 Has the Bow/Stern Thruster been checked before arrival?
(only applicable for vessels with bow/stern thruster)
9 Has signalling equipment including all flags/lights/daylight symbols/sound signals
(as per applicable national/international requirements) been checked?
10 Has the mooring gear and mooring equipment been checked before arrival?
11 Has pilot ladder been checked and arranged as per regulations?
12 Is accommodation ladder in good condition and safety net arranged?
13 Have the VHF radio sets been tested?
14 Is communication between Bridge and Engine and Steering room available?
15 Are warning signs ready to be placed on notice boards and gangway?
16 Are anchors ready for use?
17 Are Emergency plans prepared and ready to be activated?
18 Are navigational equipment, engines, steering gear and emergency steering tested?
19 Are the Berth/ Port Safe as per guidelines described in procedure MNC-35-010?
20 A Pre-Arrival Navigational Meeting arranged/ took place?
21 Vessel ready to enter port (GO or NO GO)
30/06/2015 Pre-Arrival Check List - Engine
Form Purpose Checks to be completed by the Engineer of the Watch prior to arrival at port
Distribution This form should be laminated and used on each occasion with parallel Engine Log Book
entry. Original does not need to be kept. Log book entry 'pre-arrival checks as per check list
35-000F2 completed' would be sufficient as record.
Vessel:

1 Have both steering and emergency steering been tested both from local and
remote control?
2 Is communication between ECR and bridge and steering room available and
Engine telegraph tested?
3 Is emergency lighting tested and batteries fully charged?
4 Are control alarms and emergency alarms functioning properly?
5 Is engine crew complement aware of ship’s arrival and instructed to their
relevant duties?
6 Are the stand by and emergency generators tested and ready for use?
7 Are all bilge and sludge pumping overboard valves closed?
8 Is garbage incinerator in good working order?
9 Are engine room bilges clean?
10 Is bilge oil/water separator checked, functioning properly and filters cleaned?
11 Has the content of the sludge tank and/or bilge tank been checked and capacities
available known?
12 Are all procedures for bunkering (including lub oils) available and all required
precautions and contingencies prepared?
13 Is the ship’s machinery and the engine spaces ready for a possible inspection by
authorities, Class, insurance etc.?
14 Has the cargo gear and equipment been checked and ready for operation?
15 Are mooring winches and machinery checked and operational?
16 Has the Oil Record Book been updated and signed?
20/07/2005 Port Safety & Security
1. Safe Port
1. The Master must ensure that the nominated port is a "safe port". The term "safe" may be interpreted in
many ways, but for his purpose the Master should consider:
1. Safe entry to the port (including river approaches)

2. Safe berth (sometimes known as "always afloat" or "n.a.a.b.s.a." (Not always afloat but
safely aground)
3. Safe exit from the port (including river approaches)
4. Politically safe port
5. Weather safe port
6. Unsheltered port/berth
2. The Master must decide whether a port is safe at the time the vessel arrives at such a port. Should he
have any doubts he should contact the charterers and this office for further instructions.
3. It must be realised that no charterer will accept liability of any damages caused to the vessel if not
warned/informed about the dangers involving a certain port. Masters should examine thoroughly the
C/P clauses for excluded ports and war-risk zones and If such port is nominated, the charterer and this
office should be notified at once and in parallel objection waged to the charterer.
4. Particular attention must be paid to unprotected berths/ports and early action must be taken to clear out
the vessel. It is always cheaper to move the vessel to safety, than paying damages due to adverse
weather, swell etc.
5. Masters must be decisive in their actions.
6. Not every information must be taken for granted. Masters must enquire with pilots, agents and other
sources to verify the particulars of a port/berth especially berth of bulk cargoes (iron ore, potash, coal
etc). Quite some quantities of these bulk cargoes are lost overboard by loading grabs, conveyors and
sweeping, which shallow berths.
2. Safety & Security
1. For the sake of Safety of the crew, the vessel and the cargo, no unauthorized persons will be allowed
onboard the vessel, at any time, in any port.
2. A warning to the matter should be posted at the ship's entrance and the gangway watchman should
accompany any boarding person to the officer on watch after making sure of the person's authenticity.
3. It must be remembered that numerous incriminating acts carried out by trespassers were blamed on the
crew and the vessel.
4. Masters are also directed to study and educate all crewmembers on the guidelines and publications
available on board:
1. Drug Trafficking and Drug Abuse - ICS
2. Pirate and Armed robbers - ICS / ISF
5. In ports where such acts are common, the Master may consider to:
1. Brief the crew members to be on the alert and lock their cabins.
2. Increase the personnel on watch, especially at night.
3. Thoroughly illuminate the ship's sides and decks.
4. Take in the accommodation ladder or gangway during idle periods and at night.
5. Keep only ONE manned accommodation entrance open, closing tightly all other accesses.
6. Post a lookout on a blacked out bridge and keep a V.H.F. listening watch.
7. Alert the Port Authorities when suspicious movements of persons are noticed either on the
20/07/2005 Port Safety & Security
key side or the seaside.

20/07/2005 Notice of Readiness
1. It must be given in writing as of the time the pilot boards or as of the time the vessel is anchored.
2. All parties’ concerned shippers/ receivers/ charterers must be informed immediately of the vessel's
readiness to commence her operations.
3. Notice of Readiness should be signed for acceptance by the authorized agent or body and copies
retained for the vessel, owners and/or charterers.
4. If the vessel is anchored or drifting outside the port waiting for berth, the Notice of Readiness should be
cabled/telexed to all parties involved and port authorities informed accordingly.
5. Masters should ensure that the V.H.F. radio and other communication equipment are tuned in the
required frequencies for receiving instructions. Port authorities should be reminded frequently of the
vessel's presence and readiness.
6. Once the Notice of Readiness is tendered the vessel (engines) must never be immobilized, unless there
are precise instructions for berthing prospects.
20/07/2005 Port Clearance
1. Port Health, Customs and Immigration clearances should be carried out as per the Port requirements.
2. Usually the local agents will cable/telex the Master of any special requirements for a certain port,
otherwise the normal documentation that should be ready on arrival consists of:
1. Crew Lists/Passenger Lists

2. Passports/ Seaman books
3. Crew/Passengers customs personal declaration
4. Ships store and bonded store list
5. Ship’s Cash Box foreign currency amounts Customs declaration
6. Narcotics list
7. Guns and ammunition list
8. Declaration of Health
9. Cargo Manifests/Passenger Manifests
10. Notice of Readiness
11. Ships Certificates
3. In some ports, clearance (especially free-pratique) is effected by Radio. The Master radios all the
necessary information to the authorities or agents prior the vessel's arrival and a clearance is granted by
cable/telex/ fax. Masters should seek information from agents for individual ports for such a process.
4. Masters must ensure that every courtesy is extended to all Authority officials boarding their vessel and
that the practices followed are in line with the vessel’s Ship Security Plan (SSP). We are aware that in
some ports, officials tend to be a nuisance; however everything must be done to ensure a smooth port
clearance.
5. After all every delay is against the interests of the vessel.

16/01/2015 Port State Control (PSC) and Flag Deficiencies
PSC INSPECTIONS:
1. Various IMO and ILO conventions allow Port States to carry out compliance inspections on foreign vessels
calling their ports.
2. Inspectors may board a vessel at any port in the world and inspect the vessel to verify compliance with
SOLAS, MARPOL, STCW, ILO, ISPS and other national and international requirements related to safety,
security and pollution prevention.
3. Regional Port State cooperation ensures that deficiencies and recommendations found on board a vessel are
communicated to all member States so that the vessel is followed up to ensure that the deficiencies will be
rectified.
4. A vessel may be detained or delayed if there are grounds to suspect that any deficiency seriously endangers
the safety & security of the crew, the ship and the environment.
5. Masters are therefore requested to ensure that all safety and pollution prevention procedures and equipment
on board comply with the relevant regulations, that all necessary ship certificates are on board and valid and
that the crew is properly certified and trained for the rank they are employed in.
6. The office should be informed immediately when a PSC inspection takes place on board, especially if the
PSC Officer decides to conduct a more detailed inspection based on clear grounds to believe that the vessel
is not in compliance with certain regulations.
7. The full PSC report shall be faxed to the responsible Superintendent and the DPA even if no deficiencies
were noted. Any verbal comments received should be submitted as well.
8. The Master will keep all Port State Control Inspection reports in file and make sure that all deficiencies /
observations are corrected without delay.
9. When corrective action has been taken onboard to rectify a deficiency, the original inspection body should
be informed of this fact, with a copy of the message being sent to the vessel's Superintendent (copy to DPA).
10. For those PSC inspections where the deficiencies reported are proven to be linked with deviations to the
requirements of the Marlow Management System, the DPA will raise Non-Conformity Notes and proceed
with full investigations and follow up as per requirements of procedure 18-330.
11. In case the PSC findings lead to the detention of the vessel, the DPA shall inform the vessel’s Flag
Administration and call the vessel’s Recognised Organisation/ Auditing Body to attend.
12. For those Flag states requiring (via an official Flag State Circular) that all PSC reports – even those where
no deficiencies were found – are reported to them, the DPA should act accordingly in order to fulfil their
requirement.
FLAG INSPECTIONS:
1. The Flag State may board the vessel at any given time to perform a safety inspection. Usually these
inspections are un-announced with frequency once a year.
2. The DPA shall ensure that specific Flag State requirements, as those are announced via official Flag
Circulars, for the reporting and follow up of Flag State inspection reports & deficiencies, will be
implemented.
08/07/2019 List of most Common PSC and Flag Deficiencies
Form Purpose All items of the list to be checked by the Master once per contract.
The list is updated by the DPA whenever it is dictated by circumstances.
Distribution in
AMOS
Dear Captain,
You can find below a list of the most common PSC deficiencies observed from various ships
in our Fleet. When instructed, check all items below and take corrective action when
necessary. Any Superintendent visiting your ship will check if the items below are present
onboard. Copy should be sent to the DPA.
The Newly added deficiencies are shown in BOLD text.
Ship Name: Date:

a. Fire Safety Measures:
Date of Deficiency
Item Common deficiencies defect on found? Comments
MN ship: Yes/No
Inoperable closing devices of fire dampers 28.11.2011
Seized Emergency shut-off valves on FO tanks 28.11.2011

Fire-Dampers, Valves,
Fire Main isolation valve not identified (no sign) 28.11.2011
Quick Closing Devices,
Remote Control, etc. Quick closing valve was tied with wire in the
12.03.2019
open position
No bolts, wooden blocks, studs or other objects
to be used to prevent the quick closing valves 12.03.2019
from closing
Fire Pumps Inoperable or low pressure emergency fire pumps 28.11.2011
Inoperable fire proof door, closing device 28.11.2011
Damage to self-closing proof door 28.11.2011

Fire door has self-made hold back hook
preventing it from closing, as per fire control 16.09.2014
plan.
Prevention Damage/ missing of fire protection material
(Fire protection) (insulation) from various Engine room equipment 16.09.2014
(Generator exhaust, steam pipes, etc)
Oily rags found in plastic bags in ER - must be in
28.07.2011
steel bins with cover.
Dirty/Excessive oil residues in Main Engine area. 10.05.2011
Dirty/Excessive oil residues in Auxiliary Engines
16.08.2013
area, and in save-alls/drip trays.
Fixed fire extinguishing
Missing service reports or inoperable 28.11.2011
system (sprinklers)
Defective hose/nozzle 28.11.2011
Firefighters outfits were not kept ready for use
12.03.2019
nor clearly marked
Fire Fighting Equipment
Firefighters outfits stored in same location.
12.03.2019
They shall be stored in separate locations
Fire Fighting Equipment was not stowed
12.03.2019
according to Fire Control Plan
Rusty Fire Extinguisher 28.11.2011
Spare Cartridges not according to FFE certificate 28.11.2011

Bolts missing from International Shore
12.03.2019
Connection
Improper arrangement of portable fire
28.11.2011
extinguishers
Ready availability of Fire
Seized valve of fire main hydrant 28.11.2011
Fighting Equipment
Fire hoses & nozzles not stowed in their
04.08.2010
respective box
Defective Fireman’s outfit 13.03.2019
Protective coating of firefighter’s outfit was
12.03.2019
missing
Unserviceable Breathing Apparatus, and BA
29.07.2013
Personal equipment bottle pressure low.
Paint store ventilation inoperative 28.11.2011
Breathing Apparatus bottles on board are less
than the number stated on Fire Plan and DG 12.03.2019
Document of Compliance
Shielding of Fuel Pipes Fuel pipes and/or relevant flanges not shielded.
and Flanges in the ER to From SOLAS Chapter II-2:
Regulation 15 – Arrangements for fuel oil, lubricating oil and
avoid spraying of fuel on other flammable oils.
Hot Surfaces, (minimize 2.11 Oil fuel lines shall be screened or otherwise suitably 28.11.2011
Fire Hazard). protected to avoid, as far as practicable, oil spray or oil
leakages onto hot surfaces, into machinery air intakes, or other
sources of ignition. The number of joints in such piping systems
shall be kept to a minimum.
Proper insulation of all Hot Surfaces not properly insulated
hot surfaces in Engine From SOLAS Chapter II-2:
Regulation 15 – Arrangements for fuel oil, lubricating oil and
Room with temperature other flammable oils. 28.11.2011
above 220ºC (minimize 2.10 All surfaces with temperatures above 200ºC which may be
Fire Hazard). impinged as a result of a fuel system failure shall be properly
insulated.
Lub oil pipes Insulation damaged or missing 14.08.2010
Fire Fighting Training Manual did not contain
ship specific data with reference to fire fighting
FF Training Manual 04.01.2011
systems, CO2 release and other equipment on
board. Ship-specific section NOT updated.
System inoperable 12.03.2019
Fire detection/Fire alarm
Smoke detectors covered with various materials 12.03.2019
Safety IMO photo luminescent signs missing or
Safety IMO signs 12.03.2019
faded
b. Life Saving Appliances:

Date of Deficiency
MN ship: Yes/No
Fuel Tank not full 14.08.2010

Rescue Boat
Unable to start due to battery not being charged 12.03.2019
Inoperable lifeboat or rescue engine 28.11.2011

Lifeboats
Wasted/holed hull 28.11.2011
Inoperable 'on-load' release gear 28.11.2011

Lifeboat pyrotechnics to be stored in watertight
28.11.2011
container
Not ready for use (equipment in locker not ready
04.08.2010
for use)
Search light and top light of FF Lifeboat broken 16.09.2014
Lifeboat Inventory Equipment missing / expired 28.11.2011
Embarkation Wastage of Embarkation ladder or ladder missing 04.08.2010

Arrangements for
Survival Craft Damaged light 28.11.2011
Unsatisfactory launching instructions 28.11.2011
Inflatable Life rafts Life Raft was not stowed in its designated space. 04.08.2010
Launching instructions not posted 04.08.2010
Defective attachment (rope or light) 28.11.2011
Smoke signal / light unit expired 28.11.2011

Lifebuoys
Damaged 28.11.2011
Not ready for use (access to the Lifebuoys is
04.08.2010
restricted by oil drums)
Lifejackets Inflatable Lifejackets test certificate missing 28.11.2011
Lights Lifeboat embarkation light inoperable 28.11.2011
c. MARPOL related:
Date of Deficiency
MN ship: Yes/No
Oil Record Book wrong entries 28.11.2011

Oily water separator operating instructions not
Oil filtering equipment 08.02.2011
available
(Oily-Water Separating
Equipment) Pressure gauge defective 16.09.2014
Lube and fuel oil was pooled under and around
12.03.2019
the OWS creating a fire hazard
Failure of alarm 28.11.2011
15ppm alarm
arrangement
Inoperable automatic stopping device 28.11.2011
Has the prohibition of sale of bunkers and sludge
been discussed with the C/E and have bunker
28.11.2011
quantities on board been verified by the
Bunkers and sludge
Superintendent?
Flexible pipes used for the transferring between
12.03.2019
leak oil tank and sludge tank
No Material Safety Data Sheets available. No
personal safety protection equipment available
Chemical store 08.02.2011
such as: gloves, goggles, mask, and eye wash
bottle.
SOPEP SOPEP plan not updated 05.01.2013

Bunker lines must be tested annually using liquid
Bunker Line 07.01.2014
medium
Disinfection pump inoperable 16.09.2014
Sewage treatment plant
Pressure gauges inoperable 16.09.2014
d. Propulsion & Auxiliary Machinery:

Date of Deficiency
MN ship: Yes/No
Cleanliness of Engine Excessive oil in Engine Room on machinery or in
12.03.2019
Room bilges.
Engine Room Floor Plates not secured in place
Safety in Engine Room 28.11.2011
(minimum 2 bolts per plate).
Propulsion main engine Fuel Oil Transfer pump leakage. 08.02.2011
Oil tank level gauge valves or sounding pipes
Oil Tanks 28.11.2011
found blocked or wired at open position .
The Emergency Generator could not be started
28.11.2011
with the secondary means of starting.
Control panel of Emergency Generator
16.09.2014
Emergency Generator ventilation damper, not weathertight.
Officer in charge did not know how to test the
Emergency Generator Engine Fuel Oil Leakage 16.09.2014
alarm.
Electrical insulation mats missing from
Electrical insulation 16.08.2013
Emergency electrical panel
Record of changes to NOx emissions related
Main Engine records 28.11.2013
components for M/E – not recorded properly.
Water line found with temporary repairs ( soft
Water pipes 12.03.2019
patches ) in Engine room
Temporary repair ( fiberglass ) patch was found
Fuel oil purifier on the cooling water pressure relief valve for the 12.03.2019
fuel oil purifier
Exhaust gases leaking in Engine room from
Other (machinery) 12.03.2019
Main Engine and Auxiliary Engine
Steam leak in the vicinity of the boiler 12.03.2019
Steam pipes and pressure
pipes Steam leak in the bilge near the heavy fuel oil
12.03.2019
tank
Protective shields were missing from two
Protection machinery 12.03.2019
general service pumps
Multiple locations throughout engine room
Accident prevention where welds connecting safety rails to floor 12.03.2019
were broken
Cable rungs in engine room held in place by
Electrical 12.03.2019
rags
e. Stability/Structure and Related Equipment:

Date of Deficiency
MN ship: Yes/No
Deficient battery/emergency generator 28.11.2011

Emergency Lighting,
Batteries & Switches
Inoperable emergency lighting 28.11.2011
Damaged cell guides in cargo holds 28.11.2011

Beam, Frames,
Decks corroded – lack of maintenance 04.08.2010
Floors-Corrosion
Ventilators, air-pipes corroded – lack of
04.08.2010
maintenance
Various electrical insulation mats missing or
Electrical 28.11.2011
inadequate around electrical switchboards
Ship/Equipment maintenance not according to
04.08.2010
company SMS
General ship maintenance
Fresh water manifold (no marking) 08.02.2011
f. Load Lines:
Date of Deficiency
MN ship: Yes/No
Damaged float of air pipe head and closing
Ventilators, Air Pipes, 28.11.2011
device
Casings
Wire mesh missing or with holes 28.11.2011
Hatch cover, Tarpaulins, Wasted/holed hatch cover, sealing rubber 28.11.2011
Hatch coaming Securing device defective / missing 28.11.2011
g. Safety of Navigation:
Date of Deficiency
MN ship: Yes/No
Navigation charts not updated/correct 04.08.2010

Navigation charts for intended voyage not
Charts 04.08.2010
available
Navigational charts used during voyage, not
16.09.2014
listed in previous passage plan
Nautical publications (tide table, list of lights,
Nautical Publications list of radio signals, etc.) not latest edition or 04.08.2010
missing.
Mis-fitting of navigation lights 28.11.2011
Lights, shape, sound-
signals
Failure of daylight signaling lamp 28.11.2011
Not approved by Master (signature missing) 04.08.2010

Passage plan
Voyage of passage plan not as per STCW and
28.07.2011
IMO Res. A8/93(21) guidelines.
Magnetic compass Deviation table missing 04.08.2010

OOW not reviewed weather reports, weather
28.11.2011
charts, Master night orders.
OOW OOW & Master not familiar with draft restriction
during channel transit on certain local port 13.05.2019
regulation
14.08.2010
VDR fault alarm present
04.11.2010
VDR
VDR securing straps found damaged on
12.03.2019
Monkey Island
Navigation officers not familiar with the

Company’s Under Keel Clearance (UKC) 09.12.2010
UK policy
policy (proc. MN-33-610).
Watch schedule only covered 2200-0600 lookout.
Also 17/3/11 no lookout in darkness till 2200. 28.07.2011
UK requires the look-outs to start from 20:00.
Radar Radar malfunction 14.09.2013
h. Radio Communication:
Date of Deficiency
MN ship: Yes/No
Not operable 28.11.2011

Radio Equipment / DSC Poor knowledge of Deck officers (operation) 28.11.2011
/GMDSS Equipment GMDSS VHF batteries expired 28.11.2011
MF/HF test not carried out 16.09.2014
i. Certification and Watch keeping:

Date of Deficiency
MN ship: Yes/No
Certification of Master & Officers (Flag) 28.11.2011

Certification of Master &
Officers Validity of certificates expired or endorsement
04.08.2010
missing
CSR missing index page 04.08.2010
Ship’s certificates
Anti-fouling certificate missing 01.07.2013
j. SOLAS Operational defects or Training related:

Date of Deficiency
MN ship: Yes/No
Crew not adequately familiar with their duties 28.11.2011

Fire and Abandon Ship Crew not adequately trained 28.11.2011
Drills Crew unfamiliar with safety equipment 28.11.2011
Insufficient frequency of drills 04.08.2010
Crew not familiar with the Dangerous Cargo
28.11.2011
onboard.
Container loaded with Marine Pollutants was not
Dangerous Cargo 04.11.2010
appropriately market with sign.
Stowage and segregation requirements of IMDG
13.02.2011
Code were not followed.
Emergency Light in Safety store/Fire station not
Emergency lights 14.08.2010
operable
W/T doors Watertight doors damaged and/or inoperable 08.02.2011
Enclosed Entry Permit not followed before
Enclosed Entry Permit conducting maintenance into a dedicated 12.03.2019
enclosed space
k. MLC and ILO related defects:

Date of Deficiency
MN ship: Yes/No
Galley with improper cleanliness. Extractor fan

28.11.2011
Galley filter found with traces of grease.
Expired provisions found in Galley and in store. 28.11.2011
Work/Rest hours pre–filed and signed. 11.10.2011
Work/Rest hours not filled for the last week 16.09.2014
Rest hours Work/Rest hours not complying with MLC
requirements
16.09.2014
The table of shipboard working arrangements not
posted as required by MLC Reg.2.3, par.10
16.09.2014
l. Log books:
Date of Deficiency
MN ship: Yes/No
Not signed by Master. 04.08.2010

Garbage log-book
Garbage log book not filled and signed daily. 16.09.2014
Deck log-book Drills not entered in log book 14.08.2010
Entries in the Compass Observation Book not
Log book entries 28.11.2011
done at every navigational watch.
Oil Record Book not the current edition. 28.07.2011
Oil record Book Sludge entries not as required. 28.07.2011
Entries not recorded properly 19.09.2014
m. Other:
Date of Deficiency
MN ship: Yes/No
Vessel in port. Pilot ladder was lowered instead
28.07.2011
of Gangway
Is the pilot ladder secured using a step hook
device, iron “Deck Tongue” or “Hooks?
Safe means of access This is non-compliant with the requirements of 16.09.2014
shore – ship / deck - SOLAS Chapter V regulation 23 and should be
hold/tank, etc. removed.
Gangway net not covering whole length of
01.07.2013
gangway
Hand rail on deck damaged or missing 12.03.2019
Officers are not well Familiar with Safety
ISM 13.05.2019
Management System
Notes (pls write here action necessary and action done. Expand box if necessary):
Master Name:
Signature:
20/07/2005 Port Agents
1. Port agents are appointed by owners or charterers and in some cases by both. In any case, agents are
there to assist the vessel and the Master should make full use of their services. Care must be taken
however, not to involve charterer's agents in matters concerning technical or crew requirements of the
vessel, unless expressly instructed by this office.
2. Sometimes, owner's and charterer's agents, have contradicting interests and the Master should try his
utmost to deal with them for the respective matters they are appointed to represent, without causing
overlapping or friction between them.
3. Agents tend to debit the vessel for every service they render, therefore the Master should always
minimise his requests to the vessel's absolute necessities.
4. Telephone calls from the agent's office should be confined to ships business only and always against a
voucher. Crew members making private calls from the agents' office should pay personally against a
receipt.
5. When a shore phone is placed onboard, the Master should ensure proper custody and use and record all
outgoing calls to enable us to trace the caller in cases of excess phone claims.
6. The Company will not bear any expenses incurred by crew for agents' services, unless such services are
authorised by the Master.
20/07/2005 Protective/ Husbandry Agents
1. It is necessary at times, for the Company to appoint a Protective Agent in a Port to safeguard the interest
of the vessel and/or the Company when legal matters are involved.
2. The Master will receive instructions from Marlow when such agents are appointed and will release
information concerning the matter, only to such agents.
3. Some cases where Protective Agents are appointed are:
1. Disputes
2. Arrests
3. Collisions
4. Dockings / Repairs
5. Claims etc
28/05/2019 Port Operations General
1. The Master must ensure that instructions from Charterers/Owners for a particular port are being
followed closely and as a common practice adhere to the standing instructions for each individual port.
2. However, due regard should be given to the Harbor Authority Navigational and Operational Regulations
which are to be respected. All information available onboard in various publications must be consulted
and if the Master deems necessary, he should contact the local agents for any assistance.
3. Preparedness is an important asset. Being prepared makes operations and turn-about more efficient and
the ship-staff's life easier and more pleasant.
4. The Master has to ensure that all parties concerned have been informed in time of the vessel's ETA and
that they are aware of the operations required.
5. Before arriving at a port, while at Port and before departing from a port, the Master must ensure that the
vessel is safe and operational in all respects as per shipboard check lists:
• MNC-35-000F1 - Pre-Arrival Check List – Deck

• MNC-35-000F2 - Pre-Arrival Check List – Engine
• MNC-35-900F1 - Pre-Departure Check List – Deck
• MNC-35-900F2 - Pre-Departure Check List - Engine
6. The Master must ensure that Heads of Departments have made the necessary arrangements to deal
with these matters in an efficient and safe manner.
7. Whenever possible, the Master must inform the agents, prior to the vessel's arrival, of all the
activities expected to take place in servicing the vessel, giving them were appropriate, the names of
suppliers, repairers, technicians etc., as well as numbers, names and nationalities of crewmembers
expected to be disembarked.
8. Upon arrival, the Master will co-ordinate all activities with the agents and informs the relevant heads
of departments of the time schedule agreed for each activity.
9. While in port, the Master will liaise with the agents for a quick turn-about of the matters connected
with the ship's necessities.
20/07/2005 Lighting
1. While moored alongside, a safe means of boarding and disembarking the vessel should be made
available. Such means is usually provided by the vessel.
2. Gangways or accommodation ladders are used either fixed on the ship's side or retrievable.
3. Whatever the case may be, the Master should ensure through the Chief Officer that gangways are sound
and properly rigged and that:
1. Boarding and landing platforms are levelly placed.

2. Stanchions and hand rails are properly secured.
3. Rail ropes are clean and properly fastened.
4. Gangway steps are non-slip and clean of oils, greases or other slippery materials.
5. A safety net is properly rigged around and below the gangway from the ship's immediate
6. Side to the extend of the pier.
7. Free access on deck is secured and safe access on the pier is available.
8. Proper illumination exists all through the length of the gangway, specially at the boarding and
9. landing platforms.
10. A gangway watch is maintained at all times to adjust the height/position of the ladder
according to the ship's changes relevant to the pier
11. The officer on watch is responsible to ensure that the above, as well as proper lighting on deck
and cargo spaces are maintained throughout the ship's stay in port.
20/07/2005 Safe Manning
1. In no time is the vessel to be undermanned while in port, either at anchor or alongside a berth.
2. One deck officer and one engineer officer must always be on duty and the Master must ensure that
enough crew remains onboard to ensure the safety of the vessel and to carry out the necessary chores,
required by the ship's nature of operations.
3. While alongside, the vessel's moorings must be attended to frequently and all the Port Regulations must
be adhered to.
17/04/2018 Safe Mooring
Objective to define procedures for safe mooring, care and handling of mooring ropes
Scope Whole fleet, technical inspection
References 1. MCA 'Code of Safe Working Practices for Seamen'
2. Ship specific mooring gear drawings and manuals
3. Special requirements from port authorities or terminals.
4. OCIMF Mooring Equipment Guidelines (latest edition)
Records log and bell books, maintenance records
1. Adequate Mooring Arrangements
1. Deck crew must be called well in advance of arrival/departure to arrange all mooring plan and
preparations. Conduct Mooring Safety briefing (toolbox) and Mooring Risk assessment as the whole
mooring station is considered a Snap-back dangerous zone. Only the crew required should be present
at the mooring station. These crewmembers should be duly trained for mooring operations.
Inexperienced crew such as cadets and fresh ratings should only be allowed to handle lines under
supervision. It is also important to have effective two-way communication between the Bridge and
FWD/AFT mooring stations at all time. The responsible officer should make sure that all crew is
wearing proper PPE (Personal Protective Equipment).
2. The Master must to consult the pilot regarding the anticipated mooring operations.
3. Adequate personnel must be provided to ensure the efficient handling of all mooring and tug lines.
4. The mooring plan agreed by Master and Pilot must be sufficient to meet the minimum requirements of
the terminal, vessel’s requirements, anticipated weather, passing traffic and loads due to tide and
currents.
5. The master shall perform a mooring plan discussion with Officers prior to the berthing operation.
6. Each Deck Officer should carefully check the mooring equipment before use.
7. The condition of the winch brakes must be examined at regular intervals as per the planned
maintenance system. Any defects must be reported to the Chief Officer and Chief Engineer.
8. Mooring ropes shall be all of the same material and construction to provide even stress and elongation.
9. Mooring lines should not be heaved tight until all members of the shore crew have moved clear of the
line and the mooring point. When the line is tight, the brake should be set.
2. Mooring Procedures in Port
1. The OOW shall ensure that moorings are frequently tended according to loading and discharging
operations and changes of freeboard due to tide.
2. The lines must be adjusted so that the ship does not move on the berth or put an excessive strain on
any single mooring line or bollard.
3. The OOW shall ensure that, the deck watch keep a careful look out for passing traffic and stand by the
mooring winches when vessels are approaching which might cause surging or movement on the berth.
4. Manning of the cargo watch should be arranged so that there are sufficient personnel available at all
times to properly attend both the mooring lines and the cargo operations. If necessary, stop loading so
that all watch personnel can tend mooring lines.
5. The deck watch must at least report hourly to the OOW the conditions observed during rounds and
the mooring rope condition/adjustments made.
6. If the vessel cannot be safely moored alongside due to stress of weather and/or tide, or insufficiency of
fendering or shore mooring fittings, the Master must stop the loading operation and vacate the berth
until conditions have improved so that the ship can again be properly and safely moored.
7. In case the berth is exposed to weather and sea, the Master must carefully observe the weather forecast
and be prepared to leave the berth if severe weather is forecast. A ship which remains berthed during a
developing storm, can find itself trapped against the berth because tugs may not be able to assist.
17/04/2018 Safe Mooring
3. Safety Aspects during Mooring Operations
1. Keep clear of all wires or ropes under heavy loads.

2. Keep out of bights and coils of rope during mooring operations.
3. If a line runs out uncontrolled, do not attempt to stop it with your feet or hands.
4. Ensure that a “tail end” of a mooring rope is secured on a bollard to prevent a complete loss.
Avoid securing the "tail end" on weak structures (example: railings or rope storage baskets)
5. When operating a winch or windlass, ensure that the seaman operating it understands the controls and
can see the Officer or person in charge for instructions.
6. Do not leave winches and windlasses running unattended.
7. Do not stand on the machinery itself to get a better view.
8. Keep well clear of the tow line.
9. Never let a tug go unless instructed to do so from the bridge. Watch tug activity carefully including
release of lines.
10. Wires and ropes should not be handled without leather or similar heavy protective gloves.
11. Do not attempt to handle a wire or rope on a drum end unless a second person is available to remove
or feed the slack rope to you.
12. Do not work too close to the drum when handling wires or ropes.
13. Gear wheels and other mooring parts must be protectively covered.
14. Do not surge synthetic ropes on the drum end.
15. Do not apply too many turns. Generally, 4 turns should be taken with synthetic lines. If too many are
applied, the line cannot be released in a controlled manner.
16. Do not leave loose objects in the line handling area. If a line breaks and snaps back it may throw such
objects around and can cause serious injury.
17. Keep well clear of the potential area of snap-back.
18. Double rope stoppers should have a combined strength equal to 50% of the breaking load of the
mooring rope.
19. Chain stoppers with a diameter exceeding 20mm are unmanageable (make the correct requisition).
20. As a general rule: Use rope stoppers for ropes and chain stoppers for wires.
4. Additional Information for Synthetic Fibre Ropes
1. Ropes must be kept clear of chemicals, chemical vapours soot or other harmful substances. They
should not be stored near paint or where they may be exposed to paint or thinner vapours.
2. Ropes should not be exposed to the sun longer than necessary.
3. Ropes should be stowed in a clean, drywell ventilated compartment on wooden gratings.
4. Do not store ropes in the vicinity of boilers or heaters; do not store them against bulkheads or on decks
which may reach high temperatures.
5. Ensure that fairleads and warping drums are in good condition and free from rust and paint. Roller
heads should be lubricated and freely moving to avoid friction damage.
6. Do not surge ropes around drum end or bitts as the friction temperature generated may be high enough
to melt the fibres.
7. Ropes must be visually inspected at regular intervals. Excessive wear in synthetic fire ropes is
indicated by powdering between the strands.
8. Splices are not allowed. A mooring rope which was broken must be replaced.
9. Ropes must be renewed if broken fibres exceed 10% of the rope diameter, if one strand is broken, if
there are any kinks and if the loss of diameter is more than 10% due to mechanical wear.
28/05/2014 Diving Opearions Checklist
Form Purpose to ensure safety measures during diving operations

Records log and bell books, ship’s safety records
Distribution in
Fill in AMOS and Forward to Technical section
AMOS
Vessel: Date:
No. Check Item Yes No Remarks

The Chief Diver must be informed about the following items before any diving operation begins!
1 Ballasting/de-ballasting? If yes, supply diver with below information.
- Time frame of operations.
- Which side of the vessel.
- Capacity of the pumps.
- Any service pumps in use.
2 Will any barges be alongside? If yes, inform the diver about the time
frame of operations.
3 International signalling code flag “A” hoisted?
4 Have fuses from steering gear system, bow and stern thrusters been
removed?
5 Is the main engine turning gear engaged and have fuses been
removed?
6 Are “Diver at work” posters displayed at prominent places (CCR,
ECR and Gangway)?
7 Is the vessel equipped with a cathodic protection system (electric
current)? If yes, it must be switched off.
Date: OOW: Master/Ch.Eng.

20/07/2005 Stevedore Damages
1. Charter conditions usually contain a separate stevedore damage clause. The wording must be exactly
observed. Damage must be advised in accordance therewith. Special care should be exercised as regards
to shipment of heavy pieces such as logs, steel containers etc.
2. Where loading operations are carried out improperly immediate action must be taken. If necessary,
work must be called off. The vessel's officers must endeavour to prevent any major damage.
3. Written notice of damage must be given immediately after the occurrence. This is obvious; assuming
that the damage is evident, otherwise claim immediately upon discovery. On the other hand if damage is
suspected, provisional claim should be submitted at once.
4. The damage notice must be signed and recognized by the stevedores subsequent to survey.
5. Should the stevedores refuse recognition or acknowledgement, the agent must bear witness to such
refusal. If the agent also creates difficulties, have a short report of the circumstances signed and
witnessed by third parties - where necessary also by crew members.
6. An appropriate letter enclosing a copy of the damage notice must be sent to the charterer. If damage is
such that sea- and/or cargo worthiness is affected, send a precise report to the Company stating whether
the damage could be repaired without delay at the port of occurrence.
7. Always use the Company's notification form for stevedore damage and make sure that all points therein
are properly completed. Such a form is supplied to the vessel under the heading "STEVEDORE
DAMAGE REPORT" ( MN-35-190-F1).
17/01/2019 Stevedores Damage Report
Form Purpose To be completed whenever a damage was caused by stevedores during cargo operations.
Distribution
Original to Charterers / Agent, Copy to Stevedores, Copy to Company, Copy to Ship's Files
without AMOS
Distribution in
Fill in AMOS, attach scanned signed document and Forward to Technical section
AMOS
Port SD Report No.
Berth Date / Time
Stevedore
Vessel
Company
Charterer Master
Dear Sirs,
I herewith report that on above mentioned date/time at above mentioned port/berth following damage
occurred to the ship and/or her equipment by above mentioned stevedores appointed by the charterers:
Damage Type Description of Damages to the Ship or the Number and Type of Items Lost or Damaged
(Damage Types: A = Loss of Equipment, B = Damage to Equipment,
C = Damage to the Ship - please state frame / position)
Being the Master of the above mentioned ship, I hold the stevedoring company and/or the charterer fully
responsible for all costs resulting from the damage(s) described above.
For and on Behalf of the Acknowledged, Read, Checked

Vessel's Owners and Certified as Correct
Signature
Printed Name
Rank / Title
Follow-Up Remarks:
29/01/2014
Ship Management - Port and Cargo Operations. Voyage
Damage Report
Form Purpose To be completed whenever damage was caused during voyage.

Distribution
Original to Charterers, Copy to Company, Copy to Ship's Files
without AMOS
Distribution in
AMOS
Location Report No.
Between Ports Date / Time
Vessel Master
Dear Sirs,
I herewith report that on above mentioned date/time at above mentioned location following damage
occurred to the ship and/ or her equipment:
Damage Type Description of Damages to the Ship or the Number and Type of Items Lost or Damaged
(Damage Types: A = Loss of Equipment, B = Damage to Equipment,
C = Damage to the Ship - please state frame / position)
Being the Master of the above mentioned ship, I hereby inform you about the above mention damages.
For and on Behalf of the

Vessel's Owners
Signature
Printed Name
Rank / Title
Office Follow-Up Remarks:

17/01/2019 Stevedores Damage Repair Report
Form Purpose To be completed whenever stevedore damage was repaired by the crew.
This Stevedores Damage Repair Report refers to one and only one individual SD Report No. and should
have the same number as the Damage Report referred to.
Distribution
Original to Charterers / Agent, Copy to Stevedores, Copy to Company, Copy to Ship's Files
without AMOS
Distribution in
AMOS
Port SD Report No.

Purchase Order
Berth
No.
Stevedore Date / Time
Company Vessel
Charterer Master
Dear Sirs,
Repairs have been carried out by the crew on the damage referenced by Stevedores Damage Report under
the same ID-No. as above. During course of the repair action the below listed hours have been spent by
crewmembers and material has been used as listed. The corresponding SD Report is attached.
carried out by / working hours

Description of damage and repair action
Eng. Fitter AB OS Sum
Total hours :
Material used for repair works

Quantity Unit Description Price
Total price in USD
Master's Printed Name and Signature, Ship's Stamp

20/07/2005 Immobilisation of Main Engine
1. The Chief Engineer is responsible for any repairs in the Engine Room, however, no repairs that
immobilize the Main Engine may be carried out without the knowledge of the Master (except on
emergency).
2. When the vessel arrives at an anchorage or berth, the "ringing off" of the engines does not signify
commencement of repairs. The Chief Engineer must inform the Master of all repairs required and/or
planned at that port and specify the period he requires the main engine immobilized and/or the boilers
shut.
3. The Master must acquire the necessary permits from the Port Authorities (if required) and ensure that
the vessel is safe, before permitting such repairs. In doing so, the Master must clearly inform the Chief
Engineer the time when the engines will be required, giving full consideration to the existing and
expected circumstances and conditions.
07/01/2013 Cargo Operations General
1. By entering into a contract of affreightment, the Owner is obliged to receive, stow, safely carry and
safely deliver a cargo affreighted to his vessel.
2. The Master of the vessel is responsible, through the Chief Officer, to assist the owner in meeting such
an obligation.
3. In doing so, the reputation of the owners and the Master assure the vessel as a reliable carrier where
cargo is protected against loss or damage. Such reputation will have a positive financial effect both in
the freight and the insurance market.
4. The Master, therefore, must ensure that cargo compartments are fit, the stowage is proper and maximum
care is exercised for the particular cargo, having due regard to its characteristics and stowage
recommendations.
5. It must be remembered that the Hague/Visby Rules tolerate no excuses for the failure of the carrier to
comply with the above.
6. Under no circumstances the vessel is to perform cargo operations while at sea or at anchorage,
unless it is necessary because of safety concerns. In this case this should be communicated to the
Company immediately.
04/09/2018 Crane Operations
Objective To define procedures for the safe use of ship’s crane equipment
Scope Whole fleet, technical inspection
References MCA 'Code of Safe Working Practices for Seamen'
Records Maintenance and inspection records
1. General Information
1. Fixed lifting appliances include all lifting appliances with SWL greater than 1 MT which are:
a. Deck cranes
b. Provision cranes
c. Engine room crane
d. Rescue boat crane and/or davits
2. Guideline
1. Prior every use of lifting appliances, a visual inspection has to be carried out by the person who will
operate the equipment in order to verify that the lifting appliance is ready for use and in good
condition.
2. In addition, the Chief Officer and the Captain - who have the responsibility on board for the good
operation and condition of all lifting appliances - shall perform inspection of all lifting appliances in
accordance to the maintenance schedules/ frequencies defined in the company’s maintenance plan.
3. Annual thorough visual inspection should be conducted by a competent and authorized company every
year, preferred prior the annual through examination by the classification society.
4. In case this is a Flag State requirement, every five years fixed appliances should be inspected and load
tested as required by a competent and authorized company in presence of classification society
surveyor.
5. In the absence of class surveyor endorsement to the chain register, the competent authority can also be
the Chief Officer (for deck appliances) or the Chief Engineer.
6. Both thorough visual inspection and load test should be recorded in the chain register with certificates
attached. If the vessel does not have a chain register, than the record should be filed with the Chief
Engineer.
20/07/2005 Clean Holds
1. Whatever the purpose of the operation, be it either loading or discharging, the holds and all other
designated cargo compartments must be ready in every respect as of the moment Notice of Readiness
was given.
2. Hold ventilation/refrigeration should be checked and kept fully operational to its full capacity when
required.
3. If the vessel is stemmed for loading, the Chief Officer must ensure that the cargo holds are clean in
every respect (also smell-free), the bilges are dry and prepared for the designated cargo, the pumping
system is operational and the hatch covers and access holds are watertight.
4. It is imperative that entries to holds are clear of any objects, ladders are safe as per regulations and
lighting is adequate.
20/07/2005 Cargo Plan/ Stability
1. General
1. When information for loading cargo is received, a stowage plan must be prepared.
2. The Chief Officer must ensure that all cargo operations are carried out according to the plans prepared
and approved by the Master.
3. It can never be overstressed that the stability and permissible stresses of the vessel must be watched and
maintained throughout the cargo operations.
4. Instructions to the engineer officer for pumping ballast should be given in writing and signed by the
Chief Officer.
5. If, for any reason the shippers/receivers wish to change the pre-planned sequence of operations, the
Master must insist for a written request, highlighting the fact that any extra costs, damages, delays etc.,
will be shippers/receivers responsibility. In accepting such changes, however, the Master must be
absolutely sure that the safety of the crew, the vessel and the cargo is completely preserved.
2. Accepting cargo
1. In accepting the cargo, the Chief Officer will ensure that:
1. Specifications are as agreed.

2. Weights, especially containers and break-bulk units are correct and as planned.
3. Cargo is in apparent good condition
4. Cargo handling is always supervised by a responsible Officer.
5. No damaged cargo will be loaded at any time.
2. At the completion of loading a detailed cargo plan and final stability calculations will be prepared by
the Chief Officer and approved by the Master.
31/08/2005 Container Vessels - Dangerous Cargo Management
1. General Requirements and Emergency Response Preparedness
1. The vessel must be in possession of a valid 'Document of Compliance for the Carriage of
Dangerous Goods' as per SOLAS II-2/19.4 and fulfil all equipment requirements specified therein
(including additional fire-fighting, protective and medical equipment).
2. At least the Master and the Chief Mate must be in possession of valid dangerous cargo / hazardous
material training certificates. Additional training requirements apply for vessels calling U.S. ports
(See section 3).
3. In case of accidents and emergencies, the location, type and amount of dangerous cargo shall be
considered during planning and response - the advice of EmS and MFAG (IMDG Code Supplement)
must be taken into account.
4. In case of incidents involving dangerous cargoes or pollutants, reporting requirements must be fulfilled
(see 'Reporting Procedures' in the IMDG Code Supplement).
5. Masters shall ensure that the cargo area fire drills specified in the Annual Drill Plan (50-350-F1, check
lists 50-410-F1 and SOPEP) always contain elements of dangerous cargo emergency response training
for dangerous cargoes usually carried on board.
2. Dangerous Cargo Handling Procedure
1. The Master, Chief Mate and SSO are responsible that all requirements of the Ship Security Plan related
to the handling of dangerous cargo and related information are being met.
2. Before loading any dangerous cargo on board the Chief Mate must
a. receive at least the IMDG Class, UN Number and quantity of the dangerous cargo to be loaded
in order to be able to plan,
b. verify with the Master that the vessel is permitted to carry the announced cargo (IMDG
Document of Compliance, Charter Party, company instructions if any) and
c. prepare the a dangerous cargo stowage plan considering the stowage and segregation
requirements of the IMDG Code.
3. The Master must review and approve (sign) the dangerous cargo stowage plan prepared by the Chief
Mate before loading. Any amendments later on must be approved as well.
4. During loading the Officer of the Watch and the deck watchmen must check that IMDG containers are
correctly labeled and stowed according to the approved plan.
5. Old IMDG labels should be removed from containers before loading if they don't carry such cargo
anymore in order to prevent misunderstandings.
6. The Chief Mate must ensure that all required documentation for the dangerous cargo has been received
before departure and prepare the Dangerous Cargo Manifest (DCM) that must be reviewed and
countersigned by the Master.
7. The Dangerous Cargo Stowage Plan and the relevant MFAG and EmS procedures shall be kept at
designated locations in the cargo control room (in port) respectively on the bridge (at sea).
8. Relevant EmS and MFAG procedures for dangerous cargoes on board shall be made known to all crew
members by attaching them to the SOLAS Fire Fighting Manual and briefings as necessary (e.g safety
meetings).
9. The company shall be advised in the departure message in summary on the type and amounts of
dangerous cargo carried on board for consideration during emergency response situations. For Class 1
cargoes the container positions (slots) shall be advised as well.
31/08/2005 Container Vessels - Dangerous Cargo Management
3. Additional Requirements in U.S. Ports
1. The vessel must be in possession of 49 CFR (Code of Federal Regulations Title 49) - an electronic copy
is attached to circular QS-P-024.
2. All crew members must hold Hazmat Employee training records not older than 3 years - the crew
managers are to be advised accordingly by the Marine Superintendent. Crew members not joining with
such certificates or with the 3-years period ending during their stay on board must receive refresher
training in accordance with 49 CFR 172.700. The shipboard training must be duly documented.
3. The U.S. Coast Guard has following requirements for the Dangerous Cargo Manifest (DCM):
a. The DCM must be located on or near the bridge.
b. The vessel's name, nationality and official number must be listed on the DCM.
c. Explosives and radioactive materials must be classed in accordance with 49 CFR – all other
dangerous cargo may be classed in accordance with the IMDG Code.
d. All identification data must be listed exactly as specified in the IMDG Code or 49 CFR.
e. The DCM must be signed and dated by the preparer (Chief Mate).
f. The Master must sign and date the DCM to confirm the correctness of all information.
4. In cases of dangerous cargo incidents in U.S. waters the requirements of the U.S. Non-Tank Vessel
Response Plan (NT-VRP) must be considered as well.
20/07/2005 Deck Cargo
1. The Master must make sure that there is an expressed agreement between the charterer/shipper and the
shipowner that deck cargo can be carried, otherwise, no deck cargo is to be allowed.
2. When such cargo is agreed, then it must be expressly mentioned in the b/l, that such cargo is in fact
carried on deck, at the shipper's risk. The Master will allow deck cargoes:
1. of dangerous goods that can only be stowed on deck as per the IMDG Code
2. that are normally carried on deck as per the trade custom (timber, containers, etc.,)
3. Nevertheless, the Master must ensure that any deck cargo loaded, will be properly lashed as per the
cargo's special requirements and the Cargo Securing Manual, if available.
20/07/2005 Stowage
1. General
1. Careful stowage will both reduce cargo damages and improve the stowage factor. Damaged cargoes of
any kind should not be accepted. Once the cargo passed the ship's rail, it is the vessel's responsibility;
therefore the Chief Officer must ensure that all cargoes are as per booking lists.
2. The appropriate stowage literature should be consulted, to ensure that stowage is done in accordance
with the nature of the cargo. Dangerous cargoes should be accepted and stowed only as per the I.M.D.G.
Code for Dangerous Cargoes. Cargoes should be secured and lashed properly.
3. Due regard should be given to proper stowage, especially when vessel calls in more than two ports for
cargo operations. Sequences of loading/discharging should be shown on the cargo plans and if
stevedores/shippers/agents refuse to follow the precise instructions, then cargo operations should be
stopped and a letter of protest be lodged. If necessary, a surveyor may be called in.
4. A survey report for stowage, lashing, pilferage, damaged cargo etc., is always a secure evidence.
Before the vessel sails from a port, the Master must ensure that the cargo is properly secured and lashed
and does not impair the ship/s seaworthiness.
2. Specialized Vessels and Special Cargoes
1. For cargoes carried on specialised vessels, such as reefers, oils, chemicals, liquefied gases etc and for
special cargoes carried on cargo vessels, the Master will ensure that the proper characteristics,
composition, stowage and care instructions are available onboard and the Chief Officer follows the
instructions to the letter.
2. The Master will not accept cargoes whose specifications are not documented or whose handling,
stowage and care details are not known.
3. Each specialized vessel will have onboard all the necessary instruction for cargo handling of the type of
cargo and trade she is engaged in. Such instructions will be available in the form of known IMO and
other publications, in the form of instructions given by Charterers/consignees, or in the form of
guidelines given by the Company.
14/11/2016 Carriage of Refrigerated Cargo
Objective This procedure gives a short overview about measures in place for the carriage of refrigerated
cargo on board
Records MNC-35-245F1 – Monitoring Report on Refrigerated Cargo
Responsibilities
The Chief Officer is responsible for the correct stowage and handling of refrigerated cargo as well as for ensuring
a sufficient documentation concerning proper stowage, temperature readings, malfunctions etc. He has the right to
reject cargo when he considers same as unsafe for transportation (e.g. damaged container, non-repairable
malfunctions etc.). The stevedores are to be informed accordingly, so that corrective actions can be initiated. It is
the Chief Officer`s responsibility to report any abnormalities directly to the Master.
The Chief Officer shall be responsible for the shifting, loading and discharging as well as
un-/plugging operations. During loading he shall ensure that the refrigerated cargo is loaded in the same position
as indicated in the stowage plan. Furthermore, the reefer containers are to be visually inspected and any
abnormalities are to be reported to the Charterer and Stevedores immediately.
Description of process:
1. Pre-Loading
It is the responsibility of the Chief Officer to prepare a list of refrigerated containers to be loaded and shifted.
This list shall contain at least following information:
a. Container number,
b. Proposed stowage position,
c. Temperature settings (Celsius or Fahrenheit clearly stated)
d. Ventilation settings
This list shall be handed over to the Officer on Watch, the Duty watchman and the Electrician (if applicable)
In case that refrigerated cargo has to be rejected, the Master has to inform the Operations Department and the
Charterer immediately.
If any specific equipment or spare parts necessary for the transportation of refrigerated cargo are not on board,
the Chief Officer is in charge of ordering the equipment from the Charterer as soon as he gets notice of this
cargo.
2. Loading
Refrigerated containers require high attention and great care before shipment, during the entire voyage and
after discharge. It is essential to ensure that all units are in good working order at all times when being stowed
on board.
Following needs to be checked as far as possible prior to loading:
a. A temperature chart disc has been installed (if applicable),

b. The refrigeration unit has been running at the correct temperature in the near past,
c. The refrigeration unit is sufficiently filled with refrigerant,
d. Electronic devices, ventilation fan and compressor are in good working condition,
e. Status of any alarms on the control panel.
Sometimes it will not be possible to check reefer containers prior loading, in such cases the Chief Officer is to
make the above checks as soon as possible after loading and certainly before vessel`s departure.
14/11/2016 Carriage of Refrigerated Cargo
All reefer containers must be plugged in as soon as they are placed on board in order to ensure that they are
working before being over stowed. The temperature settings should be checked for compliance with the
shipper`s carriage instructions, as well as the entire structure and condition of the container. Any defects,
damages or malfunctions have to be reported immediately.
Responsibility for plugging/unplugging shall be followed in accordance with the cp terms.
3. Carriage
While transportation of refrigerated cargo the Chief Officer shall ensure that all reefer containers on board are
regularly observed twice per day or more frequently if cp term requires, weather permitting. In general, the ship
is responsible for:
a. Maintaining electrical power supply to the reefer boxes,

b. Monitoring the reefer temperatures,
c. Monitoring the reefer machinery,
d. Monitoring the condition of reefer containers when cargo operations are in progress near by
Owners are, under normal Charter Party conditions, not be held responsible for malfunctioning of the refer
boxes and consequential damages to the cargo or other damages. The vessel`s personnel shall, weather and
staff permitting and provided spares are available, endeavour to assist in repairing malfunctions.
Naturally the Master is required to advise the Charterer immediately of any malfunctions which cannot be
repaired on aboard.
A detailed reefer log MNC-35-245F1), if no Charterer`s form is available) shall be kept on board clearly stating
date, time and temperature of the reefer containers when plugged-in to the vessel`s power supply system and
whether temperature readings are in degree Celsius (°C) or degrees Fahrenheit (°F).
Any breakdown or deviations from the required carriage temperature must be recorded on a reefer trouble
report (use Charterer`s form, if available) and immediately advise to the Charterer for further advice on action
required.
4. Discharging
If not otherwise specified in the Charterer`s instructions the temperature logs of the reefer containers to be
discharged shall be copied and kept on board for at least eighteen (18) months. Furthermore, at the port of
discharge the Charterer`s agent should sign the reefer log as a receipt for the containers.
The Chief Officer is responsible for unplugging and discharging operations of the refrigerated containers. Any
abnormalities shall be reported to the Chief Officer and the stevedores so that proper actions can be carried out.
Version 1
08.11.2016 MNC-35-245F1 Approved: by Fleet Manager
Agreed by: QM.R.
35. Port and Cargo Operations Issued by: J. Managing Director
MONITORING REPORT ON REFRIGERATED CARGO

Vessels Name: Voyage No.:
Manifest temp.
Date Date Date Date Date
Load temp
Stowage
°C or °F
Load Disch. 0600 1600 06,00 16.00 0600 1600 0600 1600 0600 1600
Container ID
port port supply return supply return supply return supply return supply return supply return supply return supply return supply return supply return supply return supply return supply return supply return supply return
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
40' C
Chief Officer _______________________

TOTAL
20/07/2005 Cargo Securing
1. A seaworthy vessel can be defined as a structurally sound vessel, whose watertight integrity is
maintained and her cargo is safely and securely fastened throughout the passage.
2. The Master, through the Chief Officer, is responsible to ensure that all cargo onboard, both underdeck
and on deck is safely and properly secured to withstand even the most adverse weather conditions.
3. When securing cargo, the vessel's Cargo Securing Manual (if available) should be followed, as well as
IMO Booklet "Code of Safe Practice for Cargo Stowage and Securing", and good seamanship.
4. In addition, the following guidelines might be of assistance to Masters and Officers:
1. Always use the proper lashing materials intended for the specific cargo.
2. For container lashings, always follow the ship's original "Container Securing Plan".
3. When block units are loaded on deck, keep sounding pipes and other essential
locations clear for free access.
4. Always keep lashings tight and check them frequently.
5. When conventional deck cargo covers most of the decks, leave/ construct an access
passage to the peaks of the vessel with a life line available.
20/07/2005 Lashing Equipment
1. General
1. It is the Chief Officer's responsibility to ensure that adequate and proper lashing equipment is kept
onboard to suffice for properly securing the full capacity of the cargo the vessel is intended to carry.
2. Lashing equipment should be properly stored and maintained as it is required by good seamanship, in
order to be readily available and useable.
3. The Chief Officer will ensure that:
1. Proper inventories should be kept indicating quantities, location and

condition of all lashing equipment.
2. S.W.L. and breaking loads of all wires, ropes, shackles, turn buckles, rods
and chains should be known at all times.
3. When purchasing new lashing materials, certificate must be available to
verify the above.
4. Container fittings comply with the lashing plan in regard of type, tension
load, stucking load and they are mechanically undamaged.
5. Damaged or condemned lashing materials and fittings are removed from
stock immediately.
2. Damages
1. Lashing equipment and fittings damaged during cargo operations should be claimed by the
stevedores/charterers in accordance with the relevant charter party. Proper damage reports
should be issued by the Chief Officer.
3. Inventory reporting
1. It is the Master's responsibility to send to the office a complete inventory of lashing equipment
and materials at the beginning and end of each charter period (on-hire, off-hire survey).
2. During the charter period, inventory reports must be sent to Marlow every three months or as
instructed by the office
20/07/2005 Cargo Gear / Lifting Gear
1. Derricks, cranes, wires, sheaves, blocks, shackles and fittings used for rigging and cargo operations,
should be kept in excellent condition. Routine checks should be carried out by the Chief Officer of all
the Cargo Gear, before commencing any lifting operations and likewise, the Chief Officer will ensure
that the rigging equipment is properly greased/ oiled and weather protected before putting to sea.
2. It must be understood that the efficiency of cargo loading or discharging, depends on the good working
condition of the Cargo Gear. It cannot be overstressed that well maintained cargo gear is a requirement
for the Safety of the personnel who deal with cargo operations.
3. Masters of self sustained vessels under Marlow Management should pay special attention to the
maintenance and operational status of the cargo gear (derricks, cranes, winches, etc.) since the
vessels's hire and income, greatly depend on such gear. Breakdowns may cause serious financial
problems to the Owner, as well as the charterer.
4. All cargo gear and equipment in use, as well as new equipment received, must be properly marked /
approved stamped and certified. The Chief Officer will maintain a plan of all certified equipment,
showing location of each item. Such plan and the relevant certificates must be readily available for
inspections when required by relevant authorized representatives.
5. When the vessel is supplied with additional cargo gear or lashing equipment by the Charterers, the
Chief Officer will ensure that such gear/equipment is stamped and certified accordingly and maintained
appropriately while in use by the vessel.
6. Every three months, the Chief Officer will carry out a detailed inspection of the Cargo Gear, record his
findings and overhauls carried out in his Cargo Gear book.
20/07/2005 Mates Receipt
1. These are receipts from the vessel, which the Chief Officer signs for receipt of each parcel of cargo
loaded. They are not negotiable documents, but form a basis for the eventual closing of the Bills of
Lading.
2. It is very important that the Chief Officer enters remarks on these receipts, if any cargo damages were
noted before and/or during loading.
3. Also particulars of weight, condition etc., of the cargo, should be noted here.
20/07/2005 Bill of Lading
1. General
1. A Bill of Lading is an important document because:
1. It is an evidence of the terms of the contract between the carrier and the cargo owner.
2. It is an official receipt that the goods stated therein, are loaded on the said ship.
3. It is a negotiable document, which means that the B/L may be sold and the holder/producer of
such B/L., is the legal owner of the cargo.
2. The Master is the representative to the owner for such B/L and no shipper or charterer has the right to
dictate the contents or suggest the final closing to be inserted in such B/L.
2. Closing of B/L
1. A B/L must state the correct quality and quantity of the cargo loaded onboard. Clauses should be added
in the following cases:
1. Whenever cargo is damaged in any respect, the exact description of such cargo should be
entered into the B/L, mentioning exact quantities as far as possible.
2. When differences in numbers/tonnage exist between ship's tally/draft figures and shore
measurements, either the ship's figures will be entered in the B/L or the following clause may
be inserted:
3. "... bags/packages less/more in dispute"
4. "... tons less/more in dispute"
2. In both the above clauses the supplement "if onboard to be delivered" must follow.
3. When the shipper/charterer cannot provide the total cargo the vessel can carry and the freight is paid on
a quantity basis, then a deadfreight claim clause must be inserted in the B/L, showing the exact quantity
the vessel can carry and the actual quantity loaded.
3. Signing of B/L
1. The Master must sign only Bs/L that show the true condition of the cargo. The Master must bear in
mind that shippers and charterers exercise pressure to get a clean B/L signed against a "letter of protest"
for the vessel. This "letter of protest" has no legal value whatsoever, once the B/L is signed.
2. Also, if a letter of guarantee is given by the shipper/charterer in exchange of a clean B/L, promising to
bear the responsibility of any missing or incorrect cargo details, the Master must remember that such a
guarantee is both unacceptable and fraudulent.
3. The Master must never sign "prepaid" Bs/L unless he has instructions from his owner that the full
freight was paid.
4. A pre-dated B/L must never be signed. The true date when the relevant consignment was taken onboard
should appear on the B/L.
5. In cases where the agents ask the Master to sign blank Bs/L to ensure early departure the Master must
confirm the procedure with his owner, and in any case the agents must give a signed statement that such
Bs/L will conform fully with the Mate's Receipts.
4. Delivery without a B/L
1. The cargo must be delivered only to the holder of the B/L. Masters should ensure that discharging of the
cargo is done on behalf of the legal owners of the cargo. If in doubt the Master must consult his owners
for instructions.
20/07/2005 Bill of Lading
5. Delivery of Cargo against one Original B/L carried on board
1. Occasionally Masters are requested by charterers to carry onboard one set of three Original Bs/L to the
port of discharge.
2. The cargo then may be delivered against the same B/L.
3. This practice may result in mis-delivery of the cargo. The group of P + I Clubs, has on this matter,
issued a warning to its members to reject such practice since members may lose P + I Club cover.
4. When such a case arises, Masters should consult the Company for further advice.
20/07/2005 Delivery of Cargo
1. Discharging operations must be supervised by a qualified deck officer and damage to the cargo during
discharging must be prevented.
2. Any such damage or theft from the holds or pier are to be recorded immediately and confirmed through
written statements by witnesses.
3. A letter of protest must be lodged to the stevedores and their written confirmation of receipt be
obtained.
4. Should the stevedores refuse to sign, then any statements from witnesses should be obtained and the
stevedores handed a copy with the remark "refused to sign".
5. When signing "out-turn reports" care must be taken that figures appearing herewith match those of the
B/L. If tally is done by the consignee charterer, then the out-turn report should be claused: "Noted as per
consignees/charterers tally." In no event is short delivery to be accepted, even if the consignee/charterer
verbally declares that all the cargo has been delivered.
6. In cases of bulk cargoes, the charterer/consignee is obliged to leave the holds at least "shovel-clean".
7. When bagged cargo is carried, it must be remembered that the B/L is signed for the number of bags,
therefore, everything must be done to deliver all the bags, even if they are torn or filled with sweepings.
30/08/2013 Chartering
1. General.
1. Time ch arter means l iterally what t he ex pression indicates i .e. t he ship-owner ag rees t o h ire h is
vessel to another party (the charterer) for an agreed period of time.
2. Even under a t ime charter, the Master remains the ship-owner’s employee. Co-operation with the
charterer of course must always be exercised, with some limitations. I n principle, ship’s business
should b e co nducted i n t heir n ormal way as i f t he v essel was o perated u nder t he o wner. A ny
additional instructions given b y th e charterers, will b e examined by t he Master, and i f these are
complying with the charter party then the appropriate measures will be dictated to the ship’s staff.
3. The Chief E ngineer must en sure t hat t he speed a nd co nsumption ar e a s p rescribed b y t he c harter
party. No miracles should occur. Under no circumstances should the vessel develop top speeds at
lower consumption or higher consumption at lower speeds. In either case, unless full-proof reasons
exist, the owner is exposed to serious claims.
4. Masters must ensure that pilots and tugboats are used when i t is prescribed by the port
requirements. By saving the charterer, pilot and tugboat expenses, the Master i s jeopardising his
own job.
5. When the charter party dictates that lashing is to be completed by the ship’s crew, this must be done
in f ull c onsideration o f the s hip’s s afety a nd s eaworthiness. T he Master must not give i nto the
pressures of quick completion, since this clause never contains a time limit.
6. No standing rules may be drawn up as to the Master’s correct attitude under a time charter. Such a
problem should be individually discussed with the owners.
2. Delivery and Redelivery

1. When a vessel i s d elivered t o t he c harterer, a d elivery o r “o n-hire” s urvey i s c arried o ut. S uch a
survey states the condition of the vessel at the time of the delivery. T he Master must ensure that
any damages found during this survey are noted in the report.
2. Upon completion of the charter, an “o ff-hire” survey is carried out which states the condition of
the vessel at the time of redelivery. The Master must ensure that any damage caused to the vessel
between the two surveys, must be repaired by the Charterer before the redelivery takes place or is
correctly recorded in the report with photographs and other documentary evidence.
2.1. Masters are required to check the following items carefully during the ‘on-hire’ and ‘off-
hire’ surveys
1. Is exact date, time (GMT/LMT) vessel delivered/ redelivered at correct location stated
ie DLOSP?
2. Are Surveyor and Master signatures, stamps and date on the report?
3. Are ALL t he c orrect gr ades an d qu antity of bu nkers measured/agreed: HSFO,
LSFO, HFO (380 cst), DO (MGO, DMA ) clearly stated? Not sure what grade of fuel
– check with Chief Engineer.
4. If survey i s d one a fter a ctual d elivery o r b efore a ctual redelivery tim e/position , has
FO and DO quantity been adjusted to ACTUAL ‘on hire’ or ‘off hire’ time/position?
5. Has Open SDR List been stated and attached to the report. Has it been verified/signed
by Surveyor?
6. Redelivery condition of vessel must be at the same condition as on delivery. Therefore
please follow the CP terms. In case vessel needs hold cleaning, kindly ask Charterers
to arrange before redelivery on their account and time.
7. In c ase of ‘ new’ dam ages, which h ave not be claimed by S DR, pl ease i nclude in
survey report with photos.
8. Is there a s hortage of lashing equipment on redelivery? Follow CP terms and make
sure that shortages/losses and damage that has NOT been claimed must be stated on
the redelivery form.
30/08/2013 Chartering
9. If you have on board Charterers equipment such as spares for reefer, spreader etc,
please arrange collection and redelivery to Charterers in advance with signed receipts
attached to the redelivery documentation.
10. Is v essel n ame, Ch arterers n ame, O wners name, d ate o f report c learly stated o n the
delivery/redelivery report?
11. Have all documents been double checked for accuracy and then sent to MN
Operations Dept?
3. Charterers r equire t he v essel t o r eport an y stevedore damages at t he t ime o f t heir o ccurrence.

Masters must ensure that such damages are reported by individual “damage reports” and not wait
for the final off-hire survey.
3. B/L under Time Charter

1. Although the charterer is termed as the sole owner, actually the shipowner is the one that enters into
contract with the holder of the B/L. If the vessel fails to deliver the cargo in the condition described
(in the B/L, the shipowner is held liable for all shortages, damages, etc., therefore the Master must
ensure that the cargo is kept in its original form through all the duration of the voyage.
4. Creation of Liens
1. Maritime Laws o f cer tain c ountries, e specially the American L aw cr eates l iens i n favour o f
stevedores, s hip chandlers, b unker suppliers etc. S uch liens are created against the v essel when
charterers ar e i n financial d efault e ven when t he M aster/owners may have no knowledge o r
connection with such companies. T herefore, the Master must be on alert when trading under T/C
where such Laws apply and inform his owners instantly if anything is suspected.
06/12/2017 Pre-Departure Check List - Deck
Distribution This form should be laminated and used on each occasion with parallel Deck Log Book entry.
Before departure following tests or checks have to be made and deficiencies, if any, have to be reported to the
Master.
Preparation for Sea Y N Remarks

Has a passage plan for the intended voyage been prepared?
Has the following equipment been checked and found ready for use?
Anchors - cleared away and ready for letting go
Bridge movement book/course and engine movement recorder
Echo sounder
Electronic navigational position fixing systems
ECDIS
AIS (information up-to-date including date/time)
Gyro/magnetic compass and repeaters synchronized
Radar(s)
Speed/distance recorder
Clocks
Has the following equipment been tested, synchronized and / or found ready for use?
Main Engine
Bow/Stern Thruster (only applicable for vessels with bow/stern thruster)
Bridge and engine room telegraphs
RPM indicators
Thruster controls and indicators, if fitted
Communication facilities and antennas
Bridge and engine room/mooring station communications
Portable radios / VHF radio communication incl. MF/HF & DSC
Navigation and signal lights, search lights, sound signalling apparatus
Steering gear, including NFU, manual, auto-pilot and emergency changeover
arrangements and rudder indicators
Window wiper/clear view screen arrangements
Is the ship secure for sea?
Cargo and cargo handling equipment secure?
All hull openings secure and watertight?
Cargo details available?
Stability and draught information available?
Are all the crew on board and all shore personnel ashore?
Are the pilot disembarkation arrangements in place?
Is the latest weather information available?
Vessel ready to leave port (GO or NO GO)
Date: Watch Officer: Master:

29/01/2014 Pre-Departure Check List - Engine
Distribution This form should be laminated and used on each occasion with parallel Engine Log Book entry.
Vessel:

1 Is the engine staff informed about the ship's departure and relevant instructions
given?
2 Has the F.U. cooling system and pre-heating of main engine been started as
required?
3 Has heating of F.O. service and settling tanks been started and are main/auxiliary
engine fuel systems ready?
4 Is communication with bridge, including telegraph and steering room tested and
functioning?
5 Are fuel and lub oil systems and filters drained and purifiers started?
6 Are contents of sludge/bilge tanks checked and acknowledged?
7 Is the gear tested?
8 Are starting air systems and main starting compressors ready?
9 Are all spares, stores and equipment well received, checked and stowed?
10 Are stand by and emergency generators and pumps ready for use?
11 Have all indicator cocks been opened and "blow over" of main engine done?
Have cocks been closed?
12 Are electric auxiliary blowers working?
13 Are lub oil, fuel oil and cooling systems pressures and temperatures in the
correct parameters?
14 Is the propeller clear and the operating handle switched over to bridge?
15 Is the bridge informed of the engine readiness?
16 Have all aspects been examined for any eventualities and are procedures in place
to deal with any emergencies?
05/06/2014 Shipboard Stock Control
Page 1 of 1 Purchasing Manager QMR J. Managing Director
1. General
1. The most important factor regulating a cost efficient procedure of purchasing stores, provisions,
equipment and spares for a vessel, is the availability of correct and updated inventories.
2. The Master therefore, will ensure that all heads of departments, will keep detailed inventories of the
stores, spares and equipment of their departments.
3. At the moment the Technical Department is using both the AMOS M&P and whenever applicable
hard copy forms (Excel format via email) in order to control the inventories on board.
2. Inventories Categories & Reporting
1. For the following major inventory categories, the control is executed via the AMOS M&P and the
updating of those inventories onboard is a continues process that relates with the actual updates of
stocks available onboard:
1. Lubricating Oils
2. Chemicals & Gases
3. Paints
4. Container Lashing Equipment
2. For all the rest of the inventories, the office receives reports through the vessels mail. Those inventories
categories are the following and the frequency for reporting can be seen in brackets:
1. Provisions Report (monthly reporting)

2. Deck Stores Inventory (Quarterly)
3. Safety Equipment Inventory (Quarterly)
4. Bridge Equipment Inventory (Quarterly)
5. List of Mooring Ropes and wires. (Twice a year, in April and September).
6. Engine stores (Quarterly)
1. Spare parts (not used)
2. M/E
3. A/E
4. Starting air compressors
5. Cooling plants
6. Cranes
05/06/2014
Purchasing Procedure- Requisitions from the Vessel
(Vessels with AMOS)
1. General:
1. Regular order:
All spare parts and supplies no matter of what kind shall be routed via the purchasing department.
The Technical Superintendent shall forward a description including a date / port for delivery (if
applicable) to the Purchasing Department – if possible -well in advance. The PD shall quote for each
spare or supply, make the necessary entries in AMOS and arrange the delivery on board. In case of
questions especially if those are related to the quality of the goods/ services, the TD and the Head of
the Technical Department and/Purchasing Manager shall be consulted.
2. Services:
The services have to be tendered and ordered centrally by the purchasing department. It is
understood that services need a special expertise from the Technical Superintendent therefore a close
cooperation is necessary.
In case services are required, the Technical Superintendent shall give a description of the service that
needs to be carried out together with vessel name, date and port to the Purchasing Department.
2. Requisitioning
1. Requisitions from the vessels reach the technical dept only through AMOS M&P system or in case of
failure of the system by email, fax, telex or phone considering the most economical way, depending
always on the urgency of the order.
2. The requisitioning procedure, guidelines are explained in the shipboard Management Manual and
masters and chief engineers must be constantly reminded by the superintendents by adhering to the
written instructions, cost effective purchasing can be achieved.
3. When a requisition is created, the AMOS Purchasing module allocates to it a unique reference number.
4. If the requisition is created by the vessel this number will be followed by the letter “S” and if created by
the office the number will be followed by the letter “M”.
5. The same number will follow the whole process through the system for quotations, order, delivery on
board, invoicing.
7 When the requisition is created its initial status in the AMOS M&P is “active requisition”.
8 Upon receipt of the “active requisition” from the vessel in the AMOS M&P, the superintendent will
check it and decide about its priority status, i.e if it is “urgent” or “routine”, make the necessary
alterations concerning items / quantity, and ask the vessel for clarifications if required.
9 After the above clarifications and should everything is clear, the responsible Superintendent will release
the requisition to the purchasing dept by converting it in to “Active Query”.
03/09/2007
Purchasing Procedure- Requisitions from the Vessel
(Vessels without AMOS) & the Office
Page 1 of 1 PM Quality Manager J. Managing Director
1. Requisitioning
1. Requisitions from the vessels that are not equipped with AMOS or requisitions generated from the
office reach the Purchasing section by email, fax, or phone considering the most economical way,
depending always on the urgency of the order.
2. When a requisition is created a reference number will be given to this for follow-up from office side.
The same number will follow the whole process through the system for quotations, order, and later on
for the invoicing. As far as the correspondence between the office and the vessel for the onboard
delivery or for any other clarifications that might be needed; the initial reference number given by
the vessel will be used.
¢
3. Upon receipt of the requisition from the vessel, the responsible superintendent will check it and decide
about its priority status, i.e if it is “urgent” or “routine”, make the necessary alterations concerning items
/ quantity, and ask the vessel for clarifications if required.
4. After the above clarifications and should everything is clear, the responsible Superintendent will release
the requisition to the purchasing dept. for further processing.
2. Request for Quotations
1. The Purchasing Officer will send out quotations to selected suppliers. Upon receipt of the purchasing
offers, those will be presented to the responsible Superintendent for Approval.
1. Ordering
1. The responsible Superintendent will compare all offer received and choose a specific vendor. At this
stage h e m ay r econsider on ce m ore i tems an d qu antities t o be supplied an d pr oceed t o n ecessary
alterations.
2. Upon approval the Purchasing Officer will place the order with the selected vendor.
4. Receiving goods onboard.
1. Vessel will confirm upon receiving onboard.

05/06/2014
Purchasing Procedure- Quotations Requests and
Orders
1 Request for quotations
1. The Purchasing Officer will send out quotations through the system to at least 2 selected suppliers
preferably from the company’s “Frequent Suppliers List” , (except if there is a contract), and while
waiting for offers will convert the case into “parked query”. Upon receiving of the offers, prices will
be registered in the system for comparison reasons.
2. For further evaluation of the offers it must be ensured that all quotes received will include following
information:
1. Vessel’s name / Requisitions no. / Suppliers ref.

2. Cost by unit and total cost, currency.
3. Package arrangement.
4. Place of availability.
5. Delivery time for each item and complete order.
6. Packing and handling cost.
7. Transportation and port charges, if any.
8. Validity time of quotation.
9. Payment terms.
3. All above information must be registered also into the system for further consideration upon deciding
for a vendor. As soon as all offers are received, then the P. Officer will convert the case into “parked
requisition” giving the Technical Superintendent the go ahead to do final evaluation.
4. The Superintendent will compare all offers received and registered in the system and will choose a
specific Supplier. At this stage he may consider once more items and quantities to be supplied and
will make necessary alternations.
2 Approval – (Valid only for the Hamburg Office)
1. Technical Approval
The Technical approval will be given from the Head of the Technical Department for following
orders:
1. NOT for consumable (incl. Paint, Chemicals, Lubricants)
2. Overhauls
3. Yards
4. Repair / Service Jobs in general
5. Orders for spares related to repair / service jobs
2. Commercial Approval
The Purchasing Manager will check every order before every order will be commercial wise approved
by Management/Controlling.
3 Ordering
1. The superintendent will compare all offers received and registered in the system and choose a
specific Supplier. At this stage he may reconsider once more items and quantities to be supplied and
make necessary alterations.
2. For single items (goods/ services) for which the quoted amount exceeds 5,000 EURO, the Technical
Superintendent shall receive the approval from the Head of the Technical Department. For amounts
less than 5,000 EURO, only the approval of the Technical Superintendent is required.
05/06/2014
Purchasing Procedure- Quotations Requests and
Orders
3. Upon approval, the superintendent will convert the case into “parked order” and specify in the system
the “budget code” for the specific order.
4. The P. Officer will place the order with the selected supplier and will convert the case into “active
order”.
5. If a Superintendent is dealing, in emergency cases only, directly with a Supplier for either repair
services or any other purchase matter, the Superintendent must give all information to the
Purchasing Officer who will create an AMOS order with all details for easy follow up and for future
reference.
20/07/2005 Purchasing Procedure- Cooperation with Forwarders
1. General
1. Forwarding goods to the ship is done by one of the following methods:
1. By manufacturer’s/ supplier’s own forwarding facilities

2. By utilizing the services of local port agents
3. By using a forwarding agency.
2. Whichever of the above methods is used, the P.O shall ensure that proper instructions are given and that
the goods are properly insured for their value, or alternately responsibility of custody is defined, until
safe delivery to the vessel is completed.
3. It is of utmost importance to indicate clearly the transportation means required by the company in order
to avoid misunderstandings. In doing so, the P.O shall confirm to the supplier whether the goods are to
be transported by air, sea, land or courier and transmit to the forwarder the proper instructions as those
are indicated in 36-030.
4. The P.O shall ensure that no goods are dispatched to any vessel, by any forwarder, without a written
notification/ confirmation from the office.
20/07/2005 Purchasing Procedure- Cooperation with Port Agents
1. Port Agents play an important role in the timely and therefore economical delivery of goods to the
vessel.
2. Having this in mind, the P.O shall keep the local port agents fully informed about order and delivery
movements to and from the vessel, giving always timely and clear instructions for the following:
1. Details of items to be delivered onboard and by whom, flight details and AWB numbers.
2. Details of equipment to be landed from the vessel for repair and forwarding instructions
3. Details of wrongly delivered or defective goods to be returned to the supplier/ manufacturers
and forwarding instructions
4. Instructions on the customs clearing and storing/ delivery to the vessel of goods dispatched by
forwarding agents especially when air freighted goods are involved.
5. Request confirmations for every movement and information about vessel’s ETA/ETS and
itinerary, if known.
05/06/2014
Purchasing Procedure- Order Status Follow-up and
Delivery Control
1. Delivery
1. Depending on the urgency of the order, the P.O will arrange delivery to the vessel accordingly, giving
the supplier all relevant information required such as:
1. Port of delivery
2. Date of Delivery
3. Port Agents
4. Forwarders ( if any)
5. Special Packing Requirements (airfreight / sea freight)
2. The supplier shall confirm the order and reconfirm once delivery took place.
3. The P.O shall give acknowledgement of the order to the vessel (with airfreight information), the port
agents (with instructions for custom clearances, delivery and/ or storage and flight details AWB
numbers if air freighted), the forwarders, if any (giving ETA/ETS, port agents details).
4. The cycle of the purchasing procedure ends, when upon receipt of the order on board the vessel will
‘receive’ the items and convert the purchase order to “filed order”.
01/02/2009 Purchasing Procedure- Invoice Control and Payment
Page 1 of 1 Purchase Manager Quality Manager J. Managing Director
New
1. All incoming invoices concerning Technical Management will be forwarded by the receptionist to the
Invoice Controller who will first check if all are stamped with the received stamp (and consequently
stamp those invoices which for any reason have not been previously stamped), and secondly will
register the invoices in the available software/ program.
2. Further to that, the invoices will be handed over to the P.O who is then responsible to check them for
duplication, deviation from quotation and arithmetical correctness. Once these are verified, each invoice
shall be registered in the AMOS Purchasing module indicating the date the invoice was received and the
date it is due for payment.
3. After registration and final verification by the P.M, invoices shall be forwarded to the responsible
Superintendent or other responsible authorization person for approval. Upon approval Responsible
Superintendent shall assign the appropriate budget code in the AMOS M&P and on the same time
indicate same on the invoice. Should the Superintendent finds it appropriate to hold back an invoice for
further investigation, he shall clearly write “query” on it and attach an explanation for the reasons he
decided to do so.
4. All invoices for payment shall be then passed to the Invoice Controller for further processing. All
invoices under query/ pending shall remain at the Technical Department for further investigation and
until the necessary clarifications are in place.
5. The Invoice Controller shall prepare a quarterly analysis of the purchases per ship per date and pass it to
the responsible superintendent who shall then evaluate the cost analysis and take appropriate measures
wherever that is necessary.
6. If deviations from the agreed budget exist (please refer to 36-005, procedure for budget review and
reports), the responsible superintendent shall proceed with appropriate actions.
08/07/2019 Bunker Supplies
1. General
1. Orders for bunkers are usually placed by the Operators/Charterers or as per Management
Agreement. The type of fuels to be used must be agreed with the Owners and be specified in the
Management Agreement.
2. The Technical department and the Marine Superintendent as such must ensure that any Charter
party agreed by the Owners will safeguard the use of fuels in accordance with the Maker's
specifications and as those agreed upon in the Management Agreement.
3. Depending on the terms of the Ship Management Agreement, test and Analysis procedures must be
implemented during bunkering. However, even where these procedures are not required by the
Management Agreement, the technical Superintendent may decide to implement bunker testing and
analysis, should a ship be required to take on bunkers at a port known to supply inferior quality of
bunkers.
2. Test & Analysis
1. On vessels where bunker analysis is to be undertaken, the ship will be issued with an Instruction
Package from the approved contractor, detailing the procedure to be followed, sample bottles,
courier details etc.
2. Information for the quality of bunkers supplied in ports worldwide is provided by Marlow's
contractor for conducting bunker tests and analysis, (VPS & Lintec), upon request.
3. The sample is couriered directly from the ship to the contractor's laboratory. Results of the analysis
with recommendations are simultaneously received from the testing contractor both in the office
and directly onboard the vessel. Should any action – based on laboratory results- is to be taken; the
responsible Superintendent must contact the vessel and give necessary instructions.
4. As soon as the samples are landed, the vessel shall forward the shipping documents (of the
contracted analysis company) by email to their MNC group giving full details of where and how it
was landed.
5. In case analysis report for fuel oil is not received within 5 days from date of dispatch, the Master
shall inform the vessel’s Technical Superintendent and the contracted analysis company.
6. In addition to the above tracking of the sample and of analysis results can be done via the Internet
through the secure sides of the selected contractors
7. Records shall also be kept in the Technical Department.

29/12/2011 Lubricating Oil Supplies
1. General
Lubricating oil supplies to full management vessels are done through the Purchasing Section.
2. Suppliers
Selected Lubricating Oil Suppliers are contracted as described in MN 36-010 (cooperation with Suppliers-
Selection and Approval).
3. Order and Delivery
1. The vessel will send with the monthly reports the consumption and the remains on board of all the
lubricating and hydraulic oils used by the vessel.
2. In addition to the monthly reports, AMOS equipped vessels, update on regular intervals the Lubricating
Oil stocks on board in AMOS M&P.
3. The Superintendent will monitor these and alert the vessel if any extraordinary consumption is noticed.
4. The vessel will notify the designated Technical Superintendent at least seven working days in advance
of any lubricating oil requirements.
5. The P.O. will order directly from the contracting company and receive a confirmation that supply will
be effected at the intended port. It is very important that the confirmation repeats the requirements
especially the quantities and the delivery method (bulk, drums, barge, tracks etc.).
6. The P.O will inform the vessel of the posted luboils. It is important that, depending on the trade pattern
of the vessel, the P.O will endeavor to supply maximum quantities at major ports where it is the less
costly in terms of availability, delivery and price.
4. Analysis
1. All full management vessels will be issued with an Instruction Package from an approved contractor,
detailing the procedure to be followed.
2. The sample is couriered directly from the ship to the contractor's laboratory. Results of the analysis with
recommendations are simultaneously received from the testing contractor both in the office and directly
onboard the vessel.
3. Before landing the sample a relevant order for each separate landing should be created in AMOS
and this reference (order number) should be used in all correspondence and as well in landing
papers.
4. As soon as samples are landed the vessel shall forward the landing report (with relevant AMOS
number on it) by email to the Superintendent giving full details of where and how it was landed.
5. As soon as the results have been received by vessel the relevant order in AMOS should be turned to
“Filed”.
6. In case the analysis report for the lub oil samples has not been received within 20 days from date of
despatch, the Master shall inform the Vessel’s Technical Superintendent.
7. Should any action – based on laboratory results- is to be taken; the responsible Superintendent must
contact the vessel and give necessary instructions.
29/12/2011 Lubricating Oil Supplies
8. The Superintendent will ensure that the results of the analysis and any recommendation given by the
laboratory will be immediately transmitted to the vessel. Records will also be kept in the Technical
department.
05/08/2019 Victualling & Water Supply
1. General
1. For all the vessels under management, the victualling of the crew is arranged by our Purchasing Department
which undertakes to agree and follow with approved suppliers/ caterers a contract for the supply of food
provisions to the vessels on a basis of a rate per man per day.
2. When taking over the command of a vessel, the Master will be given instructions by the Technical
Department of the Company as regards to the agreed victualing rate/ provision quantity per person per day,
the contracted supplier / caterer appointed to supply the provisions and the procedures to be followed.
3. As per standard procedures, the Master places the orders directly to the approved supplier/ caterer as
indicated by the Technical Department. Furthermore, the Master and the caterer agree on the port / items /
quantities of the final order to be supplied on board at a specific port.
4. In cases where small supplementary quantities are required (emergency cases only), the Master may
purchase provisions from his cash box with cash payment up to a sum of USD500. This purchase must be
approved by the caterer before placing the order and to notify the caterer by sending them the cash invoices
so that respective credit notes to be issued and considered by the next payment.
2. Victualling rate
1. The Master is responsible to control the consumption of provisions and endeavor to keep the victualling at
the agreed rate of $7.75 per person per day which is equal estimated 2,3 Kg per person per day.
2. To accomplish a proper control, the Master will ensure that:
1. Monthly stock inventories are taken

2. Domestic refrigerators and store rooms are locked and access to them restricted to persons directly
involved, such as the cook, the Chief Officer (for checking the cleanliness and taking inventories)
and the Chief Engineer (for checking temperatures and defrosting).
3. Meal menus are adjusted and quantities used are well balance to avoid spoils.
4. Persons taking meals onboard (other than crew members), such as supercargoes, stevedores, agents,
pilots, watchmen, repairmen, etc., who are rendering services to the vessel on behalf of the Owners /
Charterers, should be recorded in the "Rations Report", so that the Company may demand refund
from the Owners / Charterers.
3. Stock Inventory/ Victualling report.
1. At the end of each month an accurate inventory of the provision stock onboard will be taken, recorded and
sent by the Master directly to the appointed supplier/caterer in agreement.
2. The inventory of provisions on board should be taken in to consideration by the cook upon preparing the
next provisions order.
4. Spoils
1. Should there be any provisions spoiled due to a failure of the ship's refrigerating system, the Master will
make a comprehensive list and cost of same and attach it to the monthly Provision Account with a Master's
/ Chief Engineer's statement of the cause of such a failure.
05/08/2019 Victualling & Water Supply
5. Taking delivery of provisions
1. Before taking delivery of provisions, the store rooms and refrigerators must be cleaned and the existing
stock arranged so that it may be consumed prior to the new stock.
2. The Master will ensure that provisions supplied to the vessel will be checked upon delivery in order to
verify that:
1. The correct items and the correct quantities are supplied. When large quantities of meats are supplied,
the correct weight must be verified.
2. The quality of the products is of acceptable standards.
3. When frozen meats or fish are supplied they must be checked for wetness or softness. If such
symptoms are noticed, delivery must not be accepted.
4. Unsatisfactory items will not be accepted.
5. Shortcomings must be corrected on the delivery notes before signing same.
6. Delivery notes must be signed by the Master and every page initialed and stamped with the ship's
stamp.
7. Invoices paid in cash must bear the suppliers signature for receipt of the funds.
8. All provisions received must be stored immediately to the respective store rooms / refrigerators.
7. Provision Accounts Reports
1. Monthly provisions accounts must be sent directly to the caterer on email and notify the Technical
Department of Marlow as well.
2. These accounts constitute of:

1. The calculation of the daily victualling rate for the specific month (Provisions Accounts)
2. The monthly rations report
3. The monthly provisions stock inventory
3. However, Masters must endeavour to fill in all the information indicated in the forms and in particular:
1. The correct invoice amount in the original currency, the rate of exchange used and the amount in the
denominated ship's currency
2. The correct amount of meals taken either by Supercargoes or by "others" divide by "3" to establish the
amount of rations.
3. Supporting documents to be attached to the Provisions Accounts Report
4. Copies of all delivery notes showing all corrections done by the Master, if any
5. Original invoices paid in cash
6. Spoils dumped, with supporting reports
8. Water Supplies
1. The Master shall proceed with all necessary arrangements in order to directly order with local agents in port
of call for the supply of drinking water as necessary based on the vessels trade, voyage duration and size of
the crew.
2. Bottle mineral water of about one (1) liter per day/ per person should be provided or served by the Master
to the Seafarer`s in Mess rooms during MEAL TIME ONLY (Breakfast, Lunch & Dinner) on Owners
account. Taken from bonded store and shall be mentioned on master’s cash box report.
The drinking mineral water is NOT a MLC requirement, however, it is a voluntary effort of Owners for
good faith and wellbeing on board. Master and cook to closely control and monitor the distribution on Mess
rooms or tables.
06/12/2017 Maintenance Plan Development
1. General
1. The guidelines that follow are only laid down in general lines and should be supplemented by technical
manuals of the relevant machinery and/or equipment, of the vessel concerned. The onboard proper
maintenance is the key to the vessel's good performance regardless of her age.
2. The overall responsibility for the proper maintenance of the vessel to the required minimum standards,
lies upon the Master, the Chief Engineer and the Chief Mate.
3. "Minimum Standard" as required by the company is defined as being the necessary to ensure that the
vessel complies with the statutory and classification Rules and regulations.
4. The information gathered as part of the Pre-Delivery Inspection Report will be utilized to prepare the
Planned Maintenance Schedule for the vessel which is designed to meet with:
a. classification society requirements
b. manufacturer recommended overhaul periods
c. known main machinery running hours
d. Flag State survey requirements
e. owner's maintenance requirements (agreed maintenance standards)
5. Upon taking delivery of the vessel the Technical Superintendent will review the existing planned
maintenance schedule onboard (if any) and in liaison with the Master and Chief Engineer prepare the
company's planned maintenance schedule for the particular vessel which will be based on:
a. updated survey reports (CSM)
b. latest class quarterly status of survey
c. Flag state requirements
d. machinery / equipment marker's maintenance recommendations
e. existing schedule of the previous manager
f. technical upgrading agreed with owners
g. review of new rules and regulations (national, international and class)
h. identification of critical equipment and systems and its maintenance/testing schedule
6. The hard copy maintenance plans, or the self- prepared maintenance plans developed using a computer
language, or the Planned Maintenance software for ships that such is available, will be inspected by the
Superintendents on every ship's visit, in order to verify that due items are done and entries are made
accordingly. In liaison with the Chief Engineer, the Master and the Chief Mate, the Superintendent will
agree and prepare a further planned maintenance for the engine and deck machinery, hull and
equipment.
7. For pollution prevention, the Master will ensure through the Chief Mate and the Chief Engineer that the
planned maintenance is carried out as indicated in the ship's SOPEP
8. During the course of the period of the planned maintenance the Master will report to the office the items
done. The Technical Superintendent will review these reports and record the shortcomings and discuss
them with the shipboard management team the earliest, depending on the urgency of the matters
concerned.
9. On ships with computerized planned maintenance, the Superintendent will follow closely the online
exchanges with the office and update the programme according to the agreed plan.
10. Where the trading pattern of the vessel restricts availability of the vessel for planned maintenance, or
where there is a high unit maintenance requirement, the Chief Engineer will inform the Superintendent,
who after consultation with the Managing Director will discuss with the Chief Engineer to determine
what shore-based assistance may be required to meet the schedule.
06/12/2017 Maintenance Plan Development
2. Environmental Protection
1. Maintenance works onboard should always be carried with all the required environmental protection
measures to be in place first in order to avoid any accidental pollution to the environment.
2. All regulations for the protection of the environment have to be taken into account when carrying out
maintenance and repairs works.
23/11/2017 Identification of Critical Equipment
1. Definition
1. Critical equipment is defined by the ISM Code in para.10.3 as equipment and technical systems the
sudden operational failure of which may result to hazardous situations'. Such equipment includes stand-by
arrangements and equipment or technical systems that are not in continuous use.
2. Assessing shipboard equipment under the criteria listed above the company has identified following
equipment and systems as critical:
1. Steering gear
2. Emergency steering
3. Emergency diesel generator (starting test should be done by two group of batteries and
hydraulic if exist)
4. Emergency batteries (Automation, GMDSS)
5. Emergency compressors
6. General alarm system
7. Life Boat engines
8. Rescue Boat engine
9. Emergency lighting system
10. Life-saving appliances
11. Fire-fighting equipment
12. Fire alarm systems (smoke/heat/flash detectors)
13. Emergency Fire pump
14. Communication system
15. Oily Water Separator
16. Navigational Equipment. Internal inspection of all Bridge electrical panels (temperature inside
el panels, cooling fans condition) NOTE: El panels inside should be dust free.
17. Navigational Lights
18. Bilge Alarms in ER, cargo holds and BT compartment
19. Fuel quick closing valves
20. Reserve Steering motor
21. Crankcase oil mist detector (if applicable)
22. Secondary (back-up) ECDIS Installation (only for vessels using ECDIS as primary means of
navigation)
3. The shipboard management may identify in close consultation with the Vessel Superintendent additional
critical equipment and systems that are relevant to their vessel and carry out systematic tests to ensure
proper functional reliability.
4. Maintenance and testing jobs shall be integrated in the Planned Maintenance system in accordance with
statutory requirements (e.g. SOLAS, IMO circulars, Flag State requirements etc.) and the relevant
manufacturer's operational and maintenance instructions.
5. Tests and maintenance of critical equipment shall be delegated to duly qualified and experienced
personnel only.
6. Proper test and maintenance records must be kept.
7. Minimum Stock Level for Critical, Spare Parts, Consumables and Tools
It is the responsibility of the Chief Engineer to set the minimum level stock listing, customised for each ship,
and to agree with the designated Technical Superintendent the content of such list.
In case of any failure of critical equipment and the spare parts are missing and / or the shore service cannot be
arranged, the corrective actions have to be discussed with the responsible Technical superintendent who shall
then decide together with the Master & the Chief Engineer if the spare parts have to be sent on board using
the fastest available way or if the Master has to purchase the required parts locally.
For the PANAMAX Bulk Carrier and Multi-Purpose Vessels only, the below listings define the
recommended Minimum Stock Levels that needs to be maintained on board:
23/11/2017 Identification of Critical Equipment
Equipment Spare parts required Quantity

Steering gear LO filters 1 set
LO in stock For complete system replenishment
Emergency generator LO and FO filters 1 set
LO in stock For complete sump tank replenishment
V-belts (if applicable) 1 set
Emergency compressor Filters 1 set
Valves 1 set for each stage
Emergency fire pump Seal 1 set
Bearings for electric motor 1 set
Oily water separator Filtering element (if applicable) 1 set
Rescue boat motor Cooling pump impeller 1 set
Reserve steering motor
Emergency steering
Emergency batteries
Lifeboat engines Fuel Filter 1 piece each
Bilge system
Fixed fire-fighting system
Communication system
(GMDSS
Equipment/ERIRISS/SARTS)
Fire detection system Sensor 1 pieces each type
Fuel quick closing valves
Crankcase oil mist detector (if
applicable)
Lifeboat launching mechanism
Life rafts launching mechanism
ME Automatic slowdown
07/05/2019 Critical Equipment Functional Test
Form Purpose The Critical Equipment Functional Test must be completed by a Technical Superintendent during a
ship inspection. Functional Test should be done together with Captain or Chief Engineer and
responsible Officer/Engineer.
Reference MNC-36-310
Distribution Original to Head of Technical
Definitions G - Good Good operational condition
D - Y/Def Operational with defect. Condition demanding immediate corrective measures.
P - Poor Not operational. Condition demanding immediate corrective measures.
VESSEL
DATE(S)
PORT(S)
SHIP'S SUPT.
INSPECTOR
MASTER
CHIEF ENG.
SAFETY G D P SI No Comments
Critical Equipment
Are the following, in good condition/working order?
1. Steering gear
2. Emergency steering
3. Emergency diesel generator (starting test should be done by two
group of batteries and hydraulic if exist)
4. Emergency batteries (Automation, GMDSS)
5. Emergency compressors
7. Life Boat engines
8. Rescue Boat engine
10. Life-saving appliances
11. Fire-fighting equipment
12. Fire alarm systems (smoke/heat/flash detectors)
13. Emergency Fire pump
14. Communication system
15. Oily Water Separator
16. Navigational Equipment. Internal inspection of all Bridge electrical
panels (temperature inside el panels, cooling fans condition) NOTE:
El panels inside should be dust free.
17. Navigational Lights
18. Bilge Alarms in ER, cargo holds and BT compartment
19. Fuel quick closing valves
20. Reserve Steering motor
21. Crankcase oil mist detector (if applicable)
22. Secondary (back-up) ECDIS Installation (only for vessels using
ECDIS as primary means of navigation)
23. M.E. L.O. low pressure shut-down
24. M.E. cooling water high temperature shut-down
25. blackout test
07/05/2019 Critical Equipment Functional Test
ADDITIONAL REMARKS (IF ANY)
Master: C/Eng: Inspector: Ship’s Supt.:

20/07/2005 Propulsion Plant
1. General
1. No overhauls will be carried out without the consent of the Chief Engineer.
2. The chief engineer should liase /discuss with the master in case of overhauls of main machinery which
will impair the use of propulsion machinery, power generating machinery and other relevant machinery
which will affect the performance of the vessel so that the master can inform appropriate authorities
/port agents etc before the commencement of work.
3. Regular maintenance has to be carried out at intervals given in the maintenance plan and according to
the instructions given in the maker's manual for the relevant machinery.
4. Before commencing any kind of overhauls, the Engineer responsible for the specific work, must
acquaint himself with the necessary safety precautions and the procedures in carrying out the job. For
this reason, one set of manuals must be kept in the engine room, accessible to anyone concerned.
5. When planning for each overhaul, the chief engineer should check on board for the availability of
required spare parts and ensure that the required parts are on board before commencement of the
overhaul.
6. During any overhaul, due regard must be given to a clean and proper work, especially when dealing
with fuel injection or hydraulic system.
7. If a part has to be replaced due to maximum permissible wear or damage, an order has to be placed for a
replacement part. When the new part is delivered, the old part has to be removed, unless the Company
gave advice to retain such part for future surveys/inspections.
8. Storing and labeling of old parts like 'Used but still good' or 'May be used in case of Emergency', is not
acceptable, as this gives a false picture of available stock.
9. After completion of an overhaul, the respective engine has to undergo a test run before being put into
service.
10. After successful overhaul and test-run of the machinery, the maintenance records(AMOS) to be updated
with the description of the work carried out, spares used, the reason for the overhaul etc.
MAKER'S INSTRUCTIONS MANUALS SHOULD ALWAYS BE CONSULTED FOR ALL

MACHINERY OVERHAULS / REPAIRS.
1. Safety Measures to be taken before Overhauls
1. Before any overhaul is started on any engine, it must be ensured that:
1. The engine cannot be started or start automatically.

2. Clear notice/sign on the machinery starter panel that the machinery should not be started.
3. Pressures are released on all pipes to the engine.
4. Fuses are taken out from electric motors.
5. When works are carried out on main and auxiliary engines, the starting valve is shut off, the
indicator cocks are open, the fuel is shut off and the turning gear is engaged.
6. When a crankcase is to be opened, allow the engine to cool off for at least ten minutes.
2. In addition the Maker's Instructions manual has to be consulted, for any additional safety measures.
24/02/2015 Indicator Diagrams
Form Purpose To be completed by the Chief Engineer monthly

Distribution without AMOS Original to Technical Superintendent, Copy to Chief Engineer's files
Distribution in AMOS Fill and File in AMOS
Vessel
Chief Engineer
Main Engine Make / Type / Rating
1. General Info
Ship loaded: to Draft Fw: m Draft aft: m
0
Engine room temperature: C Air pressure: mbar
0
Seawater temperature: C Rpm engine: Rpm
Pitch Propeller: % Rpm propeller: Rpm
Grade of Fuel: cSt Destiny: kg/ltr at 15 0C

0
Injection Temp: C Injection Viscosity: cSt
Engine load: kW Engine load: %
Governor position: Exhaust gas boiler ∆p: mmWC
Fuel consumption: mt/day Firing order:
2. Particulars Cylinders
Cylinders 1 2 3 4 5 6 7 8 9 Average
Fuel rack position

Exhaust Temp.
Compression pressure
Combustion pressure
Cooling water outlet
3. Turbochargers
Exhaust Temp. Air Temperature Cooler Charge air ∆p Cooler
Revolutions Turbo (0C) (0C) pressure
Before After Before After Bar mm WC
Turbo 1
Turbo 2
....................................................... ..................................................
Date Signature
30/01/2014 Monthly Statement of Used Parts for Main Engine
Form Purpose To be completed by the Chief Engineer

Distribution in AMOS Fill and File in AMOS at the end of each month.
Vessel: Month/Year:
Quantity
Part Description Part-No. Page or drawing
Used Stock
How to use this form:

1st column : name of the renewed part, acc. spare parts book
2nd column : exact order number of the used part acc. the spare parts book
3rd column : page or drawing, where parts number has been taken from
4th column : self-explanatory
Chief Engineer: ____________________ Date:

30/01/2014 Monthly Statement of Used Parts for Auxiliary Engine

Vessel: Month/Year:
Quantity
Type of Machinery Maker Part Description Part-No.
Used Stock
How to use this form:
1st column : please state the type, i.e. Aux.eng. 1, LO-purifier, SW-pump 1
2nd column : name of maker of the particular machinery
3rd column : name of the renewed part, acc. spare parts book
4th column : exact order number of the used part acc. the spare parts book
5th column : self-explanatory
Chief Engineer: ____________________ Date:

05.06.2014 36. Ship Management - Supply and Maintenance
Engineering Report

AMOS Original to Technical Superintendent, copy to Chief Engineer's file
Distribution in AMOS Fill in AMOS, attach scanned signed document and Forward to Technical section
MV XXX
CHIEF ENGINEER: PLACE/DATE XXX XXX
MONTH OF: XXX
TOTAL MONTHLY FIGURES
NAUTICAL ENGINE TIME SLIP ENGINE TOTAL M.ENGINE AUX/ENG.s

MILES MILES HOURS % RPM REVOLUT. HOURS HOURS
SEA
RIVER
TOTAL
FUEL CONSUMPTION REPORT
H.F.O. M.G.O. DATE
CARRIED OVER FROM LAST MONTH M TONS

RECEIVED AT: M TONS
RECEIVED AT: M TONS
RECEIVED AT: M TONS
TOTAL M TONS
CONSUMPTION M TONS
ON HAND END OF MONTH M TONS
LUBE OIL CONSUMPTION REPORT
MAIN ENGINE AUXILIARY GEAR BOX HYDRAULIC THERMAL OTHER

CYLINDER SYSTEM ENGINE OIL OIL OIL LUBES
SUPPLIER
OIL-TYPE
Cof last month - LTRS
RECEIVED TOTAL - LTRS
TOTAL - LTRS
CONSUMPTION - LTRS
On hand end of month - LTRS
CHIEF ENGINEER
PAGE 2 ENGINEERING REPORT
MV XXX
MONTH OF: XXX PROPELLER PITCH: Miles/min.
PORT MAIN ENGINE OPERATION DISTANCES (sm) REVOLUTIONS

DATE RIVER SLIP
OR SEA RIVER TOTAL RIVER SEA DAY'S PER ENGINE % TOTAL ENGINE
SEA hrs hrs hrs RUN HOUR PER DAY PER MIN.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
TOTAL
DAY AVERAGE
PAGE 3 ENGINEERING REPORT
MV XXX
MONTH OF: XXX
PRESSURES (BAR) T/C TEMPERATURES (°C)

LUB.OIL COOLING R.P.M. CHARG. FRESH LUB.OIL EXHAUST GAS
DATE START.BOILER FILTER GEAR WATER FUEL CHAR (x1000) AIR COOLING COOLER L.O. FUEL SEA ENG. CYLINDER NO. AFT/TC
AIR IN OUT HT LT OIL AIR COOLER WATER GEAR OIL WATER ROOM 1 2 3 4 5 6 7 8 9
IN OUT HT LT IN OUT
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
PAGE 4
XXX XXX ENGINEERING REPORT
AUXILIARY DIESEL GENERATORS CONSUMPTIONS
EXHAUST LOAD RUNNING HOURS HFO MGO LUB.OILS
DATE GAS-TEMP. (kw) LAST 24 HOURS TOTAL mto mto MAIN ENG AUX. REMARKS
AFTER TURBO. MAIN AUX. BOILER MAIN AUX BOILER CYL SYS ENG
1 2 3 4 1 2 3 4 1 2 3 4 ENG. ENG. ENG. ENG. ltr ltr
1 0.0
2 0.0
3 0.0
4 0.0
5 0.0
6 0.0
7 0.0
8 0.0
9 0.0
10 0.0
11 0.0
12 0.0
13 0.0
14 0.0
15 0.0
16 0.0
17 0.0
18 0.0
19 0.0
20 0.0
21 0.0
22 0.0
23 0.0
24 0.0
25 0.0
26 0.0
27 0.0
28 0.0
29 0.0
30 0.0
31 0.0
TOTAL 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0 0.0 0.0 0.0
0.0 0.0 0.0
DAY AVERAGE 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0
30/01/2014 Running Hours

Vessel: Month/Year:
Running Hours Main Engine Aux.-eng. 1 Aux.-eng. 2 Aux.-eng. 3 Aux.-eng. 4
This month
Total hours
Running hours of engines since last overhaul:

Main Engine Aux.-eng. 1 Aux.-eng. 2 Aux.-eng. 3 Aux.-eng. 4
Engine itself
Turboblower
Running hours of main engine components since last overhaul:

Exhaust Intake Big End Main Fuel
Cylinder Nozzles Piston Liner
valves valves Bearing Bearing Pump
1
2
3
4
5
6
7
8
9
10
11
12
Date, when last cleaning / inspection was effected:

Main Engine Aux.-eng. 1 Aux.-eng. 2 Aux.-eng. 3 Aux.-eng. 4
Air cooler
Freshwater cooler
Oil cooler
Governor
Exhaust gas boiler: Oil fired Boiler:

Crankshaft Deflections - 6 Cylinder Engines
Form Purpose To be completed by the Chief Engineer every 3 months

Distributionwithout AMOS Original to Technical Superintendent, copy to Chief Engineer's file
Distribution in AMOS Fill and File in AMOS at the end of the 3rd month
Vessel Chief Engineer

Engine Make Engine Type
Engine Preheated (Y/N) Engine Temp ©
Ship Loaded with (mt) Under Cargo Ops (Y/N)
Draft Fwd/Aft (m) Draft Midships (m)
Previous Deflection Date Running Hours
To avoid any mistakes set the dial gauge initially at +20 at position B1 Unit mm/100
Crankpin Position 1 2 3 4 5 6
B1
Port
TDC
Stbd
B2
Horizontal Deflection (mm) 0.00 0.00 0.00 0.00 0.00 0.00
Vertical Deflection (mm) 0.00 0.00 0.00 0.00 0.00 0.00

Maximum Permissible
0.25
0.20
0.15
0.10
0.05
Horizontal Deflection
0.00
1 2 3 4 5 6 Vertical Deflection
-0.05
-0.10
-0.15
-0.20
-0.25
Date Ch Eng


dial gauge initially at +20 at
Crankpin Position 1 2 3 4 5 6 7
B1
Port
TDC
Stbd
B2
Horizontal Deflection (mm) 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Vertical Deflection (mm) 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Maximum Permissible
0.25
0.20
0.15
0.10
0.05
Horizontal Deflection (mm)
0.00
1 2 3 4 5 6 7 Vertical Deflection (mm)
-0.05
-0.10
-0.15
-0.20
-0.25
Date Ch Eng


Crankpin Position 1 2 3 4 5 6 7 8
B1
Port
TDC
Stbd
B2
Horizontal Deflection (mm) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Vertical Deflection (mm) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Maximum Permissible
0.25
0.20
0.15
0.10
0.05
0.00
Vertical Deflection
1 2 3 4 5 6 7 8
-0.05
-0.10
-0.15
-0.20
-0.25
Date Ch Eng

Distribution without AMOS Original to Technical Superintendent, copy to Chief Engineer's file

Crankpin Position 1 2 3 4 5 6 7 8 9
B1
Port
TDC
Stbd
B2
Horizontal Deflection (mm) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Vertical Deflection (mm) 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00 0.00
Maximum Permissible
0.25
0.20
0.15
0.10
0.05
0.00
Vertical Deflection
1 2 3 4 5 6 7 8 9
-0.05
-0.10
-0.15
-0.20
-0.25
Date Ch Eng
18/06/2014 36. Ship Management - Supply and Maintenance

Distribution Original to Technical Superintendent, copy to Chief Engineer's file

Crankpin Position 1 2 3 4
B1
Port
TDC
Stbd
B2
Horizontal Deflection (mm) 0.00 0.00 0.00 0.00
Vertical Deflection (mm) 0.00 0.00 0.00 0.00

Maximum Permissible
0.25
0.20
0.15
0.10
0.05
0.00
1 2 3 4 Vertical Deflection
-0.05
-0.10
-0.15
-0.20
-0.25
Date Ch Eng
18/06/2014 36. Ship Management - Supply and Maintenance

Distribution Original to Technical Superintendent, copy to Chief Engineer's file

Crankpin Position 1 2 3 4 5
B1
Port
TDC
Stbd
B2
Horizontal Deflection (mm) 0.00 0.00 0.00 0.00 0.00
Vertical Deflection (mm) 0.00 0.00 0.00 0.00 0.00

Maximum Permissible
0.25
0.20
0.15
0.10
0.05
0.00
1 2 3 4 5 Vertical Deflection
-0.05
-0.10
-0.15
-0.20
-0.25
Date Ch Eng
09/11/2018 Running Hours - Non AMOS Ships
Vessel Date
End of Month Total Hours up to date
A-MAIN ENGINE
Overhauling Running
Running Hours since last Overhauling
Item Designation Intervals hours this
(Hrs.) month Bank A Bank B Bank A Bank B
Cylinder cover no. 01 18000-20000
Exhaust valve unit no. 01 18000-20000
Safety valves 18000-20000
Starting valves 18000-20000
Indicator cocks 18000-20000
Cylinder liner no. 01 18000-20000
Piston No 01 18000-20000
Piston No 02 18000-20000
Piston No 03 18000-20000
Piston No 04 18000-20000
Piston No 05 18000-20000
Piston No 06 18000-20000
Piston,rod,st.box no. 01 18000-20000
Main Bearing No. 1 36000
Thrust Bearing 36000
Connecting rod bottom 36000
end bearing No. 1
end bearing No. 2

end bearing No. 3
end bearing No. 4
end bearing No. 5
end bearing No. 6
Connecting rod top end 36000
bearing No. 1
bearing No. 2
bearing No. 3
bearing No. 4
bearing No. 5
bearing No. 6
Guide shoe cross head pin 8000
clearance
Vessel Date
A-MAIN ENGINE
Overhauling Running
Running Hours since last Overhauling
Item Designation Intervals hours this
(Hrs.) month Bank A Bank B Bank A Bank B
Fuel Pump no. 1 18000
Fuel Pump no. 2 18000
Fuel Inj. Valves, Cyl no. 1 3000
ICU #1 renewal 36000
ICU #1 filter 18000
ICU #2 filter 18000
ICU #3 filter 18000
ICU #4 filter 18000
ICU #5 filter 18000
ICU #6 filter 18000
Sevo oil pumps renewal 42000
Clean T/C air filter no 1 240
Clean T/C air filter no.2

Clean t/c cooler air side 1 240
Clean t/c cooler air side 2
Clean t/c cooler sw side 1 As required
Clean t/c cooler sw side 2
Overhaul T/C no. 01 36000
Overhaul T/C no. 02
Inspect fuel cam surfaces 3000
Inspect exhaust manifold As required
Check governor gear & links Electronic
Overhauling start air distributor N/A
Overhauling cyl. Lubricator N/A
Ratchet drive
Check thrust bearing 8000
clearance
Check cam shaft bearing 12000
clearance.
Check big end bearing 36000
clearance.
Check cross-head bearing 8000
clearance
Check intermediate gear 8000
bearing clearance
Check main bearing 12000
clearance
Check pretension of holding 12000
down bolts
Check pretension of tie bolts 24000
Vessel Date
B-AUXILIARY ENGINE 1
Overhauling Running Hours since last Overhauling

Running hrs
Item Designation Intervals INLINE TYPE V – TYPE ENG.
this month
(Hrs.) ENG. Bank A Bank B
Measure crank shaft deflection Quarterly
Lub oil analysis Quarterly
Check automation 1000
Check valve clearance 1000
Overhauling of the fuel oil 2000
injectors
Balancing shaft inspection 8000
HT pump , drive gear and 8000
thermostatic valve cleaning
/inspection
LT pump & drive gear 8000
overhauling and thermostatic
valve cleaning /inspection
LO pump & drive gear 8000
Small & big end bearing 10000

renewal
Cylinder head overhauling 10000
Piston /piston rings 10000
Withdrawal cylinder liners 10000
FO pump overhauling 10000
Inspection one main bearing 10000
Overhauling of t/c 12000
Vibration damper (sample for 16000
analysis)
Cam shaft bearing inspection 16000
Renewal of the con rod bolts 24000
Man bearings inspection 24000
REMARKS: * Each aux. engine must have deferent sheet
Vessel Date

Running hrs
Item Designation Intervals V – TYPE ENG.
this month INLINE TYPE
(Hrs.)
ENG. Bank A Bank B
injectors
/inspection
renewal

analysis)
Vessel Date

Running hrs
Item Designation Intervals V – TYPE ENG.
this month INLINE TYPE
(Hrs.)
ENG. Bank A Bank B
injectors
/inspection
renewal
analysis)
Vessel Date
C-BOILER
OIL FIRED EXH. GAS

INTER
ITEM Hrs last Hrs since Hrs last Hrs since done
VAL
month done month
CHECK WATER PUMP DIAPHRAGM N/A

LOWER
REPLACE BURNER NOZZLE
CHECK WATER PUMP DIAPHRAGM N/A
HIGHER
OVERHAUL FEED WATER PUMP
OVERHAUL SAFETY VALVES
REPLACE IGNITION ELECTRODE
REPLACED BLOWER BEARING
INSPECT BEARING SHAFT
SOOT BLOW HEATING COIL N/A
D-COMPRESSORS
Total Hours Up to Date: Ship’s remark: add columns for one more compressor
ITEM COMP. NO.: COMP. NO.: COMP. NO.: COMP. NO.:

INTER
Hrs last Hrs since Hrs last Hrs since Hrs last Hrs since Hrs last Hrs since
VAL
month done month done month done month done
Check bed plate bolts 500

tightness
Clean sea water side of N/A
coolers
Clean oil suction strainer 1000
Check cut in/out pressures N/A
Check function of safety 500

valves
Test all safety trips 500
Check big end bearings 2000
Overhaul H.P valves 2000
Overhaul L.P valves 2000
Overhaul all moving parts 1000

Vessel Date
E-PURIFIERS
Separator Type/No. H.F.O No. , H.F.O No. , L.O No. , L.O No. , D.O No:
Ship’s remark: add columns for one more HFO and LO Purifiers
INTER Hrs last Hrs since Hrs last Hrs since Hrs last Hrs since Hrs last Hrs since Hrs last Hrs since
ITEM VAL done done done done
Month Month Month Month Month done
DISMANTLE AND CLEAN 4000
BOWL
CHECK HEIGHT
CLEAN FILTERS/STRAINERS 500

CLEAN SOLIDS DISCHARGE 4000
MECHANISM
CLEAN GEAR HOUSING, 4000
CHANGE OIL
DISMANTLE BOWL SPINDLE 8000
DISMANTLE CLUTCH 8000
COUPLING
DISMANTLE WORM WHEEL N/A
SHAFT
RENEW ALL BALL 8000
BEARINGS
CHECK VIBRATION 8000
DAMPERS
Chief Engineer:
29/10/2015
Engine Department Work Done Report - Non AMOS
ships
Vessel: Month:
Item
Component According PMS Description of Job
Number
29/10/2015
Engine Department Work Done Report - Non AMOS
ships
Item
Number
Chief Engineer:
30/10/2015
Deck Department Work Done Report - Non AMOS
ships
Vessel: Month:
Item
Number
30/10/2015
Deck Department Work Done Report - Non AMOS
ships
Item
Number
Chief Engineer:
20/07/2005 Auxiliary Systems
1. Steering Gear
1. The STEERING GEAR is an important machinery for the Safe Navigation of the vessel and requires
special attention.
2. The Chief Engineer, therefore will ensure that routine inspections are carried out during Engine watches
at sea and periodical tests are carried out as per Safety Requirements.
3. In carrying out such inspections and tests, the Maker's instructions, and recommendations must be
followed and records will be kept as required.
2. Winches and Motors
1. The Chief Officer is responsible for the greasing and painting of the windlass and winch fittings,
however, the Chief Engineer undertakes to ensure that the gears and electric motors are properly
maintained and/or overhauled as required.
1. Mooring Equipment
1. The Chief Officer is responsible to ensure the proper maintenance and efficient operation of all the
moving parts and gears of the mooring equipment.
2. Mooring ropes and wires must be stored properly and checked frequently to ensure their suitable
appearance and strength.
3. When wires and ropes are stored for the sea passage, it must be ensured that the storage area is free of
oils and other chemical materials so that accidental damage, especially to ropes, may prevented.
4. When mooring ropes and wires are permanently wrapped on winch drums, it must be ensured that they
are properly covered/ protected from sea water during sea passages.
5. The Chief Officer will make a half-yearly inventory of all mooring ropes and wires and send same to
Marlow, with a description of condition as indicated in Form 36-340-F1 (List of Mooring Ropes and
Wires).
4. Turboblowers
1. Surging
1. If surging occurs under normal engine speeds and normal sea conditions, them revolutions have to
be reduced and the reason for surging has to be investigated.
2. Possible causes may be:

- Dirty nozzle ring, therefore unusual airflow and higher revolutions.
- Dirty intake valves, therefore blockages of air discharge from turboblower.
- Incorrect fuel injection of one or more cylinders.
2. Gas outlet and gas inlet casings
1. Water leaks from the water cooled gas outlet and inlet casings to the gas side are frequently
reported from vessels.
2. When overhauling a turbo charger completely, it is recommended to perform an ultrasonic

measurement of the gas side on both casings covering all areas.
20/07/2005 Auxiliary Systems
3. Yearly checks from the cooling water space (inspection covers) by ultrasonic meter may be done
and recorded for reference. This will indicate the condition of the remaining material of the parting
walls.
4. When leakage occurs to the gas side at sea:

- Gas outlet casing: Remove the cooling water pipes and apply pressurized cooling air of 3 bar
pressure.
This will enable vessel to reach safely to next convenient port for repairs.
- Gas inlet casing: apply same procedures as above however, ONLY in extreme Emergency cases,
under careful observation of lub-oil temperatures and color.
5. Blind flanges for corresponding piping should be prepared and kept ready for use.
5. Care of Scavenge Spaces
1. On 2-stroke engines, attention must be given to the cleanliness of the scavenge spaces to avoid the
danger of scavenge fire.
2. The Spaces should be controlled and cleaned at regular intervals, at least every 2 months. At this
occasion, a control of the piston rings should also be carried out via the scavenge slots.
3. If a scavenge fire occurs, then the engine speed must be reduced so that the fire will extinguish simply
by lack of oxygen. In cases where fire extinguishing plants are installed, they should be used
additionally.
4. The Technical department must be informed at once.
Never stop the main engine when you have a scavenge fire.
6. Engine Protective Alarms
1. The reason of any alarm installed is to give notice before any damage or dangerous situation occurs,
therefore:
1. Alarms must be checked on a regular basis, according to the maker's
instructions.
2. Entries must be made in the log book after testing such alarms.
2. Drawn alarm cards are not accepted by Marlow Technical Management.

30/01/2014 List of Mooring Ropes/Wires and Cargo Wires
Form Purpose To be completed by Chief Officer Twice a year (March and September).
Distribution
Original to ship's records copy to the office
without AMOS
Distribution in
Fill and File in AMOS twice a year
AMOS
Vessel
Date / Port
Date of supply Size (inches) Condition (in %) Length (m) Remarks

Mooring Station
Forward:

Mooring Station
Aft:

Spare:
Name of wire Date of supply Size (inch) Condition (in %) Length (m) Remarks
Crane/Derrick
Nr.1:
Crane/Derrick
Nr.2:
Crane/Derrick
Nr.3:
Crane/Derrick
Nr.4:
30/01/2014 List of Mooring Ropes/Wires and Cargo Wires
Spare:
Date: Signature:
08/01/2007 Hull & Decks
1. Maintenance of Deck Department
1. It is the Company policy to have all the vessel's equipment, machinery and steel works, properly
maintained and ready to perform at all times.
2. The Company places top priority on the maintenance and efficient operational readiness of the Safety
Equipment, both on Deck and in the Engine Spaces.
3. The Chief Officer is accountable to the Master for the maintenance of the deck fittings, equipment and
Cargo Gear and the Safety Equipment.
4. The Chief Engineer, as the Technical manager of the vessel will be responsible for the maintenance of
the Deck machinery and the Chief Officer will follow his instructions to carry out such maintenance.
5. The Electrician, or an Engineering Officer appointed by the Chief Engineer, will adhere to the
maintenance of the Deck Electrical equipment and motors and will give instructions to the Chief Officer
for the proper and safe use and protection of such equipment.
6. SPECIAL ATTENTION SHOULD BE GIVEN TO EXPLOSION-PROOF APPARATUSES, TOOLS

AND EQUIPMENT (NORMALLY USED ON TANKERS AND OBOs).
7. As far as possible, all Deck Maintenance under par.2 below will be planned and agreed in advance with
the responsible technical superintendent.
2. Steelwork Treatment and Painting
1. Deck maintenance is the responsibility of the Chief Officer, with technical assistance, if required, from
the Chief Engineer.
2. Every month, or alternately when required, the Chief Officer will hand a list of steel works to be carried
out by the Engine Department. The Chief Engineer will decide if such steel works will be carried out by
the ship's staff, or request shore assistance through the Office.
3. All steel surfaces of the vessel must be well treated and painted with the appropriate paint, scheduled for
the vessel. New steel works or repaired metals should be immediately de-scaled and covered with
primer.
4. Surface preparation should be made on all areas before painting and ensure that areas are:
- Well de-scaled and free of rust and dust.
- Free of oil and/or salt.
- Dry and humidity in atmosphere is below 80 %.
5. When painting, especially by spray gun, special care must be taken to cover all moving parts, grease
nipples, instruments such as thermometers, gauges, automation controls, valve spindles, control handles
etc.
6. It goes without saying that all appropriate safety precautions should be taken when de-scaling, chipping,
welding and painting, especially in closed areas, where adequate ventilation should be applied.
3. Paint Plan
1. The appearance of the vessel reflects the personality of the ship's personnel, especially the Master and
the senior officers.
2. The Chief Officer is responsible to the Master to keep a spotless paint maintenance. To achieve this
purpose, the Chief Officer will prepare a paint plan in the Deck Planned Maintenance and follow it
closely.
08/01/2007 Hull & Decks
4. Effect of Hull Fouling
1. Depending on the trading area, anchoring periods and the anti-fouling condition of the hull, the growth
will develop and eventually reduce the speed of the ship.
2. Masters and Chief Engineers are required to follow closely the speed and fuel consumption and report
monthly to the Technical Superintendent (Form ST 421, Engineering Report).
3. Before sending the monthly engineering report to the office, the Chief Engineer should compare the
consumptions of the month with those of the previous month in order to identify if any parameters have
changed not within normal limits.
5. Protection of the Environment
1. The regulations for the protection of the environment have to be followed when carrying out
maintenance and repairs works.
2. Any waste & garbage generated are to be stored onboard the vessel in container(s) until they can be
disposed off onshore.
20/07/2005 Tanks and Spaces
1. Cargo Hold Cleaning/Maintenance
1. The Chief Officer is responsible to the Master for the cleanliness, the maintenance and the integrity of
the cargo holds and covers.
2. Upon completion of discharge, the holds, tanks, bilges and bilge wells must be immediately cleaned and
prepared for the next cargo.
3. When the next cargo is not known, the Chief Officer will ensure that cleaning and preparation will be of
the highest standards to be able to pass the most rigid and strict inspections/surveys.
4. Planned and progressive maintenance should be carried out whenever possible, in order to minimise the
possibility of rust accumulation in holds.
5. The operation of the bilge pumping systems (especially when educators are fitted) must be properly
understood by all personnel involved and the Master will ensure that instructions in standing orders are
available, in order to prevent possibility of accident/pollution.
2. Hatch Covers / Hold Accesses
1. Hatch covers and hold accesses are one of the most important parts of the vessel that safeguard the
integrity of the holds and the vessel's seaworthiness in general.
2. The Chief Officer must ensure that closing appliances are greased, acting cleats workable and effective
and compression bars and rubber gaskets are in good condition.
3. Whenever watertightness is doubtful, but anyway at least once every three months, a hose testing must
be carried out to confirm such watertightness. Such tests will be recorded in the Deck Logbook.
19/09/2018 Accommodation
Objective description of the procedures to be followed for the maintenance of accommodation spaces
Scope whole company
References ISM Code para. 10, MARPOL 73/78 Annex V, ILO MLC A3.1; MSD-32-710
1. The Chief Officer is responsible for the proper upkeep and maintenance of the accommodation spaces,
however, the Master should carry out routine, at least once per week, inspections to verify that living quarters
and public spaces are clean, hygienic and comply with the prescribed standards. Such inspections will be
recorded in the ship's Official Logbook and on weekly inspection report.
2. The Catering crew and the Deck crew under the supervision of the Chief Officer will ensure that:
a. The kitchen, dining room and other public spaces are always kept clean
b. The domestic refrigerators are always kept clean, odorless and the food stores are properly placed
c. The entrance to the kitchen is prohibited to all crewmembers and visitors except for the catering
personnel, the Master and the Chief Officer. At night the galley is to remain closed
d. Having meals in the kitchen is prohibited
e. Stocks onboard (food-staffs, linen, cutlery and crockery) are kept in adequate quantities and proper
inventories are kept
f. Clean linen and towels are distributed to the crew regularly and laundry is effected accordingly. (If
laundry facilities are available onboard, then laundry is to be done by the Deck or Catering crew).
g. Toilet paper and soap are provided to personnel as required and adequate stocks are available
onboard.
h. The accommodation spaces and the surrounding decks are always kept clean. Such a practice leads
to a good living environment and is greatly appreciated by visitors.
i. Garbage is disposed of as per MARPOL 73/78 Annex V and as per instructions in section
3.1.12.(c).
3. The Chief Officer will report to the Chief Engineer any damages or deficiencies to the sanitary and plumbing
system, which must be repaired accordingly.
A CLEAN SHIP DEMONSTRATES A TIDY ORGANISATION

AND A SAFETY-CONSCIOUS PERSONNEL
20/07/2005 Cleanliness of Engine Room Spaces
1. Marlow expects the machinery spaces to be maintained in a clean and orderly manner, at all times.
2. A clean engine room with no oil and oily rags lying around, not only creates a good impression
(important, when surveys have to be carried out), but also reduces the risk of fire, as already explained
in chapter 34-068.
3. Tank Tops and Bilges should be checked weekly for leakages and rubbish and an entry made in the
engine log book.
20/07/2005 Planned Maintenance - Review of Ship Reports
1. Reports coming from a ship will be checked by the relevant Superintendent who will ensure that the
vessel maintains her condition and readiness to perform all required operations.
2. The reporting system from ships and the frequency is described in Chapter 31-000 of this manual. The
Superintendent will take all the necessary actions to ensure that abnormalities reported are immediately
rectified.
3. Reports in connection to the vessel's safety and environmental protection will be reviewed by the DPA,
who has been designated by the Management to ensure that Safety and Environmental Protection
standards are maintained.
4. All reports, after being initialized and circulated accordingly, will be filed by the Superintendent's
Technical Secretary.
28/05/2019 Deficiencies and Defects
Objective description of procedure to be followed when a defect is identified on board

Scope Vessels
References ISM Code Ch. 10, MNC-31-790F1
Records MNC-36-395F1
1. A defect is any critical mechanical malfunction or critical equipment failure that cannot be rectified by
resources on board.
2. Routine repairs of equipment on-board by the ship's crew are not defined as Defects. Equipment(s) can have a
defect even in an operational condition.
3. When a mechanical malfunction or equipment failure is discovered on-board, a “Defect Note”, must be
completed by the relevant head of department, submitted to the Master, who shall then make sure that the
note is dispatched to the designated Technical Superintendent of the vessel via the ship’s monthly returns,
and/ or in case the defect is related to a critical equipment, immediately via the e-mail and phone. Note: A
malfunction and or failure is not necessary a damage.
4. Defects should be reported using form MNC-36-395F1, “Defect Note”.
5. For every defect reported by the ship, there should be (a) analysis of the cause(s) of the defect, (b) operations
affected, (c) actions taken to fix the problem, and (d) corrective preventive actions in order to avoid re-
occurrence.
6. Major Defects which affect the SAFETY of the ship or the efficiency or completeness of its life-saving
appliances or other CRITICAL equipment’s should be reported, beside from the Flag State of the vessel,
Classification Society as well to the relevant Local Port State Control Authority.
7. In addition, on the form a list of requisition with AMOS numbers should be registered and attached.
8. Depending on the magnitude of the defect, a separate detailed report must be attached to the form MNC-36-
395F1, explaining the nature and the extent of the damage. If feasible, a simple drawing will be attached to
illustrate such damage.
9. In case no “Defects” are identified during the month, the Master of the ship must complete the “Defect Note”,
indicating clearly that “Nil Defects” have been discovered”, and forward the form to the office via ships
monthly mail.
31/01/2019 Defect Note
Form Purpose To be completed by the vessel for each defect of ships equipment according to 36-395.
Critical and safety equipment always urgent. Rest as per Master/CENG discretion.
Distribution with
Fill and file in AMOS EMS, forward a copy (via email) to the office
AMOS EMS
Fill and file onboard, forward a copy (via email) to the office
AMOS EMS
Vessel: Date:
Urgent: Normal
Report No.
Affected Equipment:
Operation Affected:
Type:
Serial Number:
Year of manufacture:
Defect:
Initial actions taken by ships crew:
Cause of Defect/Analysis:
31/01/2019 Defect Note
Additional Actions by office:
Material used (involved AMOS number/s): Qty. Amos No. Drawing No.
Attached documents: 1.
(pictures, drawing, etc.) 2.
3.
4.
5.
6.
7.
8.
9.
10.
Flag State Informed Yes No
Class Society Informed Yes No
Shore Assistant Required: (If yes please describe)
Defect Rectified/Closed: Yes No
Tech. Superintendent: Master:

20/07/2005 Repairs - Immediate Response and follow-up
1. General
1. Repairs may be classified as:
1. Planned repairs by crew.

2. Emergency repairs by crew/shore labour.
3. Voyage repairs by shore labour.
4. Repairs of Stevedore damages.
5. Docking repairs.
2. Planned repairs by crew
1. These are repairs carried out by ship's personnel either at sea or in port during normal ship operation, as
per planned schedule agreed by the Superintendent and the shipboard management or the planned
maintenance system.
2. Such repairs will be carried out at such times and places where the ship's operation is not interrupted
and reported to the Superintendent as per this manual’s procedures and or planned maintenance system
updated.
3. Emergency repairs by crew/shore labour
1. Such repairs are carried out by crew and/or shore labour, either at sea or in port, when damage occurs
and its nature causes delay and/or operational deficiency to the vessel.
2. The Superintendent after discussion with STS will decide if such repair is to be effected and arrange for
shore labour if and when required (including riding gang, if necessary).
3. The relevant parties will be informed by the Superintendent and necessary arrangements will be made to
effect permanent repairs as soon as possible.
4. Voyage repairs by shore labour
1. These are repairs done usually in ports where the ship's personnel require shore assistance due to work
load or specialised shore personnel must be involved.
2. The Superintendent after discussion with STS will arrange for such shore labour and keep all parties
informed accordingly, as per purchasing procedures and as described previously in this section of the
manual.
20/07/2005 Repairs - Stevedores Damages
1. When the Master advises the Office of any stevedore damages to the vessel's structure and/or equipment
that effects the vessel's class , safe operation and requires immediate repair, the Superintendent after
contacting the charterers / operator's of the vessel through the correct channels, will arrange repair to be
carried out.
2. A stevedore damage report duly signed by the stevedores and agent will be send to the responsible
parties and appropriate invoices from the repair company, class etc to be dispatched for refund of
expenses.
3. There are cases, where, stevedore companies or charterers have their own repair gangs undertaking
repairs for damages caused to the vessel.
4. In such cases, the Superintendent will instruct the shipboard management to supervise the repairs and
report to the office of the successful completion of the repair and the class attendance will be arranged
by the superintendent.
5. For every stevedore damage the Master, will fill in a separate damage report and process it as per
instructions in the shipboard management manual. If the damages are not serious, the repairs can be
carried out by ship-staff or deferred to a later date.
6. For each of such damage, an invoice with the cost of working hours and cost of materials for the repair
carried out by the crew or if the repair is not carried out, an estimated amount to be invoiced to the
charterers.
20/07/2005 Repairs - Service on board
1. Servicing
1. Equipment servicing contractors are normally employed by the Technical department in the repair
and/or maintenance of specialist equipment, such as safety and navigational equipment, radars, etc.
Alternately they may be employed to assist ship's staff to carry out repairs or routine maintenance,
where the workload for the ship's staff is considered to be excessive.
2. The selection of an equipment servicing contractor will be carried out in accordance with the
Company's purchasing procedure and contract control exercised as required by Marlow's Management
System.
3. The Superintendent will monitor the performance of the servicing contractor or where appropriate,
delegate such responsibility to the Chief engineer.
4. Monitoring the performance of service contractors will include:

1. Service personnel are qualified for the intended repairs/service.
2. Basic safety procedures required onboard are observed.
3. Behavior onboard is correct.
4. Efficient time wise and work wise.
5. Cleanness and order.
6. Materials / spares are of approved type /made.
7. Service / repairs are concluded satisfactory.
5. The attendance of the servicing contractor/ agent will be arranged in consultation with the Master /
Chief Engineer. Where the services of the port agent are required, the Superintendent will inform the
Ship Operator accordingly.
6. Information on the services offered by Equipment servicing Agents is held in the Technical department.
Addresses are held of various agents at various countries, with the services they offer. The files of such
information are constantly updated by the Purchasing section.
20/07/2005 Repairs - Landing Parts Ashore
1. When the v essel l ands e quipment for r epair or s torage or e xchange or r eturn, it s hould be pr operly
packed and marked and document 36-540-F1 must be filled in and dispatched to the Office.
2. This document will describe:

1. Particulars of the equipment packed / weight.
2. Handling labels (fragile, breakable, handle with care, this side up etc)
3. Name of workshop / warehouse to be forwarded.
4. Markings and forwarding address.
5. Port landed.
6. Agents / forwarders with whom it was landed.
7. Work required to be done.
8. Drawings / Instruction enclosed/not enclosed in packing
9. Date of re-delivery to ship.
10. Port of re-delivery.
11. Master's / Chief Engineer's signature, ship's stamp.
12. Agent's / forwarder's signature for custody.
3. A copy of this form is to be packed with the equipment and a copy given to the agent /forwarder.
4. The shore personnel will follow up the landed package and arrange for re-delivery as required.
31/01/2014 Equipment Landing Report
Distribution in AMOS Fill in AMOS, attach scanned signed document and Forward to Technical section
Vessel:
Date: Port:
Delivered to:
For Transhipment to:
Pos. Quantity Description of Parts Remark Proforma

No. (including dimension and weight) (e.g. req.# / GC#) Value (USD)
Total Value
(USD)
Remarks:
Pos. No. Return Port Date Remarks on condition or reason why not returned
(Name / Rank / Signature Ship) (Name / Signature Forwarding Agent)

11/05/2015 Ship Inspections
1. Each vessel under technical management will be inspected by the relevant Superintendent on a regular basis
using the Ship Inspection Report 36-600F1 as tool and record.
2. The inspection will be normally carried out at intervals as required by the management agreement, but it is
company policy is to carry out a routine inspection on a ship at least twice a year.
3. On completion of the inspection, the Superintendent will prepare the Ship Inspection Report. The inspection
shall establish the condition of the vessel, the ship's certificate status, the deficiency status, the Safety and
Environmental Protection compliance, the management system effectiveness and the competence of the
officers and crew, especially the senior staff.
4. The Superintendent will discuss the findings of this Inspection with the Master and the Chief Engineer and
advise them of action required of them to correct any defects. Where corrective actions involve safety
equipment or Class items, these shall be confirmed in writing to the Master and the Chief Engineer by the
Superintendent, after agreeing a course of action with the Fleet Manager.
5. Routine reports will contain representative photographs. Where it is within safety regulations to do so, the
following areas are to be photographed:
a. ship sides forward, midships and aft
b. forecastle deck
c. main deck
d. poop deck
e. hatch covers
f. cranes / derricks, i.e. cargo gear, ro-ro ramps etc.
g. holds and tanks
h. cargo decks
i. ballast tanks (when accessible)
j. accommodation block (internal and external)
k. engine room
l. pump room
6. The original inspection report will be submitted to the FM for approval before distribution. No reports
will be distributed without the approval of the Joint Managing Director.
7. The reports are distributed as follows:

a. The original is sent to the Management to submit it to the owners if required, otherwise it is
returned to the Technical Department for taking action and filing.
b. One copy is sent to the vessel.
c. The DPA will review each inspection report and give recommendations on matters concerning
safety and environmental protection if required.
d. Relevant extracts concerning crew aspects will be copied to the relevant Crew Superintendent with
the vessel's Superintendent’s suggestions and recommendations.
8. The Master is responsible for ensuring and reporting the closure of deficiencies and Superintendent's
Instructions within the agreed timeframe. The closure will be verified during the next ship inspection or
audit.
10/02/2020 Ship Inspection Report
Form Purpose The Ship Inspection Report must be completed by a Technical Superintendent during a ship inspection and shall
represent the current condition of the vessel and her crew.
The report's 3 summary pages are followed by 5 detailed report sections: A - Administration, B - Safety / Security
/ Pollution Prevention, C - Crew Matters, D - Deck Systems/Structure/Coating, E - Engine Systems.
The ship's command will commence to execute the Superintendent's Instructions (SI's) upon receipt of the report
and keep the vessel's superintendent closely advised on the progress made. The superintendent will verify all
results during the next inspection.
Distribution Original to Head of technical after review by DPA and Management.
Copies to Customer, Masters and Chief Engineer. Excerpts to Crew Superintendent as applicable.
Definitions E - Excellent A condition of original strength and/or efficiency
G - Good a condition of wear and tear where the original strength and/or efficiency are not essentially
effected
F - Fair a condition of wear and tear where strength and/or efficiency have been reduced but where
there is no need yet for immediate corrective measures (unless indicated otherwise)
P - Poor a condition demanding immediate corrective measures
D – Y/def Operational with defect
VESSEL
REPORT NO.
DATE(S)
PORT(S)
SHIP'S SUPT.
INSPECTOR
MASTER
CHIEF ENG.
CHIEF OFF.
SUMMARY OF OUTSTANDING VERIFICATIONS
Type and Ref. No. or Date of Inspection or Audit Date Ref. Nos. of Open Def's /NC's /Rec's
INSPECTION CHECK LIST
Inspection Activity Check Comments

Maintenance database and paper records as well as previous
inspection, audit and PSC reports reviewed before departure
Verification of corr./ prev. action of previous inspection(s)
Verification of corr./ prev. action of previous audit(s)
Status of Certificates and Surveys Prepared for Review
Representative set of photographs taken
Management system self-audit completed
Crew member performance assessed
Shipboard electronic and paper records reviewed
Deficiency Summary List prepared for ship's command and
possible corrective / preventive actions discussed
Vessel Date
GENERAL REMARKS AND RECOMMENDATIONS TO THE SHIP'S COMMAND

(see also Summary List of Superintendent's Instructions)
Vessel Date
Summary List of Superintendent's Instructions (SIs)
SI No AMOS WO No. Description Due Date Completed

Master: C/Eng: C/Off: Techn. Supt.:

A1 ADMINISTRATION - REVIEW OF CERTIFICATE AND SURVEY STATUS

(MASTER'S FILES, FORM 31-210-F1, CLASS DATABASE PRINTOUT)
REMARKS / DEFICIENCIES:
A2 OPEN DEFICIENCIES / RECOMMENDATIONS BY FLAG OR PORT STATE CONTROL
A3 STATUS OF REQUISITIONS / QUALITY AND TIMELINESS OF SUPPLIES
A4 CREW MEETING COMMENTS (health, safety, security, environmental, crewing, welfare issues)
B SAFETY, SECURITY, POLLUTION PREVENTION E G F P SI No Comments

0. General Safety Systems and Instructions
Are the following correct, in good condition/working order?
1. Updated LSA/FFE manuals, fire safety booklet (mess
rooms)
2. Safety posters and videos
3. Muster lists (bridge, accommodation, ECR), cabin cards
4. Fire/safety plans and signs
5. Safety inventory / training / maintenance / committee
records

7. Emergency diesel generator
9. Watertight / self-closing doors
1. Work Safety and Medical Care
10. General safety awareness / Compliance with D&A Policy
11. Check if unannounced D&A test shall be carried out by
appointed shore company at least once every 12 months on a
random basis, and Alcohol tests at least once every 6 months
by the Master
12. Shoes, clothes, helmets, harnesses, hi-vi vests, goggles
13. Hospital, pharmacy outfit - medical records and training
14. Controlled Drugs (correct list, safe storage in safe)
15. First aid kits and eye wash sets
16. Hazardous substances instructions (cargo and chemicals)
17. Work Permits (hot work, enclosed spaces)
18. Gas and oxygen analyzers
19. Work /rest hour compliance (watch plan, records, log books)
2. Security Systems
20. SSA, SSP, security records
21. Access control (gangway, securing of access points)
22. Integrity of Restricted Areas (marking, locking)
23. Security equipment inventory & maintenance (see SSP)
3. Oil Pollution Prevention Systems
24. MARPOL SOPEP/SMPEP (approval, annexes up-to-date)
25. MARPOL SOPEP/SMPEP training records
26. Panama Canal SOPEP / US VRP
(approvals/updates/records)
27. Oil Record Book (check ag. Intertanko guidance - 3 years)
28. Oil Discharge Monitoring Equipment (ODME)
29. Bunkering procedures, posters, warning notices, check lists
30. Dedicated oil spill response equipment (see SOPEP/VRP)
31. Standard Discharge Connection (MARPOL I/19)
32. Bunker station pressure test / notice (US requirement)
4. Air Pollution Prevention
33. Compliance with engine maintenance procedures (NOx)
34. Bunker Delivery Notes acc. Annex VI (SOx) (3 yrs storage)
35. Fuel oil sampling equipment & procedures (SOx)
36. MARPOL sealed/signed samples for each BDN (min 1 year)
37. Fuel oil change / separation / calculation procedures (SOx)
5. Ballast Water Pollution Prevention
38. Ballast Water Management Plan

39. Ballast Water Notifications and Records
6. Fire-Fighting Equipment (FFE)
40. Fire detection systems
41. Fire flaps and dampers
42. Fire pumps / fire main (incl. valves, boxes, hoses, nozzles)
43. Emergency fire pump
44. Sprinkler systems
45. CO2 room and CO2 system(s) (incl. alarms)
46. Portable fire extinguishers
47. Breathing apparatuses, fireman's outfits, EEBD's
48. International Shore Connection (incl. packings and bolts)
7. Life-Saving Appliances (LSA)
Are the following correct, in good condition/ working order?
49. Life and rescue boat(s) (incl. launching appliances / outfit)
50. Life rafts and launching appliances
51. Life buoys (incl. lights and ropes)
52. Life jackets (incl. accessories)
53. Immersion suits
54. Distress signals
8. Sewage and Garbage Pollution Prevention
55. Sewage Treatment Plant
56. Garbage Management Plan (copies galley and alleyways)
57. Garbage disposal records (record book, receipts)
58. Garbage collection points
59. Incinerator (to comply with air pollution regulations)
REMARKS:
C PERSONNEL NOTES (COPY TO CREW MANAGERS)

Vessel:
Inspection Date(s):
Superintendent:
D1 NAVIGATIONAL SYSTEMS E G F P SI No Comments

1. Deck Log Book and Bell Book (required entries, corrections)
2. Night Order Book
3. Voyage plans (berth to berth)
4. Pre-arrival / pre-departure check lists
5. Emergency steering training records
6. Wheelhouse poster, pilot card
7. Sun shades / Binoculars
8. Radars and ARPA
9. Gyro compass and repeaters (wings, navigational systems
etc.)
10. Auto Pilot
11. Magnetic Compass (calibration records)
12. Echo sounder
13. GPS or other satellite navigation sets
14. Patent log / speed log
15. Barometer and barograph
16. Sextant
17. Chronometer (incl. chronometer log book)
18. ALDIS lamp (incl. spare bulbs)
19. Navigational lights and shapes
20. Flags
21. Air horn, whistle, gong, bell
22. Charts and publications (NtM's, correction records)
23. ECDIS and ENC's (update control, familiarization records)
24. Engine and course recorders
25. Automatic Identification System (AIS)
26. Voyage Data Recorder (VDR)
27.
28.
29.
REMARKS:
D2 RADIO AND COMMUNICATION SYSTEMS E G F P SI No Comments

1. Mandatory ITU and radio publications
2. Accounting Authority instructions
3. Emergency response contacts and notification forms
4. GMDSS Log Book
5. Radio station maintenance and accounting records
6. Antennae
7. HF/MF equipment incl. NBDP telex, DSC
8. VHF - fixed bridge units incl. DSC
9. VHF - 3 GMDSS portables (for safety only)
10. VHF - portables for work/security (min. req's as per SSP)
11. Inmarsat-C stations (GMDSS requirement / EGC receivers)
12. Inmarsat System (as applicable)
13. Ship Security Alert System (SSAS)
14. Weather facsimile
15. Navtex receiver
16. Public address (PA) system and telephones
17. Batteries and chargers
18. EPIRB
19. Radar transponders (SART's)
20. Amos Mail and Database server
21. Auto Alarm
22.
23.
24.
REMARKS:
D3 HULL, DECKS, DECK FITTINGS & MACHINERY E G F P SI No Comments

0. Hull Condition
1. Hull - Bow Area ( Structure)
Hull – Bow Area (incl. name/draft marks) (Coating Cond)
2. Hull - Stern Area (Structure)
Hull –Stern Area (name/port/IMO no/drafts) (Coat. Cond)
3. Hull - Topside, port side (Structure)
Hull – Topside, port side (Coating Condition)
4. Hull - Topside, starboard side (Structure)
Hull - Topside, starboard side (Coating Condition)
5. Hull - Boot topping, port side (Structure)
Hull - Boot topping, port side (Coating Condition)
6. Hull - Boot topping, starboard side (Structure)
Hull - Boot topping, starboard side (Coating Condition)
7. Hull - Bulwark and hand rails (Structure)
Hull - Bulwark and hand rails (Coating Condition)
8. Plimsoll marks, port and starboard side
1. Superstructure - Decks Outside and Machinery
9. Superstructure General (Structure)
Superstructure General (Coating Condition)
10. Compass Deck incl. Mast (Structure)
Compass Deck incl. Mast (Coating Condition)
11. Bridge and Accommod. Decks, Poop Deck (Structure)
Bridge and Accommod. Decks, Poop Deck (Coat. Cond)
12. Watertight / weathertight doors of superstructure (Struct.)
Watertight / weathertight doors of superstructure (Coat.
Cond.)
13. Deck Stores Aft (Structure)
Deck Stores Aft (Coating Condition)
14. Mooring winches aft
Are the following in good condition, working order?
15. Fairleads, capstans
16. Fresh water tanks / shore connection
17. Provision crane
2. Main Deck and Machinery
18. Main Deck (Structure)
Main Deck (Coating Condition)
19. Deck Houses (Structure)
Deck Houses (Coating Condition)
20. Ventilators (cargo holds)
21. Air pipes / sounding pipes (incl. drip trays / screens)
22. Pipes and protectors
23. Manhole doors / openings
24. Accommodation ladders (platforms, wires, winches)

25. Pilot ladders and portable gangways
26. Auxiliary hoist winch
3. Cargo Handling Systems
27. Cargo calculation software
28. Compliance with IMDG Code procedures
29. Compliance with Cargo Securing Manual
30. Cargo cranes/derricks (incl. hydraulic/el. systems, hooks,
wires)
31. Spreaders
32. Lashing material
33. Reefer support and monitoring systems
4. Forecastle - Decks and Machinery
34. Forecastle Deck incl. forward mast (Structure)
Forecastle Deck incl. forward mast (Cosmetic)
35. Forecastle Bosun Store (Structure)
Forecastle Bosun Store (Coating Condition)
Forecastle Rope Store (Structure)
Forecastle Rope Store (Coating Condition)
Forecastle Paint Locker (Structure)
Forecastle Paint Locker (Coating Condition)
36. Mooring winches fwd. (incl. hydraulic / winch controls)
37. Fairleads, capstans
38. Mooring ropes including spare ropes
39. Watertight doors and hatches
40. Forecastle Stores (Bosun / Rope Store(s), Paint Locker)
5. Hatch covers
(incl. packings, coamings, cleats, hydraulics)
41. H.C Platings (Structure)
H.C Platings (Coating Condition)
42. H. Coamings (Structure)
H. Coamings (Coating Condition)
43. H. C Hydraulics
44. H.C Packing/Cleats
6. Holds and Tween Decks (incl. frames, stiffeners,
ceilings, bulkheads, pipe protectors, tanktops, cell guides,
ladders, exits, lighting etc.)
45. Transverse Bulkheads (Plate & Stiffeners) (Structure)
Transverse Bulkheads (Plate & Stiffeners) (Coat. Cond.)
46. Side Longitudinal Bulkhead /Plating (Structure)
Side Longitudinal Bulkhead /Plating (Coating Condition)
47. Tank Top /Plating (Structure)
Tank Top /Plating (Coating Condition)

48. Shell Frames (Structure)
Shell Frames (Coating Condition)
49. Cell Guides (Structure)
Cell Guides (Coating Condition)
50. Cargo Hold Pipes & pipe protectors
Cargo Hold ladders /exits /lighting etc
7. Ballast System
51. Ballast pumps, pipes and valves
52. Ballast / heeling control system
53. Forepeak Tank (Structure)
Forepeak Tank (Coating Condition)
54. Ballast Tank No.___ (Structure)
Ballast Tank No.___(Coating Condition)
55. Ballast Tank No.___(Structure)
Ballast Tank No.___ (Coating Condition)
59. Aft Peak (Structure)
Aft Peak (Coating Condition)
REMARKS:
D4 ACCOMMODATION E G F P SI No Comments
0. Office Spaces
1. Bridge / chart room / radio room
2. Cargo office
3. Engine office
4. Office equipment (computers & accessories, copiers etc.)
1. Cabins (incl. bathrooms, electric, escape gear etc.)
5. 4th deck cabins
6. 3rd deck cabins
7. 2nd deck cabins
8. 1st deck cabins
9. Poop deck cabins
10. Upper deck cabins
2. Public Spaces
11. Passages, alleyways, staircases
12. Public toilets and bath rooms
13. Officer's mess room
14. Crew mess room
15. Entertainment equipment
16. Laundry and dry rooms
3. Supply Rooms and Systems
17. Ceiling pipes and ventilation trunks
18. Lighting and electric outlets in the accommodation
19. Air condition plant / units
20. Galley/Pantry (including ranges and exhaust filters/screens)
21. Provision store rooms (meat / vegetables / dry)
22. Refrigerating plant
23. Other Store rooms
24. Fresh water plant
REMARKS:
E1 ENGINE SYSTEMS E G F P SI No Comments

0. Engine Room Safety and Security
1. Engine room safety awareness (working clothes)
2. Engine room muster list
3. Emergency escapes (safety/security issues), EEBD's
4. M.E. low L.O. shut-down simulation
5. M.E. high cooling water temperature shut-down simulation
1. Engine Room Administration
6. Engine Log Book
7. Unmanned Machinery Space Check List (MNC-34-040F1)
8. Pre-arrival / pre-departure check lists
9. Engine records / filing system
10. Amos database running hours records
11. Amos database maintenance records
12. Amos database inventory and purchasing records
13. Running hours records (only vessels without database)
14. Maintenance records (only vessels without database)
15. Inventory/purchasing records (only vessels w/out database)
2. General Engine Room Condition
16. Engine control room (incl. air condition)
17. General engine room cleanliness
18. Engine stores (incl. safe storage of rags, chemicals etc.)
19. Engine inventories (spare parts and stores)
20. Work shops
21. Ventilation
22. Piping (incl. exhaust gas pipes) / Pipe Colour Identification
23. Bilges and drip trays - cleanliness
24. Bilge alarms and bilge system
3. Propulsion Systems
25. Main Engine
26. Propeller shaft and bearings
27. Stern tube sealing
28. Propeller
29. Steering gear
30. Bow thruster
31. Stern thruster
4. Auxiliary Systems
32. Boilers and exhaust gas economizers
33. Generator engines
34. Shaft generator
35. Pumps:
36. Fuel, lube oil and sludge tanks
37. Tank gaugings
38. Purifiers (lube oil)

39. Purifiers (fuel oil)
40. Coolers
41. Heaters
42. Condensers
43. Air compressors
44. Hydraulic Systems
5. Electrical Installations
45. Main switchboard
46. Emergency switchboard
47. Starter panels
48. Engine control console
49. Motors
50. Wiring
51. Alarms and Automation
52. Megger test
REMARKS:
E2 FUEL & LUBRICATION OIL

Fuel Oil - Average Daily Consumption
Fuel Oil - Viscosity Supplied
Lube Oil - M/E Cylinder Oil Average Daily Consumption
Lube Oil - M/E System Oil Average Daily Consumption
Lube Oil - A/E Average Consumption
E3 STATUS OF CONTINUOUS SURVEY OF MACHINERY

SURVEYS DUE NEXT 3 MONTHS / REMARKS:
E4 DAMAGES (HEAVY WEATHER / CONTACT / STEVEDORES)
E5 REPAIRS (DOCKING / SURVEY / DRY DOCK LIST)
E6 BILDGE & SLUDGE SYSTEMS YES NO

A. Check Engine Room Flange & Valve Seal Register (MNC-34-260F1).
B. Verify Seal Numbers and dates when seals are broken/fitted, attach sample pictures.
C. Check condition of piping, flanges, valves and seals.
D. Remarks:
E7 DEFICIENCIES & DEFECTS YES NO

A. Check Defect Note Register & Defect Notes (MNC-36-395F1)
B. Remarks:
E8 LOOSE GEARS INSPECTION YES NO

A. Check Regular Inspection & Maintenance of Loose Gear (MNC-36-350F1).
B. Remarks:
ADDITIONAL REMARKS (IF ANY)
Master: C/Eng: C/Off: Techn. Supt.:
DPA: Fleet Manager: Joint Managing Director:

08/08/2019
Ship Radio Stations - Operational Procedures / Radio
Officer
1. General Requirements
1. All company vessels participate in the Global Maritime Distress and Safety System (GMDSS) and must
comply with the applicable ITU Radio Regulations and relevant Flag State and Accounting Authority
instructions.
2. The Master, Chief Mate and all Navigational Watch Officers must hold valid GMDSS General Operator
Certificates duly approved by the Flag State in order to be able to respond to safety, urgency and
distress calls during their respective watch hours.
3. Radio equipment must only be operated by duly trained and certificated personnel in accordance with
the Master's instructions.
4. All General Operators are bound by the radio confidentiality requirements.
2. Radio Officer
1. The Master will assign one Navigational Watch Officer as Radio Officer.
2. The Radio Officer is in charge for
a. the maintenance and testing of the radio station, antennas, communication systems, emergency
radio equipment and batteries;
b. the availability and updating of all radio publications required to be on board by the ITU, the
Flag State or the company;
c. monitoring the compliance with the ITU and Flag State Radio Regulations;
d. maintaining the Accounting Authority instruction file as/if required;
e. maintaining the GMDSS Log Book in accordance with the legal requirements and submitting
copies of the entries to the Accounting Authority as required;
f. registering all chargeable traffic and submitting the vessel's radio accounting records to the
company and Accounting Authority as applicable;
g. submitting operational radio messages as instructed by the Master;
h. maintaining radio communications during emergency situations as instructed by the Master;
i. providing equipment familiarization training to on-signing deck officers;
j. providing emergency radio communication training to other crew members as applicable.
08/08/2019
Ship Radio Stations - Records and Accounting
Procedures
1. Official Records of the Accounting Authority
1. Every vessel has to report the radio traffic executed through the ship's radio station to the administration
approved accounting authority that was registered as being in charge for her (see Radio Station License).
Foreign coast stations will invoice their chargeable traffic to the accounting authority listed in the ITU
publications as being responsible for the vessel. The accounting authority will then check the invoices and
charge the vessel's owners or managers (as agreed).
2. The Master must ensure that following is prepared at the end of each month and sent to the company office
(not directly to the accounting authority) in an open authority envelope:
a. the monthly traffic report form containing all outgoing chargeable traffic for owner's, charterer's and
private account (not used via private email accounts or by use of crew calling cards) that are not
part of an automated reporting system
3. The documentation will be reviewed in the office by the Marine Superintendent who will forward it to the
accounting authority after keeping copies of the monthly traffic reports for the company files.
2. Special Procedure for Inmarsat traffic via LES with which Marlow has a direct agreement with
1. The company has a special discount and direct billing agreement with a number of selected LES.
2. Other Inmarsat LESs shall only be used if the vessel cannot establish a connection with the selected LES as
per paragraph 1. The Marine Superintendent shall be informed immediately in such cases.
3. Company Radio Accounts Form
1. The Marine Superintendent is responsible for the verification of all incoming radio invoices from both the
accounting authority and other selected providers for charging charterers and the crew managers (for
private crew calls not done by using Crew Calling Cards , emails not sent/received via private email
address).
2. This form shall contain all chargeable traffic does not have other electronic logging, logging procedure or
is exempted.
MNC-37-210F1 Version 7
MONTHLY COMMUNICATION FORM 08/08/2019
Dear Captain,
Please fill out the communication sheets for Mobile Phone (if exist), Voice & Fax, INM-C & SMS and eMail communication sheet
every month for data that are not recorded automatically by other electronic systems.
Email this report to responsible person or dedicated email address if available:
( i.e. vessel-communication-report@marlowtechnical.com or vessel-communication-report@marlow-shipmanagement.de etc.)
Fill in the vessel name and month in the below appropriate boxes.
NOTES:
* Try NOT to use any other LES (apart from the one instructed to you by the company) since prices double or triple and are unknown
to us until invoice is received from AA.
* Private Use Note: There is no Privacy in the e-mails when sending or receiving e-mails using AMOS Mail System
or other Business eMail Accounts.
* On Fleet Broadband, Iridium and VSAT systems you can not change LES.
* If the INM-C device gives the size in character number then to convert to Kbit the formula is:
[ Kbit=((Number of Characters * 256) / 36) / 1000 ]
Important: In this forms you should log information which do not have any other electronic logging system, other logging procedure
or are exempted for all or some services as per explicit instructions by the office.
VESSEL SPECIFIC DETAILS

Vessel Name:
i.e. m/v Alexander the Great
Report for Month:

i.e. MAY 2019
INDICATION OF PRICES (Do not use for any official calculation):

Service Rate ($)
INMARSAT FLEET 33/55/77 VOICE to Shore $2.26 per minute

FAX to Shore (9.6k) $4.56 per minute
FAX to Shore (via 3.1k audio service*) or VOICE (64k channel) $16.21 per minute
Voice or FAX (9.6k) to other Satellite Station/System $11.70 per minute
INMARSAT FLEET BROADBAND (FBB) VOICE to Shore (to FIXED NUMBER) $1.20 per minute
VOICE to Shore (to MOBILE/CELLULAR NUMBER) $1.50 per minute
Voice to other Satellite Station/System $11.70 per minute
FAX to Shore (via 3.1k audio service*) or VOICE (64k channel) $16.21 per minute
SMS $0.65 per sms
INMARSAT C 1st Address email (Confirmation Included in Calculation) $0.18 per block
2nd, 3rd ... email (Confirmation Included in Calculation) $0.04 per block
SMS & FAX (Confirmation Included in Calculation) $0.30 per block
Confirmation (Not needed if code CC, EC,DC are used) $0.18 per address
EMAIL SYSTEMS Crew Free E-Mail (Less than 10K. No Attachments) $0.00
TCP/IP (Unknown System Rate or VSAT) $0.01 per Kbyte
TCP/IP (General FBB and Iridium Connection) $0.012 per Kbyte
VSAT & IRIDIUM VOICE to Shore $1.00 per minute

Iridium to other Iridium System $1.00 per minute
VOICE to other Satellite System $11.70 per minute
* Vessels with Inmarsat Fleet 33/55/77 equipment that FAX number begins with 6xxxxxxxx &
all Inmarsat FBB FAX services are using the 3.1Audio FAX system
MINIMUM CHARGES & INCREMENTS OF CHARGING:
Equipment Service Minimum Call Duration
INMARSAT FLEET BROADBAND (FBB) VOICE to Shore (to FIXED NUMBER) 30sec
VOICE to Shore (to MOBILE/CELLULAR NUMBER) 30sec
Voice to other Satellite Station/System 30sec
FAX to Shore (via 3.1k audio service*) 30sec
INMARSAT FLEET 33/55/77 VOICE to Shore 15sec

FAX to Shore (9.6k) 15sec
FAX to Shore (via 3.1k audio service*) 10sec
Voice or FAX (9.6k) to other Satellite Station/System 30sec
IRIDIUM Voice 20sec

Voice to other Sat. System 20sec
CREW CHAT CARDS USED FOR CREW WELFARE PRIVATE COMMUNICATION HAVE MUCH LOWER RATES.
WE ENCOURAGE ALL OUR CREW TO USE CHAT CARDS FOR PRIVATE COMMUNICATION (WHEN POSSIBLE).
CREW CALLS MADE VIA CHAT CARDS DO NOT NEED TO BE LOGED IN THIS FORM SYSTEM.
CREW CHAT CARDS ARE AVAILABLE FROM THE MARLOW CREW ACCOUNTS DEPT.
09/08/2017 Calibration of Instruments
Objective To establish a systematic and controlled way for calibrating and controlling the accuracy of
identified instruments.
References ISM-Code, 10, ISO 9001, 7.5.5, 7.6
1. General
The correct function and indication of ship instruments is very important, especially when these instruments are
installed to measure or control, parameters / activities related with safety, environment protection and energy
efficiency or vessel’s performance.
These instruments have been grouped in four categories:

a. Cargo;
b. Safety;
c. Environmental Protection;
d. Energy Efficiency.
It is the Company’s policy to control the accuracy of the instruments related to the above categories.
The Master is responsible for verifying that the requirements of this procedure are observed. The Chief Engineer
and Chief Officer are responsible to calibrate and monitor the accuracy of the instruments identified and listed
for their vessel on the form 39-000F1 - Instrument Measuring and Test Equipment.
Calibration must be done as specified by and at the intervals required by the maker of the instruments. In cases
where the calibration must be done by the maker of the instrument the Technical Superintendent (TSI) must be
informed so that he can make the necessary arrangements. In cases where the intervals of calibration have not
been clearly defined in the maker’s manual, the TSI must be informed, so that he will liaise with the Maker, and
clarify the issue.
Master, Chief Engineer and Chief Officer shall maintain the instruments in excellent condition. Special care
should be taken for instruments which are sensitive to heat, humidity, vibration, or other conditions which may
affect their accuracy or invalidate their calibration setting.
Damaged instruments which have been replaced should be removed from the ship. Such replacement should be
recorded on the instrument calibration record file.
09/08/2017 Calibration of Instruments
2. Procedure
No. What Who When Record

1 Open an instrument calibration file and keep it updated. COFF At all times Instrument
CENG Calibration file
Note: The file shall be kept on the bridge.
2 Record all instruments and test equipment applicable to COFF As identified 39-000F1
the specific vessel, indicating unique serial number, CENG
calibration method and frequency and permissible
accuracy specific form 39-000F1.
3 Calibrate instruments according to the calibration COFF When 39-000F1

CENG required
method identified in the form 39-000F1.
Note: For calibrating thermometers, pressure gauge meters

and gauging systems, the master instruments shall be
used.
4 Record calibration date and accuracy found on the COFF Upon 39-000F2
CENG calibrating
instruments specific form 39-000F2 - Instrument
Calibration Record. Post next to the instrument the
error and ensure that instrument users know instrument
variances.
Note 1: If the test results are unsatisfactory, report

same to the Technical Superintendent who shall
arrange repair or replacement of the instrument.
Note 2: If the vessel is fitted with a series of the same

instruments ensure that all of them are kept calibrated.
5 Ensure in cooperation with the Technical Superintendent COFF At all times Relevant
that the Master Instruments onboard (Pressure Gauge CENG
certificates or
Meter and Thermometer) remain calibrated and relevant
certification is available. 39-000F2
6 Submit to the Technical Superintendent the 39-000F3 - MASTER Quarterly 39-000F3
Equipment & Instruments Calibration Status Report
listing all instruments onboard and their latest / next
calibration.
09/08/2017 Instrument Measuring and Test Equipment
Objective This form is listing instruments which have to be checked and calibrated
Distribution without Original to Technical Superintendent, Copy to Chief Engineer's files (Quarterly)
AMOS EMS
Distribution in Fill and File in AMOS EMS (Quarterly)
AMOS EMS
Vessel: Date:
S/No. INSTRUMENT INSTRUMENT Perm. Accuracy Cal. Freq. Cal.
No. Method
MASTER INSTRUMENTS FOR ALL SHIPS
1 Pressure Gauge Meter According Cert. Annually Ashore
2 Thermometer According Cert. Annually Ashore
INSTRUMENT MEASURING AND TEST EQUIPMENT

09/08/2017 Instrument Calibration Record
Objective This form indicates the status of calibrated instruments

Distribution without Original to Chief Engineer's files
AMOS EMS
Distribution in Fill and File in AMOS EMS
AMOS EMS
Vessel: Record No. :
INSTRUMENT: INSTRUMENT POSITION:
INSTRUMENT SER. No.: PERSON RESP. FOR CALIBRATION:
CALIBRATION METHOD
Calibration
date
Accuracy
found
Signature
Remarks: Calibration record should be kept onboard, available for reference. If the instrument has been calibrated by an
authorized firm, calibration certificate to be kept together with the calibration record.
09/08/2017 Equipment & Instruments Calibration Status Report
Objective This form is Indicating current calibration status of all instruments as listed on form
39-000F1
Distribution without Original to Technical Superintendent, Copy to Chief Engineer's files (Quarterly)
AMOS EMS
Distribution in Fill and File in AMOS EMS (Quarterly)
AMOS EMS
Vessel Name Captain’s Name Chief Engineer’s Name Report Date
Instrument Description Serial No. Last Next

Calibration Calibration
Date Date
Captain’s Signature Chief Engineer’s Signature

30/10/2019 Summary of Key Requirements
1. Introduction
a. Documentation, training and certification requirements for seafarers are complex and regulated by
1. international conventions (IMO, ILO, ITU, MLC etc.)
2. flag state authorities
3. port state authorities
4. authorities of the seafarer's country/ies of nationality, residence and/or training
5. company policies of the employer or the operator of the vessel
b. This document can therefore only attempt to address the most common requirements for the most common ranks -
the results of a detailed ship specific analysis by the Crew Superintendent must be recorded in the Vessel's Rank
Profile considering:
1. the ship's type
2. the ship's size and equipment
3. the ship's trade
4. the ship's flag
5. any additional requirements by the customer or Marlow Navigation
c. When checking a seafarer's documentation against the vessel's rank profile requirements it is necessary to consider
1. the availability of certain documents, training or certification in the seafarer's country of nationality and/or
residence
2. possible approval and acceptability requirements by the Flag State, customer or Marlow Navigation
d. Generally, seafarers must carry all documents and certificates as originals with them when they join a ship:
1. Certain flag state documents may be carried as an email print out of the electronic document as
issued and permitted by the respective flag state (for example, Certificates of Receipt of Application,
CRA and e-endorsements).
2. In order to allow for vessel transfers or changes of trade or flag seafarers shall take all their valid
documents with them even if they may not be required for the vessel they are going to join.
3. A pre-departure inspection of seafarer documents by the Manning Agent is recommended but not always
possible.
4. It is the responsibility of the Master as Flag State and Operator's representative to verify the presence and
validity of all required documents of an on-signer as originals before permitting the handover of duties to
him (compliance with Minimum Safe Manning Certificate, STCW Convention and SOLAS ISM/ISPS
codes). All documentation is to be checked against the ‘Seafarer Documentation / Dispatch Checklist’
which is issued together the Seafarer Employment Agreement (SEA).
2. The Summary of Key Requirements Excel table is located in Oracle as follows:

Documentation > QM Documentation
01/05/2004 Seafarer Travel Documents Passports
Page 1 of 1 CPM Quality Manager J. Managing Director
1. No seafarer shall be employed without a passport. Any exemptions (e.g. for E.U. citizen working on coasters
within the E.U. boundaries) shall be approved by the CPM or COM.
Passports have become a mandatory requirement to transit many port states. Furthermore the fact that a
passport was issued indicates in many countries that the holder was not found to be a criminal or a security
risk by his own government.
A specific report in the crewing database permits to identify all seafarers without entered passport details.
2. Passports shall be valid for at least 6 months after the intended end of contract.
Some countries (e.g. Indonesia) impose fines and prohibit shore leave if seafarers arrive with passports
which expire in less than 6 months.
01/03/2003
Seafarer Travel Documents Seaman's Books and ILO
ID Cards
1. National Seaman's Books
No seafarer shall be employed without a seaman's book issued by his home country (which may also be called
Seaman's Passport, Seaman's Identification Card, Discharge Book or otherwise depending on the country's laws).
Any exemptions shall be approved by the Crew Personnel Manager.
A national s eafarer i dentification d ocument has b ecome a mandatory r equirement o f many p ort s tates t o i ssue
seafarer transit visas or to grant visa free shore leave. It is also required by airlines to claim the seafarer benefits
in ticket discounts and excess luggage allowances.
In s ome c ountries t he fact t hat a s eaman's book was i ssued i ndicates t hat t he holder w as n ot found t o be a
criminal or a security risk by his own government.
2. Flag State Seaman's Books
The company will arrange for flag state seaman's books where this is legally required.
3. ILO Seafarer Identification Cards
The ILO prepares currently the issue of a new and safer type of seafarer identification documents. Marlow crew
will be required to obtain such cards as soon as they become available.
28/07/2016 T&C/CBA Declaration Form
Form Usage To be completed by Crewmember at the Manning Agency

Distribution Original to the Seafarer, Scanned Copy to be Uploaded in the Seafarers Electronic File
Name of Seafarer (print):
Rank :
Place & Date :
Declaration of Consent
DECLARATION OF CONSENT
I, herewith confirm that I was given the opportunity to examine and seek advice on the agreements
pertaining to Seafarer Employment Agreement Reference number before signing. I declare that I have
freely entered into the agreement with a sufficient understanding of my rights and responsibilities and declare my
agreement hereto, with my own free will.
Date:
Signature:
Note: The above consent is valid only for the period of the relevant S.E.A. As soon as the SEA expires, then the
validity of the consent expires as well.
20/08/2018 GDPR Notice related to employment
Objective To be signed by the seafarer at the manning agency

Distribution Original to the seafarer, scanned copy to be uploaded in the seafarers electronic file
IMPORTANT NOTICE REGARDING DATA PROTECTION ISSUES RELATED TO YOUR

EMPLOYMENT
Name of Seafarer _____________________

Rank_____________
Place_____________
This document forms an integral part of the Seafarer Employment Agreement Reference number [ ] between the
Seafarer and the Company (both as defined therein) and has been introduced in accordance with REGULATION
(EU) 2016/679 OF THE EUROPEAN PARLIAMENT AND OF THE COUNCIL of 27 April 2016 on the
protection of natural persons with regard to the processing of personal data and on the free movement of such data,
and repealing Directive 95/46/EC (GDPR).
The Company will collect, hold, process, store, transfer, transmit and use personal information, including special
category of personal information, for the purpose of carrying out its obligations and exercising its specific rights in
relation to its contract of employment with the Seafarer. Such information shall include identification documents,
contracts, personnel files, appraisals, disciplinary records, pay, hours of work or rest, payroll and tax information,
social benefit information, sickness records, unpaid leave records, records relating to promoting/transfer/training/
accident at work. The Seafarer shall be entitled to access to such personal and special category of personal
information as kept by the Company and shall have the right to rectify such information where the Seafarer can
provide evidence that it is incorrect.
It is the responsibility of the Seafarer to provide any updated information to the Company, which requires their
records held by the Company to be amended. The Seafarer assumes and understands that until the Company has
received a notification from the Seafarer of any changes to any of his documents or information, the Company
shall act on the basis that all the said documents and information are in order, in force and unchanged.
Subject always to any mandatory requirement of any law, the Company may provide the Seafarer’s personal
details for legitimate purposes to Governments, immigration authorities, airlines, port state control, police, flag
state and other competent authorities and/or as may be required by law, and to pre-employment clinics and doctors
and ship’s agents making arrangements relating to the Seafarer, and/or to Shipowners (as defined in the Seafarer
Employment Agreement), managers, charterers and employers for the purposes of their employment,
Without prejudice to data protection laws allowing such transfer of information, in the case of emergencies the
Shipowner, the Company, their employees, servants and agents will provide personal information, including any
special category of personal information, such as medical information, to ship’s agents, shore side doctors/
medical staff, next of kin, the Shipowner, managers, charterers, insurers and advisors, as may be necessary for the
purposes of an emergency concerning the Seafarer and/or to protect their vital interests.
The Seafarer acknowledges that he is entitled at any time to withdraw his/her consent to any further processing of
his personal information held by the Company in accordance with his/her rights under the law. For the avoidance
of doubt, the Seafarer acknowledges that the Company may still be obliged by any law or regulation to process
such personal information and in certain circumstances the Company may object to the non-processing of such
personal information where such personal data is required in order for the Seafarer Employment Agreement to be
performed.
Personal data collected by the Company will be adequate, relevant and limited to what is necessary and will only
be used for the purposes for which it was obtained. This will also apply to personal data provided in respect of any
next of kin, family and beneficiaries for the payment of allotments, payment of contractual benefits or when any
next of kin is travelling on a Company ship as non-fare paying passengers. All personal data will be kept only as
20/08/2018 GDPR Notice related to employment
long as necessary and processed in a manner that ensures appropriate security against unauthorized or unlawful
processing, accidental loss, destruction or damage using appropriate technical or organizational measures. Further
information is contained in the Company’s Data Protection and Privacy Policies, which will be made available to
the Seafarer.
There are occasions when the Company may publish your photograph together with your full name and rank
(to celebrate your specific length of time with the Company for example). If you do not wish in such or similar
circumstances to have your photograph and other details published, please send an email to
GDPR@marlow-navigation.com and write ‘No consent to publish personal details’ in the subject of the
message.
These provisions do not restrict the Company from disclosing personal information where required or allowed to
do so by law. This includes cases of national or public security, commission or prevention of criminal offences or
legal proceedings.
I hereby confirm that I have read and understood, and agree to the processing of my personal or any special
category of personal information for reasons as outlined above for the performance of my Seafarer Employment
Agreement and notwithstanding that my explicit consent may not be required by virtue of Article 6 (a) to (e) and
Articles 9 and 10 of the GDPR.
For further information regarding our data, protection policies and practices please read our Privacy Policy:
https://marlow-navigation.com/en/privacy-policy.asp
For any GDPR enquires please contact: GDPR@marlow-navigation.com
__________________________________ (please sign here)

28/12/2011 Pre-Employment Medical Examinations
Page 1 of 1 Crew Personnel Manager Quality Manager J. Managing Director
No seafarer shall join without a medical fitness certificate

• issued b y a medical p ractitioner ap proved t o ex amine seafarers b y t he maritime ad ministration o f h is
country ( possible e xemptions e .g. f or s eafarers l iving i n c ountries without s uch s ystem s hall b e
approved by the Crew Personnel Manager);
• accepted by the flag state of the vessel he is going to join;
• valid for the full intended contract period (unless that is le gally impossible as e.g. in certain cases for
German flag vessels).
• In the extreme scenario where the period of validity of the medical certificate expires in the course of
a voyage, the certificate shall continue in force until the next port of call where the seafarer can in
liaison w ith t he c rewing d epartment c an obtain a medical c ertificate f rom a qu alified m edical
practitioner, provided that the period shall not exceed three months.
Valid medical fitness certificates are

• a mandatory requirement of ILO MLC 2006
• a mandatory requirement of all flag states;
• a mandatory pre-condition for the P&I insurance cover and
• are checked by Port State Control officers.
The maximum possible validity of a medical fitness certificate is two years in accordance with ILO convention
73 and ILO MLC 2006.
2. Special Requirements
Some flags have additional requirements for seafarers of certain ranks or on certain types of vessels, such as
• for cooks (e.g. German flag);
• for chemical tanker crews (e.g. German flag);
• for vessels carrying nuclear materials.
28/12/2011 Vaccinations and Prophylaxis
The incidence of cases of severe debilitating, and sometimes fatal diseases, is still extremely prevalent, despite
the work of the various national and international bodies organized to fight the basic causes of infection.
Seafaring employees are urged to take advantage of the various prophylactic measures and preventive drugs
supplied by the Company, as well as following the guidelines:
1. Yellow Fever
a. Since vaccination is still required in many countries, all seafarers joining vessels which trade
worldwide are required to hold a valid yellow fever vaccination certificate.
2. Malaria
a. Still claims many victims despite the fact that preventive drugs are readily available.
b. Ascertain conditions in port with respect to existence of Malaria, particularly the tropical belt
of Africa and large sections of Asia.
c. Ensure all crewmembers take general precautions:
d. Where available Mosquito nets / screens to be in place before entering port.
e. No sleeping on open decks.
f. Wear long sleeved shirts with long trousers and socks during the hours of darkness.
g. Use Mosquito Repellent where appropriate and suitable.
h. Use insecticide sprays within the accommodation spaces particularly spraying sleeping areas a
few hours before going to bed.
i. Issue preventative drugs at the recommended intervals.
j. This is an "official" issue and Masters are to ensure that all crewmembers take the drug.
k. Remember treatment will require to be continued for some time after departure from the
infected area.
3. Malaria Prophylaxis
a. Is now worldwide and prevalent in warm climates. The danger of malaria infection is present
everywhere. The incubation time is 7-12 days, and the disease breaks with high fever, general
feeling of illness, headache, aching joints, and often stomach pains, vomiting and diarrhea.
b. Malaria is mainly present in West & East Africa, South East Asia, Middle America and the
northern part of South America. In India and Pakistan the so-called 30 day malaria is present.
c. In addition, it is advised to take malaria tablets (RESOCHIN or other Chloroquine-based
tablets) starting one day before arrival in malaria-prone areas and continuing for six weeks
after departure from the area, with dosages as prescribed on the packing or product information
leaflets. Even in so-called Chloroquine-resistance areas this is to be done.
4. Typhoid and Paratyphoid
a. These diseases are contracted through polluted water. Drinking Water from doubtful or
suspicious sources must be avoided. If it is necessary to fill the water tanks in areas where
these diseases are known to be prevalent, then purification of the water must be implemented.
However, in the case of an emergency or when possible, the minimum quantity only should be
taken and boiled, then cooled down before use.
b. Bathing in docks and harbours is prohibited since there will almost invariably be some
proportion of crude sewage and industrial effluent present.
5. Cholera
a. Vaccination is still required for certain areas of the world as new outbreaks of Cholera are
reported, and certain countries are requiring quarantine inspections of ships prior to their
entering national ports. Quarantine inspections require chemical treatment of effluent tanks
fitted in the vessel.
28/12/2011 Vaccinations and Prophylaxis
6. Smallpox
a. Although reported by the W.H.O. to have been globally eradicated, there have been recent
reports of isolated outbreaks in various parts of the world.
b. Masters are recommended to verify through the local agents of any possible local outbreaks,
and what protective measures are necessary.
7. HIV/ AIDS Protection & Prevention
a. All seafarers are urged to take extreme case as the disease can be transferred to human if
not all the necessary precautions are taken.
b. For further information concerning HIV, how it can be transferred to humans/ possible pre-
cautions please refer to the onboard Medical Guide.
01/08/2019 Open Reporting Policy Declaration
We expect all crew to perform their duties to the highest possible standards in accordance with applicable
international conventions, flag and port state regulations and ship manager / crew manager procedures and
policies.
Your general conduct should be professional at all times (on and off duty). Crew have a professional and moral
duty to report any known or suspected violations of procedures such as (but not limited to):
a. criminal activities (including but not limited to bunker theft & smuggling);
b. damage to the equipment and the environment;
c. failure to comply with safety procedures;
d. unprofessional / inappropriate / unethical conduct and misconduct (including but not limited to drug &
alcohol abuse - including superiors);
e. dishonesty & improper / fraudulent reporting (verbally and/or intentional inaccurate written record
keeping);
f. The deliberate concealment and/or failure to report the violations as stated above.
All crewmembers are required to report in good faith any information related to the above either directly to their
respective Marlow Crew Superintendent OR via the following dedicated email address:
openreporting@marlow-navigation.com
Marlow will carefully review and investigate every reported case. All reported information is treated confidentially
and the identity of any crewmember providing information will be protected. The victimisation of any employee
who reports openly, or any attempt to deter the individual from reporting, will not be tolerated and will result in
disciplinary action for the individuals involved.
The owner/ DOC Holder of the vessel may have their own policy for reporting similar information, as part of their
Safety Management System. The intention of this policy declaration is not to replace the owner’s/ DOC Holder’s
policy, but rather to strengthen the available channels of communication and reporting, and assist the owner/ DOC
Holder.
Crewmember declaration:
I hereby confirm receipt and understanding of the above policy and will endeavour to comply with these reporting
requirements accordingly:
RANK
FAMILY NAME
SIGNATURE & DATE
05/06/2013 Minimum Rank Experience and Promotion
Objective description of company requirements for rank experience and promotions

ScopeNEW Top Management, Corporate Administration, Crew Department
References MN 18-323
Distribution original with Quality Manager, one controlled electronic copy on the intranet
Records Oracle database
1. Company Standard Requirements for Minimum Rank Experience
1. The company requires all new seafarers to have at least following rank experience - additional
requirements for a particular vessel shall be recorded in the vessel's rank profile:
a. management level officers:
at least 4 months in the same rank on a similar type of vessel respectively engine
b. operational level officers:
at least 4 months as officers of a navigational resp. engineering watch
c. deck/engine petty officers:
at least 18 months as ratings part of a watch
d. cooks:
at least 12 months as cook
e. able seamen / oilers (must be ratings forming part of a navigational/engine watch):
at least 30 months in the respective department
f. o/s, wiper, steward:
at least 12 months in the respective department
g. deck/engine/galley boy:
no sea service required
2. Promotion Procedure
1. To promote a rating to the next higher rank no further approval is required. However , before a seaman
shall be promoted to a/b or oiler
a. he shall be in possession of the necessary training and certification and
b. Documentary evidence that he is indeed competent in all aspects of his job (see ISF training
record book and/ or Crew Performance Reports) shall be made available.
2. To promote a rating to officers rank:

a. he shall be in possession of the necessary training and certification and
b. Documentary evidence that he is indeed competent in all aspects of his job (see Marlow
Navigation Induction Check Lists for Operational Level Deck / Engine Officers and the Crew
Performance Reports) shall be made available.
c. Approval by responsible Senior Crew Superintendent must be granted.
3. To promote an officer within the operational level:

a. minimum 4 months sea service in the lower rank is required
b. Documentary evidence that he is indeed qualified to fulfil the higher rank, e.g. crew
performance reports/ masters or chief engineers’ recommendations, shall be made available.
c. No formal approval is required, however Crew Superintendents shall consider each case
individually with due diligence and considering the company’s training polices (controlled
accelerated promotion, see CDA-00-012)
4. For all promotions to management level officer positions:

a. Approval by CPM, or the Senior Crew Superintendent must be granted
b. Documentary evidence that he is indeed competent in all aspects of his job must be available
(see Marlow Navigation Induction Check List for Management Level Deck/ Engine Officers
and Crew Performance Reports)
5. For promotions of seamen already holding a management level position (e.g from Chief Officer to
Master) approval by CPM, or the Senior Crew Superintendent must be granted.
05/06/2013 Minimum Rank Experience and Promotion
6. For all the above cases, approvals shall also be discussed with customer where applicable.
3. Exemptions
1. Promotions effected following an owners request are exempted from the above provisions considering
the crewmember is in possession of the necessary certification. For those cases, necessary remarks shall
be entered in the crewing database.
2. For promotions to management level officer positions effected following an owner’s request, the
approval of Senior Superintendents or CPM is still required.
28/12/2011 Repatriation
1. Upon ex piry/termination o f the S EA, t he co mpany shall ar range an d b ear t he co st for t he s eafarer’s
repatriation to the country of domicile (or other repatriation destination as indicated by the seafarer).
2. Cost shall include:

a. Passage to destination selected for repatriation (i.e country of domicile or any other place mutually
agreed between the company and the seafarer)
b. Accommodation a nd f ood f rom the moment t he s eafarer l eaves t he s hip u ntil he r each t he
repatriation destination
c. Pay a nd allowances from t he moment t he seafarer leave t he s hip until t hey r each t he r epatriation
destination
d. Transportation of at least 30 kg of seafarers personal luggage to the repatriation destination
e. Medical treatment when necessary until the seafarers are medically fit to travel to the repatriation
destination
3. Repatriation shall be provided at no cost for the seafarer in the following cases:
a. When the seafarers’ employment agreements (SEA) expires while the seafarers are abroad;
b. When the seafarers’ employment agreements (SEA) is terminated:
1. by the company,
2. by the seafarer for justified reasons; and also
c. When seafarers are no longer able to carry out their duties under their SEA or cannot be expected to
carry them out under specific circumstances. Those include illness or injury, shipwreck, insolvency
of the employer, sale of the ship, change of registration, bounding for a war zone, and termination
of employment in accordance with an industrial award or C.B.A
4. Neither ad vance p ayments nor methods o f r ecovering co sts s hall b e r equested f rom t he s eafarers f or t heir
repatriation.
5. In cas e t he seafarer s everely v iolates t heir co ntractual o bligations ( see MI SCONDUCT O R

INCOMPETENCE s ection i n T &Cs o f t he co mpany’s S EA & p aragraph 2 : L oss o f R epatraition) an d
C.B.A, then the company may chooses to charge the cost of repatriation to the seafarer.
6. The maximum service period f ollowing which a seafarer is en titled for repatriation s hall be less t han 12
months.
7. The co mpany shall p roceed with necessary ar rangements so that a ll seafarers who have signed a S EA ar e
covered with a financial security that will ensure that seafarers will be dully repatriated in all circumstances.
8. A co py o f t he national r egulations r egarding r epatriation shall b e av ailable o nboard ei ther i n t he mother

language of the seafarer or in English.
Loss of Repatriation:
A seafarer shall forfeit his or her right of repatriation in case of:
1. Desertion;
2. Entering into a new agreement with the same owner after his or her discharge;
3. Entering into a new agreement with another owner within one (1) week after his or her discharge;
4. Criminal offence Unjustifiable repudiation of the Shipping Articles; or
5. Failure o f the seafarer t o request repatriation within o ne (1) w eek from t he t ime that he o r s he is in
condition to be repatriated.
01/03/2003 Crew Welfare Crew Mail
It i s o f utmost i mportance and t herefore a co mpany p olicy t hat cr ew mail r eceived i n t his o ffice, where
practicable, is sent to vessels once a week, usually on Fridays.
Incoming crew mail is distributed in post files and each crew superintendent passes the mail designated for his
vessels to the crew secretary in charge. The crew secretary consults the vessel's crew list in the crewing database
to make sure that the crewmember concerned is on that particular vessel.
In cases where crewmembers have already left the vessel, all their mail is returned to
• the crewing agency through which they were employed,
• the home address, if the crewmember was employed without a manning agent or
• back to the sender if the crewmember cannot be traced.
The crew secretary collects the mail for each individual vessel in an envelope with the name of the vessel written
on it.
The crew superintendent points out the port, ETA and the agents where the mail is to be sent for each vessel. In
certain cases, where the port of call is not known or where vessels trade in short voyages, the mail is despatched
to the owner's or charterer's address to be forwarded to the vessel at the first convenient port.
When mail is despatched, the following details are to be registered in a special mail registration book to be kept
by a crew secretary in each group:
• cover letter reference number;
• the date the envelope was despatched;
• the name of the vessel;
• the destination and agency;
• the means of despatch (e.g. normal, express, registered or courier mail).
In the crew mail envelope, a co ver letter is placed in duplicate, indicating clearly the number of letters (items)
enclosed. A third copy of this cover letter is to be filed in the ship's file and to be replaced by the duly signed
Master's copy once received back from the vessel.
08/02/2008 News Services
1. In order to provide moral s upport, training a nd information to the seafarers the company provides suitably
equipped vessels with a daily news bulletin in English language.
2. Any vessel considered for enrolment must be able to receive email with attachments on a daily basis.
3. The company has currently a fleet subscription with NewsLink - details about the offered service can be
found on the company's web site (http://www.newslinkservices.com/).
4. NewsLink offers specialized local news subscriptions for the main nationalities of seafarers worldwide. Any
enrollment request for a particular vessel should therefore specify the nationalities sailing on board
5. The Crew Superintendent in charge for the vessel:

a. informs the owner of the possibility to participate in Marlow’s fleet subscription for daily News from
NewsLink
b. obtains the owners approval for the transmission of the News to the vessel
c. and his agreement to cover the transmission expenses(in writing, cc to the person handling NewsLink)
d. advises the person in charge for NewsLink handling in the office
e. the vessels name
f. the e-mail that the news are sent to
g. the nationality versions of the newspaper to be sent on board
h. the day when the transmission should start,
i. the day when the transmission should stop
6. If any of the above details should change, the responsible Crew Superintendent shall advise the Crew
Training Section accordingly.
7. Whilst Marlow Navigation covers the cost for the subscription the customer must be requested to agree to
cover
a. the satellite communication charges for the daily transmission and
b. the printing costs for the daily newsletters.
20/07/2005 Emergency Response Planning Principles
1. Good seamanship, common sense and legislation require the preparation and training of plans on how to
respond to emergencies with the manpower and technical equipment available on each particular vessel.
2. The following documents and check lists address the most common emergency scenarios. A real
emergency May involve elements of several such scenarios and the response teams must combine all
applicable procedures as the situation requires.
3. Good communication between ship and shore is vital for a successful response. The Office Response
Team is there to provide the ship's command with all necessary resources, support and advice and to
free shipboard resources required for the response on board.
4. Regular drills and reviews shall ensure the continued familiarity of shipboard and office staff with the
company's emergency response procedures and expose weaknesses and planning errors before it is too
late.
5. Any improvement suggestions shall be reported without delay to the DPA (via
recommendations@marlow.com.cy).
20/07/2005
Shipboard Management Team - Emergency Response
Tasks
0. General
1. This document outlines the tasks of key officers on board in case of an emergency. Although
deviating from trained response mechanisms in case of an emergency is not recommended, the
Master is free to assign additional or different tasks to any crew member as he deems necessary to
manage the developing emergency.
2. All crewmembers must be fully conversant with the emergency response procedures. The
procedures must be carefully reviewed on board and ashore after each drill and emergency to
ensure that they will lead to an effective and efficient response.
3. The Master will alert the Office Response Team (ORT) through the Technical Superintendent or
the DPA/CSO as soon as possible after the initial response to ensure full support from the office.
1. The Master is responsible for
1. taking over command in an emergency without delay;

2. ensuring that the crew is deployed as fast as possible in accordance with the Muster List and with
the trained emergency response procedures;
3. reviewing all available information and recommendations on the present situation together with his
senior officers and the Office Response Team (ORT) considering the following:
a. type of the vessel
b. kind of emergency
c. type of cargo on board
d. position of the vessel and immediate surroundings
e. condition of crew on board (physical/moral)
f. pollution hazards
g. weather, sea and tidal conditions and forecasts
h. methods of communication with the ORT and shore responders
i. security risks
j. involvement of third parties (other vessel(s), port and coast third parties etc).
k. presence of other craft in the vicinity.
4. selecting and implementing the most appropriate emergency response procedure or combination of
procedures (including SOPEP and SSP procedures);
5. executing his overriding authority in safety, security and environmental protection matters
bestowed on him by the Flag State and the company and always considering the priority of
preventing the loss of life;
6. informing and consulting with the Office Response Team and all relevant governmental authorities;
7. deciding if it is required to seek third party assistance, to deviate to a port of refuge or to abandon
ship and ensuring that the ORT is properly informed to make the necessary support arrangements;
8. taking appropriate measures to avoid panic on board;
9. planning work and rest hours in cases of prolonged response efforts;
10. ensuring that the Chief Officer is prepared to take over command whenever the Master should be or
become unable to carry out his duties.
2. The Chief Officer is responsible for
1. commanding the response team on the scene of the incident as per Muster List (unless the
emergency is located in the engine spaces where the Chief Engineer takes charge);
2. gathering data on the magnitude of the emergency and the success of response activities and
passing it to the Master for further response planning;
3. ensuring the safety of all response team members by avoiding unnecessary risks and coordinating
all activities with the Master and leaders of other shipboard response teams;
4. preventing panic amongst crew members;
20/07/2005
Tasks
5. providing the Master with information on damage stability, hull stress and cargo related matters;
6. assisting and advising the Second Officer in cases of serious injuries.
3. The Chief Engineer is responsible for
1. commanding the emergency response team (with the Chief Officer rendering assistance) for all
emergency situations related to engine spaces and/or machinery;
2. attending the engine room and ensuring the best possible availability of all technical systems for the
response efforts in all other cases;
3. coordinating the operation of the main engine, auxiliaries, generators, fire pumps, ballast pumps,
bilge pumps, lighting, air compressors etc. as required by the response team(s) on the scene of the
emergency;
4. initiating protective measures for the engine room, bunker tanks and other machinery;
5. having engine staff prepare and test emergency machinery such as the emergency fire pump, the
emergency generator, emergency steering etc.;
6. communicating with the Master to update and advise him on technical aspects of the response
activities;
7. providing engine staff as back-up for other response teams and to tackle mechanical, electrical and
structural problems as requested by the Master;
8. ensuring that the Second Engineer is prepared to take over whenever the Chief Engineer should be
or become unable to fulfil his duties.
4. The Second Engineer is responsible for
1. supervising all technical support activities as instructed by the Chief Engineer and keeping him and
the Master informed;
2. ensuring that all safety precautions are taken by the engine response team(s) to prevent accidents or
loss of life;
3. ensuring that all personnel in the engine room remains accounted for at all times and remains in
contact with each other;
4. personally supervising mission critical tasks like closing/opening bunker/ballast valves,
starting/stopping fuel transfer pumps and ballast/bilge pumps in accordance with the orders given
by the Chief Engineer;
5. ensure that there is adequate lighting at all emergency response scenes;
6. personally checking and reporting the operational condition of the emergency generator, the
emergency fire pump and the emergency steering gear.
20/07/2005
Tasks
5. The Second (Ship Security / Medical / Navigational / Communications) Officer is responsible for
1. accounting for all crew members, passengers and (in port) visitors on board the ship after mustering
and informing the Master accordingly;
2. preparing the life-saving appliances as instructed by the Master including
a. readying life boat(s), life rafts and rescue boats for launching in case the ship has to be
abandoned;
b. having the life boat(s) outfitted with additional blankets, immersion suits, thermal
protective aids, water, provision, signalling equipment etc.;
c. having emergency radio equipment ready for use including the designated VHF walkie-
talkies, the EPIRB and the lifeboat emergency radio transmitter;
3. assembling and keeping passengers and visitors at the muster stations or other safe locations and
assigning them simple support tasks as far as safe and useful (e.g. transportation and hospital
duties);
4. preparing the hospital with suitably trained crew members as assigned on the Muster List and
managing the provision of medical first aid to injured persons;
5. ensuring the full availability of the communication systems for the communication between the
Master, the shipboard response teams and external parties such as the ORT, other ships, authorities,
emergency responders etc.;
6. assisting the Master with navigational tasks such as
a. tracking the vessel's exact position,
b. obtaining weather, sea and tidal forecasts,.
c. issuing and analysing navigational warnings;
d. monitoring surrounding traffic;
7. analysing security information provided by shore authorities and the CSO and bringing it to the
Master's attention;
8. keeping records of all events and communications as required and requested by Master.
6. Where a Third Officer is available the Master will assign to him some of the Second Officer's tasks
listed above.
18/03/2016 Office Response Team - Task and Composition
1. General
1. In case of emergency on board a ship the Technical Superintendent or the DPA - depending on who will
receive the initial notification from the ship -will summon the Office Response Team (ORT) in order to
support the Master and the ship, and to alert and to coordinate with authorities and response service
providers.
2. The ORT includes following permanent members:

a. J.Managing Director (overall in-charge)
b. Fleet Manager
c. Operations Manager (Team leader)
d. DPA/ CSO
e. Technical Superintendent (of the vessel concerned)
f. Crew Superintendent in-charge of the vessel and or/ CPM
g. Secretary
h. Any other member of the company’s organisation as deemed necessary by the JMD and depending
on the nature of the emergency
3. The J. Managing Director is overall in charge of the ORT while the Operations Manager is the Team
leader. Despite that, and depending on the nature of the incident, the JMD may assign the leadership of
the ERT to other senior member of the team. In addition, the JMD may assign additional duties to team
members as required and beyond the principle tasks described in section 2.
4. The size of the team may be increased depending on the type and severity of the emergency (as per 2.h
above).
5. The ORT will closely liaise with external consultants as required, e.g. classification society, lawyers,
insurance representatives etc.
6. Should a message or call relating to an emergency situation be received by any other company staff
member, either by the vessel or via the owners, operators, charterers, agents , port authorities, police,
hospital etc. the DPA or Technical Superintendent must be informed immediately.
7. The ORT will conduct training exercises in liaison with the vessels to test procedures and communication
channels.
8. In case of emergency, the ERT leader shall be in close liaison with the JMD, informing him as necessary
for all facts of the emergency and actions taken, seeking his assistance and advice whenever that is
necessary.
2. Responsibilities of the ORT Members
Role Person Duties

Emergency Team Leader 1. Overall control of the ORT including decisions related to
Response Team Leader (Operations Manager) a. its composition and backup arrangements (in liaison with
the JMD);
b. the training of the ORT;
c. the assignment of duties to team members;
d. the planning of work and rest hours;
e. in liaison with the JMD and the Fleet Manager, the
dispatch of ORT member(s) to the scene (whilst ensuring
that adequate back-up is available at the head office);
2. In liaison with the Fleet Manager, the initial assessment of the
situation together with the ORT based on all written and verbal
information available together with other team members
considering at least
a. type of vessel in emergency
b. kind of emergency
c. type of cargo on board
d. position of vessel, coast proximity and trading area
e. condition of the crew on board (physical/moral)
f. damage stability and hull stress assessments
g. pollution hazards
h. weather, sea and tidal forecasts
i. available means of communication with the vessel
j. security risks
k. current involvement of third parties (other vessels,
authorities, emergency response services etc.)
l. presence of other craft in the vicinity
1. the supervision of the communication with owners,
charterers, operators, relevant port/flag/local
authorities, flag state authority, lawyers etc.;
2. the prompt provision of advice and assistance as
required by the Master;
3. the liaison with the media and the preparation and
publication of press releases if necessary (in close
cooperation with public relations experts and/or
lawyers);
In his role as Operations Manager, is responsible for:

a. gathering navigational, traffic density and safety
information for the ship's location;
b. gathering and analysing local weather, sea and tidal
forecasts;
c. considering and pre-assessing suitable ports of refuge and
tug/salvage service providers;
d. inform the vessel's P + I Club and keep constant contact
with Club's representative or agent.
e. liaising with insurance brokers, underwriters, the P&I
Club and on-scene insurance representatives as required;
Technical 1. maintaining communication with the ship without interrupting
Superintendent priority communication between the vessel and local
emergency response parties;
2. obtaining all information available and required to assess the
technical condition of the vessel and its vital technical systems
from the Master and third parties on the scene;
3. keeping the Managing Director and the ORT informed about
the progress or regress of the situation on board;
4. liaising with technical experts of the classification society and
emergency responders in order to develop response concepts
for the current and possible future emergency scenarios;
5. receiving requests for response services from the vessel,
establishing their availability and ensuring their prompt
provision with the approval of the JMD or the FM or the Team
Leader;
6. providing technical advice to the Master who has overriding
authority to decide which course of action will be taken;
7. Supporting and motivating the vessel's command & crew by
keeping them posted on the action taken ashore in their support;
DPA/CSO 1. ensuring that standard emergency response procedures are
adhered to as far as they are applicable to the situation (MN
Manual Part 50, SOPEP, SSP etc.);
2. identifying possible security risks and gathering further security
information for the ship's location as required;
3. verifying contact details of all interested shore parties (see

SOPEP contact information);
4. Inform and liaise with the Classification Society.
5. Inform and liaise with the vessel's Flag Authority.
6. Record all events and communications, including verbal
instructions / orders / advices / suggestions, given / received to /
from all parties involved.
7. assisting the Master in arranging search and rescue operations,
if required, by shore stations and/or other vessels in the vicinity.
8. keep a record of all the communications, written and verbal,
with the above.
9. liaise with law enforcement agencies and other interested
parties as required and in close coordination with the ORT
Team Leader in case there was a security incident or there is a
security threat (as outlined in the applicable Ship Security
Plan).
Crew Superintendent 1. verifying the crew and passenger lists and ensuring that all
personal information at hand is correct and up-to-date;
2. receiving and dealing with all inquiries from crew members'
relatives, manning agents, diplomatic representatives or any
other parties with genuine interests in the well-being of the
persons on board;
3. preparing and arranging crew changes as required;
4. making travel arrangements for company’s office personnel if
the ERT leader decides to send a representative or a support
team;
5. arranging medical assistance or medical advice for persons on
board as far as necessary and possible;
Secretary 1. supporting the communication with external parties;
2. retrieving documents, plans and records and preparing written
messages as required;
3. assisting with recordkeeping (events log, communications log,
ORT meeting minutes);
4. assisting with coordinating tasks between the ORT members;
5. arranging refreshments for the ORT members if extended
periods in office are required.
3. Contact Information
The shipboard SOPEP's and the related office copies contain the contact information for ORT members in
Annex 4 ('Ship Interest Contacts').
18/09/2014
Contact Information for External Emergency Response
Parties
1. The IMO maintains a list of national emergency response contacts by means of the MEPC.6 series of
circulars. The latest version can always be found on http://www.imo.org/ and is circulated by MN to the
ships, as soon as an update is available via email (to be inserted into each SOPEP as Annex 2).
2. Information on local authorities is collected by the vessels themselves in SOPEP Annex 3.
3. Library contact information sources include the Admiralty List of Radio Signals on board each vessel.
4. Further information can be found

a. through local contacts such as port agents,
b. through the global network of Maritime Rescue Co-ordination Centres (MRCC's),
c. via telephone directory services,
d. through internet via search engines (e.g. http://www.google.com/),
e. through internet portals such as http://www.wsdonline.com/ or http://www.shipmanager.info/
5. Ship information can be found

a. through the ITU List of Ship Stations on board of each vessel,
b. through database services like LR Fairplay's World Shipping Encyclopaedia,
c. through web sites like
1. http://www.itu.int/ITU-R/terrestrial/mars/ (ITU MARS database)
2. http://maritime.inmarsat.com/ (Inmarsat directory)
3. http://www.equasis.org/ (PSC database of Paris MOU, Tokyo MOU and USCG)
d. through the U.S. Coast Guard AMVER system
25/04/2017 Initial Office Response Team (ORT) Procedures
1. The Master or a duly authorized officer will inform the Technical Superintendent or the DPA as fast
as circumstances permit about any emergency and provide a brief initial assessment of the situation. An
initial agreement shall be made on how to continue the communication between ship and office.
2. The Masters are expressively encouraged to call also in cases of doubt or if an existing hazardous situation
has the potential to develop into an emergency. The earlier the ORT is being alerted (even if not yet
immediately convened), the faster response can be arranged in case the situation worsens.
3. The Technical Superintendent respectively the DPA will alert all other ORT members to meet at the office
in case the initial message arrives after office hours (AOH).
4. Until the ORT is complete for its first session and in order to utilize the time available
a. commence to record the events in a time log,
b. prepare the company and ship specific emergency procedures and check lists,
c. collect relevant plans, manuals and contact information,
d. collect current information on crew, passengers, cargo and fuel/lube oil on board,
e. identify possible technical deficiencies which were known before the emergency,
f. collect information about the vessel's location (weather, hydrographical, tidal, safety, security).
5. The agenda of the first meeting shall then include following items:
a. appointment of a case manager (sole contact point for the Master and central person to report to or
to give out information) if the Managing Director does not take the lead himself,
b. clarification of the record keeping procedures,
c. completion of the 'Initial Emergency Report' (MNC-50-240F1) based on the information received
so far (blanks to be filled in during the next communication with the vessel as far as relevant),
d. analysis of actions taken so far and preparation of recommendations to the Master,
e. analysis of assistance requested and/or required to be provided by the ORT,
f. assignment of specific tasks to ORT members (including consideration of the dispatch of a team
member to the scene),
g. resting and backup arrangements in case of expected prolonged response periods,
h. commencing external communications with parties to be informed, consulted or appointed (see
Initial Emergency Report form).
6. All actions shall be targeted to safeguard the following:

a. safety and security of human life
b. protection of the environment
c. safety of the vessel and her cargo
d. protection of the interests of the public, the clients and the company
31/01/2014 Initial Emergency Report
PART A: THE SHIP

Vessel: Date/ Time first Report: /
Master: Ch. Eng.:
Safety Officer: Radio Officer:
Ship’s Call Sign: Satcom ID No.:
Inmarsat Zone: Shore Station:
PART B: INITIAL INFORMATION RECEIVED

Nature of Emergency:
Date/time of occurrence:
Position: Lat: Long:
Nearest Shore Dist.: Country / Position:
Last Port: Destination:
Nearest refuge port Distance:
Present Weather: Forecast: Sea cond.:
Present Emergency Situation:
Anticipate Consequences:
Situation - 1. Under control, Steady : Yes /No
2. Improving : Yes /No
3. Worsening : Yes /No
4. Uncontrollable : Yes /No
5. Own Propulsion Usable : Yes /No
6. Assistance required : Yes /No
7. Abandon ship necessary : Yes /No
8. Any assistance present : Yes /No
Casualties: (number and type of injuries):
Medical Assistance Required (kind and urgency):
PART C: ACTIONS TAKEN BY VESSEL

Distress massage sent: Yes /No
EPIRB released: Yes /No
Amver, Jasper, Ausrep: Yes /No
Medico Consulted: Yes /No Nation:
RCC Contacted: Yes /No Nation:
Parties informed 1.
2.
3.
Combat Process (Brief description of emergency procedures in process)
Communication method Agreed:

Next Reporting:
PART D: PARTIES INFORMED BY OFFICE

Owners: Yes / No
Charterers/Operators: Yes / No
Local Agents: Yes / No
Port Authorities: Yes / No
Flag Authority: Yes / No
Underwriters (Brokers): Yes / No
P & I (Rep / Brokers): Yes / No
Lawyers: Yes / No
Media: Yes / No
Crewing Agents: Yes / No
PART E: ASSISTANCE / SUPPORT BY OFFICE

NOT
PARTY STANDBY ACTIVATED
REQUIRED
Port Authorities:
Tug(s): (names):
Salvage Operational: (Co. name)
Medical Team: (Country)
Ships in Vicinity: (Names)
Oil spill cleaners: (Co. name)
Marlow Rep. On Scene: (Name)
Other: (Specify)
PART F: REMARKS AND OTHER NOTES
NB.:
1. Remember that Media is dealt with, directly by the MANAGING DIRECTOR or with his expressed
approval.
2. LOF IS SIGNED ONLY WHEN THE VESSEL / LIFE / ENVIRONMENT ARE IN IMMINENT
DANGER.
15/10/2014 Ship's Particulars
Form Purpose To be completed by the Master and/or the ORT for use in an emergency.
Distribution SOPEP Appendix 4, Bridge, Master’s office and Radio room.
Distribution in
AMOS
Vessel: Flag:
Company:
Type: Call Sign:
Satcom ID: Email:
Tel: Fax:
SDWT: GRT:
NRT: LOA:
BEAM: DRAFT:
CONT. CAPACITY: OIL TANK CAP.:
IFO CAP.: MDO CAP.: / SERVICE SPEED:
Owners:
Contact Name:
Tel: Fax: Email:
AOH Contact Name:
Mob: Fax: Email:
Charterers:
Contact Name:
Tel: Fax: Email:
AOH Contact Name:
Mob: Fax: Email:
Operators:
Contact Name:
Tel/Mob: Fax: Email:
Alternate Contact Name:
Tel/Mob: Fax: Email:
H & M Broker:
Contact Name:
Tel: Fax: Email:
AOH Contact Name:
Mob: Fax: Email:
H & M Club:
Contact Name:
Tel: Fax: Email:

AOH Contact Name:
Mob: Fax: Email:
P & I Broker:
Contact Name:
Tel: Fax: Email:
AOH Contact Name:
Mob: Fax: Email:
P & I Club:
Contact Name:
Tel: Fax: Email:
AOH Contact Name:
Emergency No:
Classification Society:
Contact Name:
Tel: Fax: Email:
AOH Contact Name:
Mob: Fax: Email:
Flag Administration:
Contact Name:
Tel: Fax: Email:
AOH Contact Name:
Mob: Fax: Email:
Crewing Agents:
Contact Name:
Tel: Fax: Email:
AOH Contact Name:
Mob: Fax: Email:
Average Adjuster:
Contact Name:
Tel: Fax: Email:
FOR VESSELS CALLING US PORTS
Qualified Individual (QI):
Tel: Fax: Email:
Oil Spill Response Organization (OSRO):
Tel: Fax: Email:
Salvage & Marine Firefighting (SMFF):

Tel: Fax: Email:
FOR VESSELS CALLING CHINA PORTS (over 10000GT)
Oil Spill Contractor:
Contact Name:
Tel: Fax: Email:
AOH Contact Name:
Mob: Fax: Email:
31/01/2014 Damage Stress and Stability Information
Form Purpose To be completed by the Master only in cases of emergency where the Ship’s Loading and
Stability computer will not be functioning.
Distribution Original to emergency response (training) file
Section A : Communication Details
Vessel:
IMO No: Class no. : Call Sign:
Phone: Fax : E-mail:
Manager/ Shipowner :
Owners Representative Concerned with Casualty:
Section B : Voyage Particulars
Departure Port : Departure Date: Time (GMT):
Destination : Via :
Section C: Ship Condition Immediately Before Casualty
Mean Draughts: Fwd: Metres Metres Aft: Metres
KG(solid)/KG(fluid) of ship(if known): LCG of ship(if known): Metres from

Ship Name: Class No.:
Part C : Ship Condition Immediately Before Casualty

S.N Compartment S.G Tonnes
01 Forepeck tk
02 Nr. 1 DB Port
03 Nr. 1 DB Stb
04 Nr. 2 DB Port
05 Nr. 2 DB Stb
06 Nr. 3 DB Port
07 Nr. 3 DB Center
08 Nr. 3 DB Stb
09 Nr. 4 DB Port
10 Nr. 4 DB Stb
11 Nr. 5 DB Port
12 Nr. 5 DB Stb
13 Nr. 6 DB Port
14 Nr. 6 DB Stb
15 Nr. 7 DB Center
16 Fwd trim tk
17 Nr. 4 Deep tk Port
18 Nr. 4 Deep tk Sbd
19 Forward Distilled
20 Aft Distilled
21 Nr. 7 Deep tk port
22 Nr. 7 Deep tk Stb
23 Nr. 8/9 Deep tk Port
24 Nr. 8/9 Deep tk Stb
25 F.W. tk in hold Nr. 1
26 F.W. tk in hold Nr. 2
27 Boiler feed water
28 After peak tk
29 Nr. 5 D.B.(c) Exp. Tk
30 Nr. 1 F.O. Deep tk Port
31 Nr. 1 F.O. Deep tk Stb
33 Nr. 3 F.O. Deep tk Port
35 F.O. Service tk Port
36 F.O. Service tk Stb
37 Nr. 2 D.O. Deep tk port
38 Nr. 5 Double bottom center
39 D.O. Settling tk
40 D.O. Service tk Port
41 D.O. Service tk Stb
42 Storage Port
43 Storage Stb
44 Dirty Oil Center
45 M.E. oil
46 Sump Port
47 Sump Stb
Section D : Data Relating to vessel After Casualty
Nature of Casualty: Collision /Grounding(fixed /free )/Fire /

Explosion / Heavy Weather /Other .. .................. Report
Casualty Date: ......................... Time: ................................
Geographical Location LAT:
LONG:
Conditions at Site at Time of Casualty Report
Weather :
Sea State:
Tidal State:
Tidal Range:
Forecast:
S.G. of Surrounding Water:
Port/Starboard
Draughts at Fwd Marks/F.P Mts measured/Best Estimate

Draughts at Aft Marks/A.P Mts measured/Best Estimate
Draughts at Midship Mts measured/Best Estimate
Angle of Heel Degrees Port/Starboard
Best Estimate of Depth of Water on Deck:
Location
Metres
Metres
Best Estimate of Depth of Water ( For Grounding)
Location Port(Mts) Starboard(Mts)
Section E : Reported Damages
Details of each damaged compartment known to be open to the sea, including those damaged above the present
waterline
Compartment Estimated Permeability of Cargo Comments

Cargo Weight (%)
(tonnes)
Extent and location of structural damage in way of the above compartments. (attach sketch)
Extent of additional damage to pipes, valves, doors etc. and list of compartments which may be subject to
progressive flooding as a result.
Sounding from or estimates of amounts of flood water in spaces not directly open to sea
Section F : Proposed Action and Requirements
Any other relevant information, details of action being undertaken or proposed course of action, salvage
operation etc.
Requested SERS information

22/11/2017
Initial Shipboard Management Team (SMT)
Procedures
1. Initial Contact
1. Upon the realization that an Emergency exists onboard, the Master will resume overall command and with
the assistance of the S.M.T. evaluate the immediate situation.
2. Without delay, the Master will contact the designated Technical Superintendent at the Head Office at
Limassol and if A.O.H., the Master will contact one of the permanent members of the Office Response
Team, (O.R.T.).
3. The A.O.H. contact persons and the Emergency Telephone Numbers to be used are listed in circular
MCC-11-031.
4. Depending on the situation and the urgency, the Master will also contact the coastal station/authority at the
immediate vicinity, send the appropriate warning signals and make contact with vessels in the vicinity, in
case assistance is required.
a. At his initial contact, the Master will give the following information:
b. Position of vessel, Nearest shore (Name and distance)
c. Nature of Emergency.
d. Present situation.
e. Type of Cargo, (Stating if any Dangerous cargo).
f. Casualties/Injuries, if any.
g. Actions taken at present.
h. Assistance required
i. Parties informed.
j. AGREE METHODS OF COMMUNICATION AND INTERVALS.
5. The Master will use the form MNC-50-240F1 as guidance to his initial report.
2. Situation Evaluation
1. After making the initial contact, the Master will in the meantime collect the reports from the S.M.T. and
evaluate the overall situation.
2. Based on this evaluation the Master will activate the contingency plan relevant to the emergency and try
utmost to bring the situation under control. Guidelines to a number of contingencies are listed in this
manual.
3. In assessing the situation, the Master will take into account all the dangers to which the vessel is exposed
and the urgency with which assistance may be required from outside sources.
4. Account should be taken of all circumstances, such as:

a. Safety of the personnel.
b. Type of cargo and the dangers involved.
c. Vessel's stability and reserve buoyancy.
d. Danger of pollution.
e. Proximity to shore or shoal water.
f. Weather and sea conditions.
g. Current and tide.
h. Nature of sea bed and shoreline.
5. The Master, with the assistance of the senior staff of the S.M.T., in assessing the situation, sending advisory
messages and requesting assistance, may consult publications of guidelines supplied to the vessel for this
purpose, such as "Peril at Sea and salvage, A guide to Masters", by ICS/OCIMF.
22/11/2017
Initial Shipboard Management Team (SMT)
Procedures
3. Lists and Documentation
1. Upon evaluating the situation and deciding on the course of action to be taken, the Master will ensure that
the following information and documents are ready for use and/or transmittal to the parties concerned.
a. A completed Initial Emergency Report in MNC-50-240F1.
b. The vessel particulars as required in MNC-50-240F2.
c. The ship's loading conditions and stability calculations from the vessels stability computer or if
that is not functioning, a completed MNC-50-240F3.
d. A complete crew and passenger list.
e. List of contacts for emergency services, authorities, surveyors, etc. as well as other parties the
Master may have contact with.
f. The O.R.T. list as indicated in circular MCC-11-031.
2. For an easy and efficient accessibility to the documentation, the updated Shipboard Contingency Manual
(available under sections MNC 50) and the ship’s approved SOPEP Manual with all the appended forms,
lists, drawings and plans, will be placed on a dedicated and conspicuous location on the bridge. The Master
is responsible to ensure that such manuals are updated as required and their location made known to all the
S.M.T. members.
4. Follow up action
1. Immediately after evaluating the situation and deciding on the course of action, the master will delegate the
responsibilities, as required by this plan, to the appropriate S.M.T. members and carry out the following:
a. Activate the relevant contingency plan to combat the emergency.
b. Transmit to the Head Office a complete "Initial Emergency Report".
c. Follow up the progress of the situation and change orders/instructions as required.
d. Maintain contact with the Head Office and other relevant parties and/or vessels in the vicinity,
updating them with the situation.
e. Urge assistance when required and give precise description of the kind of assistance.
f. Ensure that the vessel's emergency equipment is being utilized.
g. Ensure that the vessel's life-saving equipment is ready for use.
h. Ensure that the vessel's complements are accountable and are aware of the situation.
i. Ensure that proper records are kept of all actions taken and reports released.
04/07/2017 Communication with the Public
1. The company is committed to provide the public with timely and correct information in cases of emergency.
2. The Chairman is the only person with the authority to make public statements and to issue press releases.
He will ensure that
a. all journalists and other representatives of the public are kept well informed about all known facts
from the very beginning of the response effort and that a professional and courteous relationship is
being built up,
b. he always receives the latest information update from the ORT before giving any statement,
c. he liaises with lawyers and public relations professionals as required in order to ensure that any
public statements are correct, not misleading and free of any assumptions, thus maintaining his
credibility for providing accurate information,
d. the media response is well coordinated with the client(s) and the government officials involved,
e. records about the time and content of any statements are being kept (see also the Press Release
form).
3. Reporters, investigators and other representatives of interested parties fulfilling their duties may seek to
contact crewmembers and office staff directly and try to obtain additional information about the accident, its
possible causes and its possible consequences. However, all personnel must be aware that statements based
wrong perceptions, incomplete oversight and hasty assumptions may lead to rumours and confusion, hamper
the response coordination and result in serious legal complications.
4. Therefore, the Master will instruct all crewmembers not to pass any information in written, verbal or
electronic form to the media or other third parties. Instead they shall refer any questioner politely but firmly
to the Master ('No comment - please contact the Master'). The Master must allow however official
investigators to do their work after they have properly identified themselves.
5. Before making any statements to third parties (other than official investigators) from his side the Master will
liaise and consult with the ORT.
6. All office staff shall refer any questioner politely but firmly to the Chairman.
7. Crew and office staff members communicating with relatives or friends after emergencies shall restrict
themselves to describe their personal situation and refrain from any general comments for the reasons stated
before.
16/01/2012 Press Release
Form Purpose Information of the public in cases of emergency

Distribution Original to Managing Director
Date of Publication Time of Publication
Content of Press Release
Released by (Name / Position) Signature
Contact Information: Marlow Navigation Company Limited

Marlow Building, 13, Alexandrias Street, CY-3013, Limassol, Cyprus
Tel: +357-25882588 (reception)
Fax: +357 -25882599 (main fax)
Fax: +357 -25882196 (Technical department fax)
20/07/2005 Company and Vessel Information in Public Databases
1. Public databases containing vessel and manager/owner information have become vital instruments for
a. emergency response coordination,
b. lobby groups, journalists and investigators,
c. port state control and security inspection targeting programmes and
d. business relationships (charterers, insurers).
2. It is the responsibility of the DPA/CSO to ensure the correctness of information about the company and
vessels managed by it by
a. checking the public databases listed below as far as accessible in March and in September and
b. by following up on necessary amendments.
Company & Vessel Info Month/Year

Check List - Vessel:
Database Type of Information Correct Follow-Up
Y/N Completed
LR Fairplay detailed company and vessel information
www.lrfairplay.com - published on the internet and as electronic media
www.wsd-online.com - information resource for SAR responders
- managers of IMO Ship and Company ID Numbers
ITU radio station details
www.itu.ch - published o n t he i nternet a nd i n t he I TU L ist o f
Ship Stations
- contact information resource for SAR operations
Inmarsat Inmarsat vessel numbers
www.inmarsat.com - contact information resource for SAR operations
AMVER emergency r esponse i nformation a s obt ained from LR
www.amver.com Fairplay and the vessel's AMVER registration form
- contact information resource for SAR operations
Equasis combined vessel and operator performance database
www.equasis.org - fed by Port States (USCG, Paris and Tokyo MoU's)
- fed by Flag States, ITF, Classification Societies
Paris MoU Port State Control database (also feeding into Equasis)
www.parismou.org - used b y the p ublic, charterers, insurers, j ournalists
and investigators
Tokyo MoU Port State Control database (also feeding into Equasis)
www.tokyo-mou.org - used b y the p ublic, charterers, i nsurers, j ournalists
www.pma.ru and investigators
U.S. Coast Guard Port State Control database (also feeding into Equasis)
www.uscg.mil/psix/ - used b y the p ublic, charterers, insurers, j ournalists
and investigators
20/07/2005
Maintenance of Shipboard Emergency Response
Equipment
1. The maintenance programme for all emergency response equipment is an integral part of the vessel's general
maintenance programme.
2. The maintenance schedule for each particular item must reflect regulatory requirements (e.g. SOLAS) and
manufacturer instructions. Each maintenance task shall be clearly assigned to a crew member.
3. The Safety Officer, the Chief Engineer, the Master and the Technical Superintendent are jointly responsible
to ensure that
a. the maintenance programme is adequate and fully implemented
b. minimum stock levels for safety equipment spares and consumables are defined and maintained and
c. deficiencies and damages are repaired as soon as possible and that authorities are notified if and as
required.
20/07/2005 Emergency Response Information Libraries
Emergency Response Information Resource Vessel Office

MN Quality Manual Part 50 - Emergency Response Procedures Y Y
• based on regulatory minimum standards and industrial best practice guidelines
• including ship specific SOPEP (with contact information) and ship specific SSP
ITU and British Admiralty Lists of Radio Stations Y N
International Aeronautical and Maritime Search and Rescue Manual (IAMSAR) Y Y
International Medical Guide for Ships Y Y
International Maritime Dangerous Goods (IMDG) Code Y Y
Internet Resources: N Y
1. search engines (e.g. http://www.google.com/)
2. IMO resources (http://www.imo.org/)
3. LR Fairplay's World Shipping Encyclopaedia (http://www.wsdonline.com/)
4. ShipManager.info (http://www.shipmanager.info/)
5. ITU MARS database (http://www.itu.int/ITU-R/terrestrial/mars/)
6. Inmarsat directory (http://maritime.inmarsat.com/)
7. PSC databases (e.g. http://www.equasis.org/)
21/09/2017 Emergency Response Drills and Exercises
Page 1 of 1 DPA QMR J. Managing Director
Objective description of the emergency response training programme

Scope whole company
References ISM Code Ch. 8.1, Cyprus Circular No. 27/2006
Records training records
1. All emergency response procedures must be frequently practised in order to ensure that they remain workable and
up-to-date and in order to ensure that all parties remain familiar with them.
2. The DPA is responsible for designing the company's emergency response training programme (see form MNC-50-
350F1) in accordance with regulatory requirements and company policies and to monitor its companywide
implementation.
3. The DPA/CSO is in particular responsible to plan and execute those exercises which involve both shipboard and
office staff and possibly as well third parties (e.g. SOPEP, SMPEP, VRP and SSP exercises).
4. The Masters are responsible to implement the training programme on board their ships in accordance with all
applicable regulatory requirements and company procedures. Any noted deficiencies in the company's emergency
response procedures must be brought to the attention of the DPA without undue delay.
5. The Technical Superintendents are responsible to monitor the emergency preparedness of their vessels both in terms
of equipment maintenance and crew competence based on the routine reports received from board and their own
impressions collected during the frequent ship inspections.
6. All drills and other emergency response training measures must be recorded in the vessel's log book. Furthermore the
Masters shall ensure that more detailed drill reports are being prepared (see form 50-350F2) to which the log book
entries should refer. Copies of the reports shall be sent to the Technical Superintendent and the DPA with the
monthly returns.
7. Any findings of deficiencies or potential problems during a drill must be carefully recorded in the drill report and be
rectified as agreed with the Technical Superintendent and the DPA.
8. Once per year announced joined exercise for all flags register (Oil Spill, Fire Drill, Abandon Ship Drill) shall
involve the Office Response Team (ORT) to test and revalidate communication and cooperation procedures. The
master shall propose a date for such exercise to the DPA in accordance with the vessel`s training and trade
schedule.
9. At least once per year the Company should ensure that, its vessel sailing under the Cyprus Flag, carry out a ship
to shore drill for at least three of the following emergency scenarios. (Relevant scenarios listed below, which can
be combined ) However all eight scenarios should be addressed within a three years period and a different ship
should be chosen every year to take part to the ship to shore drill.
a. Structural failure, including failure of hull openings above the loaded waterline;
b. Failure of the main propulsion machinery;
c. Collision;
d. Grounding and stranding;
e. Shifting of cargo; where applicable
f. Flooding
g. Serious injury (including rescue from enclosed space and helicopter operations for transfer of the
injured crew member)
h. Spills resulting from casualties
10. New crew members must be duly familiarized by the Safety Officer with the shipboard emergency response
procedures and their specific tasks in various emergencies. They may find the necessary information additionally by
using the Muster List and the ship specific SOLAS training manuals for fire-fighting and life-saving equipment.
11. New office employees must be duly familiarized with their specific tasks (if any) in cases of shipboard emergencies.
ORT members must be familiarized with the location and contents of the relevant procedures, manuals and plans.
27/03/2017 Annual Drill Plan

Update and send copy to the office monthly
EMS
Distribution in AMOS EMS Fill and update each month in AMOS EMS and File only at the end of each year in AMOS EMS
Vessel: Year:
Nature of Drill Planned Date January February March April May June July August September October November December
Fire / Explosion Monthly
Abandon ship Monthly
Oil Spill Monthly
Entry into confined spaces &
Every 2 months
Rescue Drill
Man Overboard & Recovery of
Every 1 or 3
persons from water / Launching
months*
and manoeuvring in water
Steering Failure Every 3 months
Continued Familiarization
Training for Carrying Every 3 months
Dangerous Goods onboard
Continued Familiarization
Every 3 months
Training for GMDSS Operators
Freefall / Simulated Launching
(via crane) and manoeuvring in Every 3 months
water Lifeboat
Onboard Training for Davit
Every 3 months
Launching Life Raft
Biofouling Management Plan

Every 3 months
training
Security Drills **
1. Bomb/Stowaways Search
Drill Every 3 months
2. Security Level rise from 1
to 2 (or from 2 to 3)
Emergency Towing Drill Every 6 months
Panama Canal SOPEP Training Every 6 months

Main Engine Failure Annual
Heavy Weather Damage Annual
Search and Rescue Annual
Grounding, Stranding, Flooding Annual
Hull Failure Annual

Machinery space(s) casualty Annual
Helicopter Operations Annual
Serious Injury Annual
Shifting / Jettison of Cargo

Annual
(where applicable )
Cargo spillage and

Annual
contamination
Main & Emergency electrical
Annual
power failure
Terrorism, Sabotage, Piracy Annual
Collision Annual
Nature of Drill only applicable
for US ships
NT-VRP Qualified Individual
Notification Exercise (see NT- Every 3 months
VRP sect:7) (US ships)
NT-VRP Emergency
Procedures Exercise (see NT-
Every 3 months
VRP sect:7 and app.C) (US
ships)
VGP Familiarization Training
Every 3 months
(US ships)
SMFF - OPA90 - Remote
Assessment & Consulting Drill Annual
(US ships) ***
Additional Drills / Training
(i.e. Donning of Immersion Suit,

EEBD, BA, Chemical Suit,
Watching Safety Video, ECDIS,
GMP, and etc.)
*According to SOLAS Ch. III, Reg.19, 3.3.6: As far as is reasonable and practicable, rescue boats, shall be launched each month with their assigned crew aboard and manoeuvred in the
water. In case this is not feasible because of operational or other reasons, this requirement must be complied with at least once every three months.
** According to ISPS Code A/10 and SSP section 160 (Security Training).
*** Vessels not operating within the US in a given calendar year (Jan. 1st – Dec. 31st) are exempt.
30/08/2019 Emergency Response Drill Report
Form Purpose Record of drill proceedings and subsequent analysis

Distribution
Original to ship's file (reference in log book), copy to DPA (attach related ERP check list)
without AMOS
Distribution in
Fill in AMOS EMS and Forward to Marine/Quality section
AMOS
Vessel Date
Drill Type From-To
Drill Scenario Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Time Activity Description / Comments
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Fire or Explosion

Distribution
Original to ship's file (reference in log book), copy to DPA
without AMOS
Distribution in
Fill in AMOS and Forward to Marine/Quality section
AMOS
Vessel Date
Drill Scenario From-To
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
Action √ Time Comments

1 Sound Fire Alarms, Muster Fire Squads
2 At sea, alter course and speed to reduce effect of
wind/draft on fire spread
3 If fire/explosion in Engine room, advise bridge
4 Call Master
5 If fire/explosion elsewhere, advise Engine room
6 Ensure VHF operates on channel 16
7 Plot ship's position
8 Locate fire/explosion site and source of fire or explosion
9 Action to isolate fire, if broke out
10 Stop all cargo and bunker operations, if any
11 Close down all vents/dampers
12 Close skylights, fire doors, ports, etc.
13 Isolate Electrical circuits for fire zone
14 Stop Engine, if required
15 Action team to evacuate personnel/passengers from
fire/explosion area
16 Personnel/passengers accounted for
17 Treat injuries
18 Operate Fire Extinguishing system, if necessary
19 Alert Port Authorities, if in port or near port
20 Inform office
21 Have Shore Connection ready
22 Switch on deck lights
23 Exhibit lights/shapes, if feasible
24 prepare lifeboat or life saving appliances
25 Assess ship's structural damage
26 Assess Cargo damage, if necessary
27 Assess damage to shore installation
28 Assess possibility of further explosion or spread of fire
29 Assess possibility of toxic/poisonous fumes
30 Shore assistance required
31 Tugs required
32 Spares, equipment, materials required
33 Medical assistance required
34 Evaluation of personnel necessary
35 Abandon ship imminent
36 Surveyor attendance required (H&M)
37 P & I Attendance required
38 Stability checked if compartments flooded
39 Evaluate situation and report to office indicating kind of
assistance required, if any
40 Take photographs, if possible
41 Keep records of facts and make logbook entries

42 De-brief all parties involved upon resumption of normal
operations
43 Review response procedures
44
30/08/2019 Drill Report - Collision

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without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature

1 Sound Emergency Alarm
2 Stop engines
3 Switch to Manual steering
4 Advise Engine room
5 Call Master on Bridge
7 Ensure VHF operates on Channel 16
8 Summon Senior Officers on bridge
9 Fix ship's position
10 Close watertight doors
11 Muster Action Team (firefighting/spill lifeboats)
12 Muster crew/passengers, account for, check injuries
13 Alert vessels in vicinity
14 Contact other vessel (VHF, Radio, Voice), inquire
- Name of vessel
- Port of Registry
- Call Sign
- Name of Master
- Structural condition
- Personnel / passenger condition injuries
- Type of cargo
- Sailed from, bound to
15 Send out warnings, contact shore station
16 Exhibit NUC lights / shapes
17 Check severity of contact of ships
18 Sound all tanks, bilges, including Engine spaces
19 Assess Hull damages (peaks, tanks, holds, engine room,
pump rooms, cofferdams, etc.)
20 Inform Office/shore/authorities
21 Check Cargo condition, fuel, hydraulic lines, steam
pipes, valves etc. for damages /leaks
22 Check for pollution and assess possibility of same
23 Check possibility of flooding and determine stress and
stability/buoyancy of ship if disengaged from other
vessel
24 Evaluate situation and report to ORT indicating kind of
25 Tug assistance required
26 Confirmation that own and other vessel not to disengage
if danger of sinking/capsizing exists
27 P&I attendance
28 Surveyor attendance required

29 Gather following information/facts
- Time of contact
- Details of other vessels as in 14
- Contact position
- Course and speed at time of contact
- Marl course recorder
- Mark engine data logger
- Note all bridge and engine movements/times
- Note times and sound signal given
- Draft at time of contact
30 Disengagement / re-floating attempt
31 Abandon ship decided
32 Letter holding other vessel responsible given to Master
of other vessel - signed / refused
33 Note of protest
34 Statement from Officer on watch, other witnesses
35 Ensure other vessel does not require stand by services if
own vessel to resume voyage
36 Keep records of facts and make log book entries
operations
39
30/08/2019 Drill Report - Grounding/ Standing/ Flooding

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Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature

1 Stop Engines
4 Call Master
6 Exhibit lights/shapes
8 Muster personnel/passengers and encounter for and
check for any injuries
9 Switch on all Deck lights
10 Close all watertight doors
11 Sound all tanks (ballast, bunker, bilges, etc.)
12 Check for possible pollution
13 Check for extent of structural damage
14 Check for flooding and water intake rate
15 Take sounding around vessel to determine areas and
depth of grounding
16 Determine nature of bottom
17 Establish vessel's position
18 Check chart to determine vessel's surrounding waters /
shoals
19 Check machinery for damages
20 Check propeller and tail shaft for damages, oil leaks
21 Determine tides, currents, state of sea and weather
22 Assess damage to cargo, if any
23 Determine condition of ship, including hull stresses
24 Inform the office
25 Assess possibility of vessel re-floating at high water
26 Evaluate necessity to add ballast to avoid grounding or
going further aground
27 Determine stability vessel at floating condition; send
details for shore assistance
28 Assess possibility of re-floating if vessel intact, by using
engines and/or anchors
30 Evaluate situation to office indicating kind of assistance
required, if any
31 Surveyor Attendance Required (H&M)
32 P&I attendance required

33 Gather following information / facts:
- Vessel's position before grounding/stranding
- Course and speed at time of grounding/stranding
- Course recorder point
- Engine/bridge data logger printout
- Draft at time of grounding/standing
- Pilot/tugs in attendance at time of grounding
- Statements
34 Time of re-floating
35 Keep records of facts and make logbooks entries
operations
38
30/08/2019 Drill Report - Heavy Weather Damage

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Heavy Weather Damage

1 Ship's position and time of damage
2 Time and Nature of Damage noted
5 Notify Engine room
6 Assess weather conditions, sea state
7 Adjust course and speed / Hove to
8 Check for any crew/passengers injuries
9 Evaluate damage to vessel and cargo, if any
10 Check deck cargo lashings
11 Check deck fittings, deck machinery, anchors
12 Check Engine room machinery and heavy spares
13 Broadcast weather warnings
14 Obtain updated weather forecast for areas
15 Notify Office/shore/ authority
16 Request assistance if required
19 Photographs taken, if possible
20 Evaluate situation and report to ORT, indicating kind of
21 Notify all interested parties (Charterers, agents)
22 Keep records of times, facts and make logbook entries
23 Prepare weather damage log abstracts
24 Lodge Note of Protest at Arrival Port
operations
27
30/08/2019 Drill Report - Hull Failure

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without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Hull Failure

2 Reduce speed to minimize stress on the Hull
3 Switch to manual steering
4 Notify Engine room to Stand by
5 Call Master on bridge
8 Assess from charts Navigation hazards in vicinity
9 Muster crew/passengers
11 Locate and assess magnitude of failure
12 Assess immediate danger of sinking or capsize
13 Alert vessels in vicinity, send out warnings
15 Assess weather conditions and steer vessel to minimize
effect of sea on hull
16 Check oil spills and activate SOPEP if required and
feasible
17 Initiate damage control measures
18 Evaluate possibility of dumping ballast or jettison cargo
to reduce stress of hull.
19 If stability of stress cannot be calculated onboard,
contact Office to assist.
20 Prepare lifeboats.
21 Assess fire risk from release of flammable substances.
operations
26
30/08/2019 Drill Report - Shifting / Jettison of Cargo

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without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Shifting / Jettison of Cargo

1 Press the VDR button to preserve VDR data
2 Vessels are intended to safely carry cargo from one port to
another and seafarers are obliged to do everything in their
ability to preserve the cargo while under their care.
Therefore, very careful consideration must be given prior to
deciding whether to shifting/jettison any part of the cargo. Only
in a life threatening situation or when the integrity of the larger
part of the cargo or the vessel is threatened, shifting/jettison
may be considered of as an option. Call all Senior Officers and
consider following issues.
3 Quantity to be shifted/jettisoned (weight)
4 If large quantities, how does it effect stability?
5 Does it affect trimming moments?
6 Does it affect securing of the rest of the cargo?
7 Will the shifted/jettisoned cargo sink or float?
8 Will the shifted/jettisoned cargo be a danger to
navigation?
9 Will the shifted /jettisoned cargo pollute?
10 Is the shifted/jettisoned cargo liable to get into the food
chain now or the future?
11 Consider currents and tides
12 Mark the vessel’s position
13 Calculate where the shifted/jettisoned cargo is likely to
end
14 Inform the Head Office and ask for advise it time permits
15 Inform the office of quantities, Bills of Ladings, IMO
numbers if applicable
16 Inform authorities
17 Keep detailed records and make proper log entries
operations
20
30/08/2019 Drill Report - Abandon Ship

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Abandon Ship

1 Upon receiving order from Master to Abandon ship:
1. Sound the Alarm: 1 short and one long blast on
whistle and bell
2. Assemble crew/passengers at Muster stations
3. Allocate duties as per Lifeboats Muster list
2 Lower boats, survival craft to embarkation decks (if
applicable)
3 Ensure all crew/passengers are accounted for
4 Ensure lifejackets are donned
5 Check Immersion suits and Thermal Protective aids
6 Test Emergency Lighting for mustering and
abandonment
7 Ensure ship's position is record and charted
8 Ensure Distress signal is transmitted
9 Notify Company/shore/authority, vessels in vicinity
10 Ensure Lifeboat Emergency transmitter is taken to boat
11 Release EPIRB
12 Release radar transponder
13 Additional provisions / blankets taken
14 Chart with last position and log book taken
15 Abandon ship order verbally given by Master
16 Starting and operating the Lifeboat engine
17 Embarkation lifeboats with Officers in charge
18 Lower boats/survival craft in water, release falls
1. In case of free falling lifeboats, embark first
2. In case of life rafts, release overboard, inflate and
board from water of jump in.
19 Cast off and away from vessel, debris and/or oil spill
20 Look out for searching vessels, aircraft
22 Keep sending distress signals from survival craft.
operations
25
30/08/2019 Drill Report - Cargo Spill or Contamination

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without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Cargo Spill or Contamination

1 Spillage into the SEA and therefore POLLUTION -
Activate SOPEP.
2 A cargo spillage ON BOARD may have following
hazardous consequences:
1. Contamination of cargoes/spaces
2. Effect on ship’s hull/equipment
3. Harm to personnel/onboard living environment
The spill or contamination on board can be caused by:
1. Mixing of cargoes (liquids and solids)
2. Water contamination
3. Poisonous/toxic/odorous substances
4. Corrosives, etc.
Careful stowage and separation of various goods
according to recommendations (e.g. IMDG) should
normally prevent cargo spills, but in the case of a spill or
contamination the following Check list should be used.
3 If at sea, fix vessel position
4 Call Master and assemble senior officers
5 Stop source and prevent further contamination
6 Ascertain properties of substance and the allowable/
recommended counter-measures
7 Prevent any spillage from running into the seas
8 Consider threats to life and to the ship from
1. toxic substances
2. poisonous fumes
3. corrosive substances
4. inflammable and /or explosive properties
9 Investigate cause of spillage/contamination considering
1. heavy weather
2. inadequate package
3. inappropriate stowage of goods
10 Muster fire party
11 Ensure protective appliances are ready for use
1. clothing/gloves
2. eye protection
3. breathing apparatus
4. relevant gas masks/filters
12 Inform Head office and seek advice
13 If in port, inform authorities / agents
14 Inform P&I through office
15 Inform charterers/cargo shipper receivers
16 Consider assistance required
1. Port of refuge
2. Shore establishments
3. Other ships
4. Tugboats
operations
19
Drill Report - Man Overboard & Recovery of Persons
30/08/2019 from the water (Launching & Manoeuvring Rescue boat
in water)

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
Drill Report - Man Overboard & Recovery of Persons
30/08/2019 from the water (Launching & Manoeuvring Rescue boat
in water)

2 Upon noticing or hearing "MAN OVERBOARD":
1. Turn wheel on side man fell
2. Stop Engines
3. Release Lifebuoy with light and smoke signal on the
side where the person fell overboard
3 Resume speed and commence Williamson or Scharnow
turn
4 Sound Alarm, whistle signal (three long blasts)
5 Plot vessel position
6 Plot Lifebuoy's position
8 Inform Engineer on watch and place Engine on standby
9 Post look outs to keep person on sight
10 Summon Senior Officers on bridge, assemble rescue boat
team
12 Prepare rescue boat for recovery operation
13 Broadcast man overboard warning
14 Warn vessel's in vicinity as necessary by sound or lights
signals or VHF/Radio
15 Prepare blankets, medicines to treat recovered persons
16 Manoeuvre to recover person
17 Follow guidance available in the ship’s manual, “Plans
& Procedures for recovery of persons from the water”
18 Recover rescue boat and rescue team
19 Treat recovered persons for injuries and shock
21 Broadcast cancellation of Man Overboard warning
operations
25
30/08/2019 Drill Report - Serious Injury

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Serious Injury

1 Give Basic First Aid
2 Inform the Bridge / the Doctor
3 Inform the Master
4 Fix the Ship’s position
5 Seek medical advise from shore, if necessary
6 Identify cause of injury and apply relevant pre-cautions
7 Inform the Head office; Establish and maintain contact
8 Inform RCC
9 Consider with RCC vessels in the vicinity with medical
facilities
10 Consider Helicopter evacuation
11 Consider Deviation to nearest port
12 If deviation necessary, inform :
(a) Port authorities
(b) Head Office
(c) Owners
(d) Charterers
(e) P & I - via Head Office
13 Keep detailed reports and make the necessary log entries
14 Collect statements from any witnesses
15 Detailed description if injury caused by machinery
structure failure
16 The reports may be accompanied by sketches and/or
photos, if possible
operations
19
30/08/2019 Drill Report - Machinery spaces Casualty

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without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Machinery spaces Casualty

1 Consider precautions for the rescue team due to the
possibility that fumes or gases might be the cause of the
injury (confined spaces).
2 Due to the steep ladders necessary to climb (with the
injured person) a Nielsen stretcher or similar contraption
must be used so as not to aggravate the injury whilst
transporting the casualty to deck level/hospital.
3 Inform the engineer on duty / another engineer
4 Inform the bridge / doctor
5 Assess the area where casualty lies
6 Proceed as per procedure for the entry into confined
spaces (atmosphere check etc.)
7 Ascertain that all other machinery spaces are safe and no
imminent danger expected
8 Suspected bone injuries; Place and secure casualty in
Nielsen stretcher under the medical officer’s / doctors
guidance/instructions
9 Carry injured person on deck and to the hospital
10 Continue as per check list for serious injury
11 Identify cause of injury
12 Inform Head Office
13 Record detailed reports from witnesses / doctor /
engineer on watch
14 Make necessary log entries
operations
17
30/08/2019 Drill Report - Helicopter Operations

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
Reference should always be made to the International Chamber of Shipping publication "Guide to Helicopter/Tanker Operations". Although
this booklet is indented for use on board tankers, other vessels should also find it helpful.
30/08/2019 Drill Report - Helicopter Operations

1 Advise engine room and have engineers stand by
2 Switch on/off deck lighting as appropriate
3 Inform crew/passengers of intended operations and keep
them clear of operational area
4 Have the responsible people in place
5 Have the bridge properly manned and on hand steering
6 Provide helicopter company & pilot with details of the
vessel's construction, winching area, obstruction, course,
speed etc.
7 Agree procedures with helicopter pilot
8 Hoist answering pennant at masthead or where it can be
seen to indicate wind direction
9 Flushing red light available for use if found necessary to
cease operation
10 Fire party standing-by with stand-by fire hose with foam
application with capacity of 20 liters, firemen outfit, one
dry powder extinguisher of 9kg, axe, crowbar, haelesaw,
boat –cutters & small ladder (AMSA requirements for
vessels calling Australia)
11 Boat party stand-by in case helicopter has to ditch
12 Indicate location (position) of operation
13 Indicate reasons for using helicopter
14 Prepare deviation statement
15 Indicate time of resuming passage
16 Notify all intended parties
17 Keep records of time , fact and make entries in log book
operations
20
30/08/2019 Drill Report - Search and Rescue

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without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Search and Rescue

1 On receipt of distress message:
1. Plot distress position
2. Plot own position
3 Call Communications Officer to maintain listening watch
on distress frequencies
4 Calculate distress and steaming time to distress point.
5 Ensure VHF operates on Channel 16.
6 Ensure Radar is operating.
7 Establish contact with other vessels/shore stations; relay
distress signal if required.
8 If assistance is to be rendered:
1. Consult IAMSAR Manual
2. Advise Engine room
3. Summon Senior Officers on bridge
4. Inform Office/shore/authorities
9 Muster rescue boats team, prepare rescue boat
10 Prepare ladder and nets
11 Assess weather, sea state, currents, tides
12 Prepare medicines, blankets, hot food and drinks
13 Maintain contact with coordinating person/authority and
notify that vessel proceeds to distress areas
14 Gather information as regards number of persons on
vessel/aircraft in distress
15 Gather information as regards nature of cargo on
distressed vessel, including:
- If oil or toxic cargo
- If area is polluted by oil or other substances
- If pollution/debris may hamper operation
16 Post lookouts and radar observation for locating
distressed craft, survivors, radar transponder
17 Manoeuvre vessel, launch rescue boat, take survivors
onboard, always evaluating situation
18 Treat survivors for injuries, shock and:
- List name, nationality, next of kin
- List missing persons
- Request Medical advise, if required
19 Report to coordinating person/authority
21 Obtain official release from area of distress
22 Report to Office Deviation details
23 Prepare copy of Radio logbook
operations
27
30/08/2019
Drill Report - Entry into Confined Spaces & Rescue
Drill

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019
Drill Report - Entry into Confined Spaces & Rescue
Drill

2 Communication Methods Agreed
3 Ventilation Running
4 Testing of Oxygen, gas and vapour done and levels
found acceptable
5 Breathing Apparatus in Use
6 Person in charge standing by on scene
7 Deck and Engineer officers on watch informed
8 Adequate SAFE lighting exists in excluded spaces
9 NO ENTRY signs are exhibited
10 First Aid kit in place
11 Persons entering confined spaces are trained and familiar
with procedures and surroundings
12 In case of rescue from a confined space, Master and
shore management informed *, and
a. General emergency to be announced through
the ship’s alarm.
b. A responsible officer to be made in charge of
the operation.
c. Adequate man power to be present for the
operation.
d. Two trained persons to be ready with SCBA
and PPE.
e. All prior checks to be carried out on SCBA
used in the operation.
f. Life line to be used by the entry person.
g. Communication equipment (walkie-talkie) to be
given to all.
h. Torch lights to be taken along.
i. Extra ready breathing apparatus to be kept stand
by.
j. In charge of operation to be present at entry
point coordinating the operation.
k. Breathing apparatus to be carried by rescuing
party along with stretcher for the victim.
l. If not possible to carry SCBA, EEBD to be
carried instead.
m. A life line to be tied out in the stretcher of the
victim so that it can be guided and lifted out of
the tank/confined space.
* For reporting to Management and/ or other parties, the checklist “50-451F1, Serious Injury” will be used.
30/08/2019 Drill Report - Oil Spill

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Oil Spill

1 Stop all Cargo and Bunkering Operations
2 Stop all Ballasting and De-Ballasting Operations
3 Call the Master
4 Stop all bilge pumping/ Internal transfer
5 Stop all Cargo/ Fuel transfer operations
6 Muster Fire party
7 Enforce “No Smoking” rule
8 Advice Berth Operations
9 Advice Harbour Authorities
10 Locate Leak and repair
11 Ensure all scuppers are still properly plugged
12 If oil contained on deck, take action to clear up
13 If oil spill to sea/ dock, immediately alert P&I local
representative
14 Determine type of oil
15 Take sample of oil
16 Quantity of oil spilled
17 If oil in harbour, estimate area covered
18 Weather and forecast
19 Check tide and current
20 Check names of vessels in vicinity
21 Note protest
22 Take photographs only if camera is of non-flash type
23 Collect and document Correspondence
24 Enter Facts in Log-Book
25
NOTE: Whenever oil is observed in the sea, harbour or dock etc. and the Master and Chief Engineer are completely satisfied
that it is not from own vessel, then the following action must be taken to protect vessel's interests and to ensure that the vessel
is not held responsible.
1. Enter in Log Book that an oil spill has been sighted and that the oil does not originate from own vessel.
Additionally, if in or near port:
2. Advise local agent and port authorities.
3. Endeavour to obtain oil sample.
4. Advise local P & I representative.
5. Note names of vessels in the vicinity.
6. If vessel's side plating or mooring ropes are contaminated by oil endeavour, through agent, to serve written notice
of claim for damages on the culprit vessel.
7. Keep Company advised of all developments.
30/08/2019 Drill Report - Terrorism/ Sabotage/ Piracy

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Terrorism/ Sabotage/ Piracy

1 Identify act of terrorism
• Piracy
• Bomb/threat
• Sabotage
• Hijacking
• Environmental terrorism.
2 Endeavour to maintain contract with vessel.
3 Identify ship’s position/port/pier.
4 Identify nearest responsible authority and contact/ report/liaise.
5 Master/ crew to avoid confrontation.
6 Evaluate category of terrorist:
• Political
• Guerilla
• Criminal
• Anarchists
• Psychopaths
1. Refugees, etc.
7 Evaluate demand of terrorist and co-ordinate with authorities.
8 Contact P&I Representative.
9 Contact Owners/ Charterers / Operators
10 Endeavour to communicate with terrorist onboard.
11 Establish if vessel targeted or attacked at random.
12 Establish terrorists demands.
13 Always liaise with local or relevant authorities (police)
14 Establish well being of personnel and if hostages held?
15 Authorities (police) took action.
16 Terrorists captured/departed.
17 Damages caused, loot taken, injuries caused – established.
18 Profile of terrorist established.
19 Vessel proceeding to:
• Port of refuge
• Repair port
• Original destination.
20 Keep Management and other parties informed of developments.
21 Reports from vessel prepared.
22 Attach proper recording of events and proper documentation
23
30/08/2019 Drill Report - Steering Gear Failure

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Steering Gear Failure

1 Engage standby or emergency steering (as available)
2 Call Master
3 Advise engineer on watch
4 Call additional navigational watch crew as required (for
lookout, emergency steering, anchoring, signalling etc.)
5 Initial check for traffic in the vessel's vicinity - keep
monitoring
6 Stop engines if required
7 Exhibit 'Not Under Command' lights/shapes as necessary
8 Make appropriate sound signals as required
9 Issue an initial navigational warning on VHF Channel 16
- keep monitoring Ch. 16
10 Record time of failure - keep recording events/ comm.
11 Prepare anchors for use if water depth suitable
12 Verify vessel's initial position / keep plotting
13 Check for navigational hazards in the vessel's vicinity
14 Assess tidal, sea and weather conditions
15 Establish the cause of failure
16 Check if spares are required / available
17 Evaluate if external assistance is required
18 Alert the Technical Superintendent or DPA to initiate
ORT procedures
19 Report to Coastal State and local authorities as required
(see also SOPEP)
20 Keep broadcasting navigational warnings as required
21 Use engine and/or anchors to keep vessel in position (as
applicable)
22 Keep ORT informed on situation on board and
communication with third parties
23 Review watch plans to prevent fatigue in case the repair
may take time
24 Keep detailed time log on events and communication /
make log book entries
operations
27
30/08/2019 Drill Report - Main Engine Failure

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Main Engine Failure

1 Note time of failure (engine recorder) / ship's position
2 Ensure engineer on watch is aware of situation
3 Call Master
lookout, anchoring, signalling etc.)
monitoring
8 Consider an initial navigational warning on VHF
Channel 16 - keep monitoring Ch. 16
12 Establish cause of failure
13 Check current shipboard repair options (spares available,
manpower, time required)
14 Evaluate what external assistance is required
1. tug assistance
2. spare parts / service required immediately
3. spare parts / service required next port
4. insurance surveyor attendance (H&M, P&I)
5. class surveyor attendance
ORT procedures / keep ORT informed
(see also SOPEP)
18 Review watch and work schedules to prevent fatigue in
case the repair may take time
19 Keep detailed time log on events and communication,
make log book entries and collect evidence (photos,
drawings, diagrams, reports, faulty parts, samples etc.)
20 Note time/position upon resumption of normal
operations and inform all parties involved on anticipated
delays (ORT, charterers, next port, coastal authorities,
AMVER etc.)
22
30/08/2019 Drill Report - Total Electrical Power Failure

Distribution
without AMOS
Distribution in
AMOS
Vessel Date
Vessel's
Position
Crew Absent
(Reasons)
With External
Parties?
Overall Drill
Evaluation
Deficiencies /
Suggestions
Master's Name,
Date, Signature
30/08/2019 Drill Report - Total Electrical Power Failure

1 Activate emergency hand steering
2 Liaise with engine room regarding stopping main engine
3 Display N.U.C. lights
4 Call the Master
5 Assemble Senior Officers and assess situation
6 Fix Ship’s position
7 If failure occurs during darkness: Make sure that crew
and passengers in cabins are informed that no personal
danger exists and it is safer to stay indoors.
8 If failure occurs during daylight, inform passengers and
explain the inconvenience and that no personal danger
exists.
9 Have battery operated V.H.F, Aldis lamp, GMDSS ready
10 Inform any ship’s in immediate vicinity
11 Check and record any immediate land or other
navigational hazards
12 Check currents / tides
13 If in vicinity of land, prepare anchors to be used if
necessary
14 Inform head office; Establish and maintain contact
15 Inform authorities of next port
16 Establish cause of breakdown
17 Establish whether failure can be repaired by ships
personnel and time required
18 Are spares and equipment adequate
19 If towage assistance required, assess situation through
head office
20 Keep a record of all events and make the necessary log
entries
AMVER etc.)
23
16/01/2014 Fire or Explosion - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of fire or explosion.
Distribution
Original to ship's files, copy to DPA (fax updates to ORT during emergencies)
without AMOS
Distribution in
AMOS
Vessel's Name Drill or Emergency?

Vsl's Position Drill/Emergency Date
Master's Name Time Zone

1 Sound Fire Alarms, Muster Fire Squads
2 At sea, alter course and speed to reduce effect of
wind/draft on fire spread
3 If fire/explosion in Engine room, advise bridge
4 Call Master
5 If fire/explosion elsewhere, advise Engine room
7 Plot ship's position
8 Locate fire/explosion site and source of fire or explosion
9 Action to isolate fire, if broke out
10 Stop all cargo and bunker operations, if any
11 Close down all vents/dampers
12 Close skylights, fire doors, ports, etc.
13 Isolate Electrical circuits for fire zone
14 Stop Engine, if required
15 Action team to evacuate personnel/passengers from
fire/explosion area
16 Personnel/passengers accounted for
17 Treat injuries
18 Operate Fire Extinguishing system, if necessary
19 Alert Port Authorities, if in port or near port
20 Inform office
21 Have Shore Connection ready
23 Exhibit lights/shapes, if feasible
24 prepare lifeboat or life saving appliances
25 Assess ship's structural damage
26 Assess Cargo damage, if necessary
27 Assess damage to shore installation
28 Assess possibility of further explosion or spread of fire
29 Assess possibility of toxic/poisonous fumes
30 Shore assistance required
31 Tugs required
32 Spares, equipment, materials required
33 Medical assistance required
16/01/2014 Fire or Explosion - Shipboard Response

34 Evaluation of personnel necessary
35 Abandon ship imminent
37 P & I Attendance required
38 Stability checked if compartments flooded
39 Evaluate situation and report to office indicating kind of
40 Take photographs, if possible
41 Keep records of facts and make logbook entries
operations
44
16/01/2014 Collision - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of a collision.
Distribution
without AMOS
Distribution in
AMOS


2 Stop engines
3 Switch to Manual steering
10 Close watertight doors
11 Muster Action Team (firefighting/spill lifeboats)
12 Muster crew/passengers, account for, check injuries
13 Alert vessels in vicinity
14 Contact other vessel (VHF, Radio, Voice), inquire
- Name of vessel
- Port of Registry
- Call Sign
- Name of Master
- Structural condition
- Personnel / passenger condition injuries
- Type of cargo
- Sailed from, bound to
15 Send out warnings, contact shore station
16 Exhibit NUC lights / shapes
17 Check severity of contact of ships
18 Sound all tanks, bilges, including Engine spaces
19 Assess Hull damages (peaks, tanks, holds, engine room,
pump rooms, cofferdams, etc.)
21 Check Cargo condition, fuel, hydraulic lines, steam
pipes, valves etc. for damages /leaks
22 Check for pollution and assess possibility of same
23 Check possibility of flooding and determine stress and
stability/buoyancy of ship if disengaged from other
vessel
16/01/2014 Collision - Shipboard Response

26 Confirmation that own and other vessel not to disengage
if danger of sinking/capsizing exists
27 P&I attendance
28 Surveyor attendance required
29 Gather following information/facts
- Time of contact
- Details of other vessels as in 14
- Contact position
- Course and speed at time of contact
- Marl course recorder
- Mark engine data logger
- Note all bridge and engine movements/times
- Note times and sound signal given
- Draft at time of contact
30 Disengagement / re-floating attempt
31 Abandon ship decided
32 Letter holding other vessel responsible given to Master
of other vessel - signed / refused
33 Note of protest
34 Statement from Officer on watch, other witnesses
35 Ensure other vessel does not require stand by services if
own vessel to resume voyage
36 Keep records of facts and make log book entries
operations
39
20/01/2014
Grounding / Stranding / Flooding - Shipboard
Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of grounding,
stranding or flooding.
Distribution
without AMOS
Distribution in
AMOS


1 Stop Engines
4 Call Master
6 Exhibit lights/shapes
8 Muster personnel/passengers and encounter for and
check for any injuries
9 Switch on all Deck lights
10 Close all watertight doors
11 Sound all tanks (ballast, bunker, bilges, etc.)
12 Check for possible pollution
13 Check for extent of structural damage
14 Check for flooding and water intake rate
15 Take sounding around vessel to determine areas and
depth of grounding
16 Determine nature of bottom
17 Establish vessel's position
18 Check chart to determine vessel's surrounding waters /
shoals
19 Check machinery for damages
20 Check propeller and tail shaft for damages, oil leaks
21 Determine tides, currents, state of sea and weather
22 Assess damage to cargo, if any
23 Determine condition of ship, including hull stresses
24 Inform the office
25 Assess possibility of vessel re-floating at high water
26 Evaluate necessity to add ballast to avoid grounding or
going further aground
27 Determine stability vessel at floating condition; send
details for shore assistance
28 Assess possibility of re-floating if vessel intact, by using
engines and/or anchors
20/01/2014
Grounding / Stranding / Flooding - Shipboard
Response

30 Evaluate situation to office indicating kind of assistance
required, if any
31 Surveyor Attendance Required (H&M)
33 Gather following information / facts:
- Vessel's position before grounding/stranding
- Course and speed at time of grounding/stranding
- Course recorder point
- Engine/bridge data logger printout
- Draft at time of grounding/standing
- Pilot/tugs in attendance at time of grounding
- Statements
34 Time of re-floating
35 Keep records of facts and make logbooks entries
operations
38
20/01/2014 Heavy Weather Damage - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of heavy weather
damage.
Distribution
without AMOS
Distribution in
AMOS


1 Ship's position and time of damage
2 Time and Nature of Damage noted
5 Notify Engine room
6 Assess weather conditions, sea state
7 Adjust course and speed / Hove to
8 Check for any crew/passengers injuries
9 Evaluate damage to vessel and cargo, if any
10 Check deck cargo lashings
11 Check deck fittings, deck machinery, anchors
12 Check Engine room machinery and heavy spares
13 Broadcast weather warnings
14 Obtain updated weather forecast for areas
15 Notify Office/shore/ authority
16 Request assistance if required
19 Photographs taken, if possible
20 Evaluate situation and report to ORT, indicating kind of
21 Notify all interested parties (Charterers, agents)
23 Prepare weather damage log abstracts
24 Lodge Note of Protest at Arrival Port
operations
27
20/01/2014 Hull Failure - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of hull failure.
Distribution
without AMOS
Distribution in
AMOS


2 Reduce speed to minimize stress on the Hull
3 Switch to manual steering
4 Notify Engine room to Stand by
5 Call Master on bridge
8 Assess from charts Navigation hazards in vicinity
9 Muster crew/passengers
11 Locate and assess magnitude of failure
12 Assess immediate danger of sinking or capsize
13 Alert vessels in vicinity, send out warnings
15 Assess weather conditions and steer vessel to minimize
effect of sea on hull
16 Check oil spills and activate SOPEP if required and
feasible
17 Initiate damage control measures
18 Evaluate possibility of dumping ballast or jettison cargo
to reduce stress of hull.
19 If stability of stress cannot be calculated onboard,
contact Office to assist.
20 Prepare lifeboats.
21 Assess fire risk from release of flammable substances.
operations
26
22/12/2014 Shifting / Jettison of Cargo - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of shifting/jettison of cargo.
Distribution
without AMOS
Distribution in
AMOS


2 Vessels are intended to safely carry cargo from one port to
another and seafarers are obliged to do everything in their
ability to preserve the cargo while under their care.
Therefore, very careful consideration must be given prior to
deciding whether to shifting/jettison any part of the cargo. Only
in a life threatening situation or when the integrity of the larger
part of the cargo or the vessel is threatened, shifting/jettison
may be considered of as an option. Call all Senior Officers and
consider following issues.
3 Quantity to be shifted/jettisoned (weight)
4 If large quantities, how does it effect stability?
5 Does it affect trimming moments?
6 Does it affect securing of the rest of the cargo?
7 Will the shifted/jettisoned cargo sink or float?
8 Will the shifted/jettisoned cargo be a danger to
navigation?
9 Will the shifted /jettisoned cargo pollute?
10 Is the shifted/jettisoned cargo liable to get into the food
chain now or the future?
11 Consider currents and tides
12 Mark the vessel’s position
13 Calculate where the shifted/jettisoned cargo is likely to
end
14 Inform the Head Office and ask for advise it time permits
15 Inform the office of quantities, Bills of Ladings, IMO
numbers if applicable
16 Inform authorities
17 Keep detailed records and make proper log entries
operations
20
22/11/2018 Abandon Ship - Shipboard Response
Page 1 of 1 H.S.E Manager QMR J. Managing Director
Form Purpose To be completed by the ship's command / watch officer by hand in case of an abandon ship
exercise - guidance check list in case of emergency.
Distribution
without AMOS
Distribution in
AMOS EMS

Vessel's Position Drill/Emergency Date

1 Upon receiving order from Master to Abandon ship:
1. Sound the Alarm: 1 short and one long blast on
whistle and bell
2. Assemble crew/passengers at Muster stations
3. Allocate duties as per Lifeboats Muster list
2 Lower boats, survival craft to embarkation decks (if
applicable)
3 Ensure all crew/passengers are accounted for
4 Ensure lifejackets are donned
5 Check Immersion suits and Thermal Protective aids
6 Test Emergency Lighting for mustering and abandonment
7 Ensure ship's position is record and charted
8 Ensure Distress signal is transmitted
9 Notify Company/shore/authority, vessels in vicinity
10 Ensure Lifeboat Emergency transmitter is taken to boat
11 Release EPIRB
12 Release radar transponder
13 Additional provisions / blankets taken
14 Chart with last position and log book taken
15 Abandon ship order verbally given by Master
16 Starting and operating the lifeboat engine
17 Embarkation lifeboats with Officers in charge
18 Lower boats/survival craft in water, release falls
1. In case of free falling lifeboats, embark first
2. In case of life rafts, release overboard, inflate and
board from water of jump in.
19 Cast off and away from vessel, debris and/or oil spill
20 Look out for searching vessels, aircraft
22 Keep sending distress signals from survival craft.
operations
25
20/01/2014 Cargo Spill or Contamination - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of a cargo spill or
contamination.
Distribution
without AMOS
Distribution in
AMOS


1 Spillage into the SEA and therefore POLLUTION -
Activate SOPEP.
2 A cargo spillage ON BOARD may have following
hazardous consequences:
1. Contamination of cargoes/spaces
2. Effect on ship’s hull/equipment
3. Harm to personnel/onboard living environment
The spill or contamination on board can be caused by:
1. Mixing of cargoes (liquids and solids)
2. Water contamination
3. Poisonous/toxic/odorous substances
4. Corrosives, etc.
Careful stowage and separation of various goods
according to recommendations (e.g. IMDG) should
normally prevent cargo spills, but in the case of a spill or
contamination the following Check list should be used as
a guideline.
3 If at sea, fix vessel position
4 Call Master and assemble senior officers
5 Stop source and prevent further contamination
6 Ascertain properties of substance and the allowable/
recommended counter-measures
7 Prevent any spillage from running into the seas
8 Consider threats to life and to the ship from
1. toxic substances
2. poisonous fumes
3. corrosive substances
4. inflammable and /or explosive properties
9 Investigate cause of spillage/contamination considering
1. heavy weather
2. inadequate package
3. inappropriate stowage of goods
10 Muster fire party
11 Ensure protective appliances are ready for use
1. clothing/gloves
a. eye protection
2. breathing apparatus
b. relevant gas masks/filters
12 Inform Head office and seek advice
13 If in port, inform authorities / agents
20/01/2014 Cargo Spill or Contamination - Shipboard Response

14 Inform P&I through office
15 Inform charterers/cargo shipper receivers
16 Consider assistance required
1. Port of refuge
2. Shore establishments
3. Other ships
4. Tugboats
operations
19
05/02/2018
Man Overboard & Recovery of Persons from the water
Form Purpose To be completed by the ship's command / watch officer by hand in case of man overboard.
Distribution
without AMOS
Distribution in
AMOS
Vessel's Name Emergency?

Vsl's Position Emergency Date
Action √ Local Comments

Time
1 Upon noticing or hearing "MAN OVERBOARD":
Release Lifebuoy with light and smoke signal on the side
where the person has fallen overboard
2 Assign the look-out to indicate the position of the person
in the water
3 Activate GNSS MOB marker
4 Engage hand steering
5 Take immediate manoeuvring action to preserve safety
of person in water
6 Sound general emergency alarm, including three
prolonged blasts on ship`s whistle
7 Call Master
8 Post extra look-outs
9 Commence recovery of persons for the water
10 Broadcast DISTRESS message, if appropriate
11 Engines on standby
12 Assume role of On-Scene Co-ordinator
13 Hoist signal flag OSCAR
14 Maintain log/record of events and decisions
Other
21/01/2014 Serious Injury - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of a serious injury.
Distribution
without AMOS
Distribution in
AMOS


1 Give Basic First Aid
2 Inform the Bridge / the Doctor
3 Inform the Master
4 Fix the Ship’s position
5 Seek medical advise from shore, if necessary
6 Identify cause of injury and apply relevant pre-cautions
7 Inform the Head office; Establish and maintain contact
8 Inform RCC
9 Consider with RCC vessels in the vicinity with medical
facilities
10 Consider Helicopter evacuation
11 Consider Deviation to nearest port
12 If deviation necessary, inform :
(a) Port authorities
(b) Head Office
(c) Owners
(d) Charterers
(e) P & I - via Head Office
13 Keep detailed reports and make the necessary log entries
14 Collect statements from any witnesses
15 Detailed description if injury caused by machinery
structure failure
16 The reports may be accompanied by sketches and/or
photos, if possible
operations
19
21/01/2014 Machinery Spaces Casualty - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of a casualty in the
machinery spaces.
Distribution
without AMOS
Distribution in
AMOS


1 Consider precautions for the rescue team due to the
possibility that fumes or gases might be the cause of the
injury (confined spaces).
2 Due to the steep ladders necessary to climb (with the
injured person) a Nielsen stretcher or similar contraption
must be used so as not to aggravate the injury whilst
transporting the casualty to deck level/hospital.
3 Inform the engineer on duty / another engineer
4 Inform the bridge / doctor
5 Assess the area where casualty lies
6 Proceed as per procedure for the entry into confined
spaces (atmosphere check etc.)
7 Ascertain that all other machinery spaces are safe and no
imminent danger expected
8 Suspected bone injuries; Place and secure casualty in
Nielsen stretcher under the medical officer’s / doctors
guidance/instructions
9 Carry injured person on deck and to the hospital
10 Continue as per check list for serious injury
11 Identify cause of injury
12 Inform Head Office
13 Record detailed reports from witnesses / doctor /
engineer on watch
14 Make necessary log entries
operations
17
21/01/2014 Helicopter Operations - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of helicopter operations in an emergency -
normal (e.g. pilot related) operations need not to be reported.
Reference should always be made to the International Chamber of Shipping publication "Guide to Helicopter/Tanker
Operations". Although this booklet is indented for use on board tankers, other vessels should also find it helpful.
Distribution
without AMOS
Distribution in
AMOS


1 Advise engine room and have engineers stand by
2 Switch on/off deck lighting as appropriate
3 Inform crew/passengers of intended operations and keep
them clear of operational area
4 Have the responsible people in place
5 Have the bridge properly manned and on hand steering
6 Provide helicopter company & pilot with details of the
vessel's construction, winching area, obstruction, course,
speed etc.
7 Agree procedures with helicopter pilot
8 Hoist answering pennant at masthead or where it can be
seen to indicate wind direction
9 Flushing red light available for use if found necessary to
cease operation
10 Fire party standing-by with stand-by fire hose with foam
application with capacity of 20 liters, firemen outfit, one
dry powder extinguisher of 9kg, axe, crowbar, haelesaw,
boat –cutters & small ladder (AMSA requirements for
vessels calling Australia)
11 Boat party stand-by in case helicopter has to ditch
12 Indicate location (position) of operation
13 Indicate reasons for using helicopter
14 Prepare deviation statement
15 Indicate time of resuming passage
16 Notify all intended parties
17 Keep records of time , fact and make entries in log book
operations
20
21/01/2014 Search and Rescue - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of a search and rescue
operation.
Distribution
without AMOS
Distribution in
AMOS


1 On receipt of distress message:
1. Plot distress position
2. Plot own position
3 Call Communications Officer to maintain listening watch
on distress frequencies
4 Calculate distress and steaming time to distress point.
5 Ensure VHF operates on Channel 16.
6 Ensure Radar is operating.
7 Establish contact with other vessels/shore stations; relay
distress signal if required.
8 If assistance is to be rendered:
1. Consult IAMSAR Manual
2. Advise Engine room
3. Summon Senior Officers on bridge
4. Inform Office/shore/authorities
9 Muster rescue boats team, prepare rescue boat
10 Prepare ladder and nets
11 Assess weather, sea state, currents, tides
12 Prepare medicines, blankets, hot food and drinks
13 Maintain contact with coordinating person/authority and
notify that vessel proceeds to distress areas
14 Gather information as regards number of persons on
vessel/aircraft in distress
15 Gather information as regards nature of cargo on
distressed vessel, including:
- If oil or toxic cargo
- If area is polluted by oil or other substances
- If pollution/debris may hamper operation
16 Post lookouts and radar observation for locating
distressed craft, survivors, radar transponder
17 Manoeuvre vessel, launch rescue boat, take survivors
onboard, always evaluating situation
18 Treat survivors for injuries, shock and:
- List name, nationality, next of kin
- List missing persons
- Request Medical advise, if required
19 Report to coordinating person/authority
21/01/2014 Search and Rescue - Shipboard Response

21 Obtain official release from area of distress
22 Report to Office Deviation details
23 Prepare copy of Radio logbook
operations
27
22/11/2016
Entry into Confined Spaces & Rescue - Shipboard
Response
operation.
Distribution
without AMOS
Distribution in
AMOS


2 Communication Methods Agreed
3 Ventilation Running
4 Testing of Oxygen, gas and vapour done and levels
found acceptable
5 Breathing Apparatus in Use
6 Person in charge standing by on scene
7 Deck and Engineer officers on watch informed
8 Adequate SAFE lighting exists in excluded spaces
9 NO ENTRY signs are exhibited
10 First Aid kit in place
11 Persons entering confined spaces are trained and familiar
with procedures and surroundings
12 In case of rescue from a confined space, Master and
shore management informed *, and
a. General energy to be announced through the
ship’s alarm.
b. A responsible officer to be made in charge of
the operation.
c. Adequate man power to be present for the
operation.
d. Two trained persons to be ready with SCBA
and PPE.
e. All prior checks to be carried out on SCBA
used in the operation.
f. Life line to be used by the entry person.
g. Communication equipment (walkie-talkie) to be
given to all.
h. Torch lights to be taken along.
i. Extra ready breathing apparatus to be kept stand
by.
j. In charge of operation to be present at entry
point coordinating the operation.
k. Breathing apparatus to be carried by rescuing
party along with stretcher for the victim.
22/11/2016
Entry into Confined Spaces & Rescue - Shipboard
Response

l. If not possible to carry SCBA, EEBD to be
carried instead.
m. A life line to be tied out in the stretcher of the
victim so that it can be guided and lifted out of
the tank/confined spare.
* For reporting to Management and/ or other parties, the checklist “50-451F1, Serious Injury” will be used
02/04/2014 Oil Spill - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of oil spill
Distribution
Original to ship’s files, copy to DPA (fax updates to ORT during emergencies)
without AMOS
Distribution in
AMOS
Vessel’s Name Drill or Emergency?

Vsl’s Position Drill/Emergency Date
Master’s Name Time Zone

1 Stop all Cargo and Bunkering Operations
2 Stop all Ballasting and De-Ballasting Operations
3 Call the Master
4 Stop all bilge pumping/ Internal transfer
5 Stop all Cargo/ Fuel transfer operations
6 Muster Fire party
7 Enforce “No Smoking” rule
8 Advice Berth Operations
9 Advice Harbour Authorities
10 Locate Leak and repair
11 Ensure all scuppers are still properly plugged
12 If oil contained on deck, take action to clear up
13 If oil spill to sea/ dock, immediately alert P&I local
representative
14 Determine type of oil
15 Take sample of oil
16 Quantity of oil spilled
17 If oil in harbour, estimate area covered
18 Weather and forecast
19 Check tide and current
20 Check names of vessels in vicinity
21 Note protest
22 Take photographs only if camera is of non-flash type
23 Collect and document Correspondence
24 Enter Facts in Log-Book
NOTE: Whenever oil is observed in the sea, harbour or dock etc. and the Master and Chief Engineer are completely satisfied
that it is not from own vessel, then the following action must be taken to protect vessel's interests and to ensure that the vessel
is not held responsible.
1. Enter in Log Book that an oil spill has been sighted and that the oil does not originate from own vessel.
Additionally, if in or near port:
2. Advise local agent and port authorities.
3. Endeavour to obtain oil sample.
4. Advise local P & I representative.
5. Note names of vessels in the vicinity.
6. If vessel's side plating or mooring ropes are contaminated by oil endeavour, through agent, to serve written notice
of claim for damages on the culprit vessel.
7. Keep Company advised of all developments.
21/01/2014 Terrorism/ Sabotage/ Piracy - Shipboard Response
operation.
Distribution
without AMOS
Distribution in
AMOS


1 Identify act of terrorism
• Piracy
• Bomb/threat
• Sabotage
• Hijacking
• Environmental terrorism.
2 Endeavour to maintain contract with vessel.
3 Identify ship’s position/port/pier.
4 Identify nearest responsible authority and contact/ report/liaise.
5 Master/ crew to avoid confrontation.
6 Evaluate category of terrorist:
• Political
• Guerilla
• Criminal
• Anarchists
• Psychopaths
• Refugees, etc.
7 Evaluate demand of terrorist and co-ordinate with authorities.
8 Contact P&I Representative.
9 Contact Owners/ Charterers / Operators
10 Endeavour to communicate with terrorist onboard.
11 Establish if vessel targeted or attacked at random.
12 Establish terrorists demands.
13 Always liaise with local or relevant authorities (police)
14 Establish well being of personnel and if hostages held?
15 Authorities (police) took action.
16 Terrorists captured/departed.
17 Damages caused, loot taken, injuries caused – established.
18 Profile of terrorist established.
19 Vessel proceeding to:
• Port of refuge
• Repair port
• Original destination.
20 Keep Management and other parties informed of developments.
21 Reports from vessel prepared.
22 Attach proper recording of events and proper documentation
23
22/01/2014 Steering Gear Failure - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of steering gear failure.
Distribution
without AMOS
Distribution in
AMOS


1 Engage standby or emergency steering (as available)
2 Call Master
3 Advise engineer on watch
lookout, emergency steering, anchoring, signalling etc.)
monitoring
6 Stop engines if required
9 Issue an initial navigational warning on VHF Channel 16
- keep monitoring Ch. 16
10 Record time of failure - keep recording events/ comm.
12 Verify vessel's initial position / keep plotting
15 Establish the cause of failure
16 Check if spares are required / available
17 Evaluate if external assistance is required
ORT procedures
(see also SOPEP)
21 Use engine and/or anchors to keep vessel in position (as
applicable)
22 Keep ORT informed on situation on board and
communication with third parties
23 Review watch plans to prevent fatigue in case the repair
may take time
24 Keep detailed time log on events and communication /
make log book entries
operations
27
22/01/2014 Main Engine Failure - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of main engine failure.
Distribution
without AMOS
Distribution in
AMOS


1 Note time of failure (engine recorder) / ship's position
2 Ensure engineer on watch is aware of situation
3 Call Master
lookout, anchoring, signalling etc.)
monitoring
8 Consider an initial navigational warning on VHF
Channel 16 - keep monitoring Ch. 16
12 Establish cause of failure
13 Check current shipboard repair options (spares available,
manpower, time required)
14 Evaluate what external assistance is required
1. tug assistance
2. spare parts / service required immediately
3. spare parts / service required next port
4. insurance surveyor attendance (H&M, P&I)
5. class surveyor attendance
ORT procedures / keep ORT informed
(see also SOPEP)
18 Review watch and work schedules to prevent fatigue in
case the repair may take time
19 Keep detailed time log on events and communication,
make log book entries and collect evidence (photos,
drawings, diagrams, reports, faulty parts, samples etc.)
AMVER etc.)
22/01/2014 Total Electrical Power Failure - Shipboard Response
Form Purpose To be completed by the ship's command / watch officer by hand in case of main and
emergency electrical power failure.
Distribution
without AMOS
Distribution in
AMOS


1 Activate emergency hand steering
2 Liaise with engine room regarding stopping main engine
3 Display N.U.C. lights
4 Call the Master
5 Assemble Senior Officers and assess situation
6 Fix Ship’s position
7 If failure occurs during darkness: Make sure that crew
and passengers in cabins are informed that no personal
danger exists and it is safer to stay indoors.
8 If failure occurs during daylight, inform passengers and
explain the inconvenience and that no personal danger
exists.
9 Have battery operated V.H.F, Aldis lamp, GMDSS ready
10 Inform any ship’s in immediate vicinity
11 Check and record any immediate land or other
navigational hazards
12 Check currents / tides
13 If in vicinity of land, prepare anchors to be used if
necessary
14 Inform head office; Establish and maintain contact
15 Inform authorities of next port
16 Establish cause of breakdown
17 Establish whether failure can be repaired by ships
personnel and time required
18 Are spares and equipment adequate
19 If towage assistance required, assess situation through
head office
20 Keep a record of all events and make the necessary log
entries
AMVER etc.)
23
23/10/2019 ECDIS Failure Checklist
Form Purpose ECDIS failure checklist in case of an emergency

Distribution To be laminated and placed next to the ECDIS systems
Date: Officer in charge: Master:

Kind of incident:
Place of incident: Lat:
Long:
No. Task Completed / Comments

1 Single ECDIS Failure Tick ()
In case one ECDIS is not working, the second unit is taking over Master
status:
• Inform Master
• Check if used route was transferred
• Check if all needed ENC are installed and up to date
• Check if mandatory sensors (EPFS) is working
• Check if Power Supply is guaranteed
• Contact: marine@marlowtechnical.com
2 Dual ECDIS Failure

In case both ECDIS are not working:
• Inform Master
• User alternative navigation aid (ENS/paper charts)
• Check if any of the units can be restored by restart
• Contact Marine@marlow-shipmanagement.de
3 Power Failure
In case 220 VAC or 24 VDC do have a power failure:
• Inform Master
• Check if the other power source is working flawless
• Copy latest ECDIS data to ENS / prepare paper charts
4 Keyboard Failure
In case an ECDIS keyboard is not working:
• Use touch screen if equipped
• Clean trackball
• Check if keyboard of second ECDIS is working
23/10/2019 ECDIS Failure Checklist
5 HDD Failure
In case one of the four HDD are not working:
• Make sure the other HDD are working flawlessly
• Exchange faulty HDD with spare HDD (if available)
• Check HDD status on both ECDIS units
6 Mandatory Sensor Failure

If EFPS, GYRO or LOG are not in working condition:
• Inform Master
• Check if sensor data reach second ECDIS unit
• If EFPS is not working switch to DR mode
• If LOG is not working use speed from ARPA or SOG
from GPS
7 ENC database Failure

In case needed ENC are not installed of up to date:
Go to ENC permit software search for latest permit (responses from the
permit provider)
• Search for latest ENC media on board
• Install latest permit, updates and base media in ECDIS
• Contact the permit provider
8 Optional other fields of Failure checks

Consult ECDIS maker manual for troubleshooting
Comments:
28/12/2011 Guidelines and Training Programme
1. All Masters, officers and ratings are instructed to adhere to t he working safety guidance provided by the
Code of Safe Working Practices for Merchant Seamen. The publication is available on board each vessel in
print and electronic form.
2. Additional training material i s provided in form of warning signs, safety posters and safety videos which
should be presented by the ship's command in regular intervals.
3. Training m aterial on s pecific ar eas l ike R isk A ssessment i s av ailable on board i n t he f orm o f t raining
videos and Computer Based Training (CBT).
19/09/2018 Personal Protection
Objective description of the principles for Personal Protection

Scope whole company work safety
References 1. MLC 2006, A4.3, B4.3.1
2. Code of Safe Working Practices for Merchant Seafarers, Chapter 2 Safety Induction
GENERAL:
1. Vessel personnel are required to wear the clothing as supplied by the Company appropriate to the work
in which they are engaged.
2. Requirement for supply of protective clothing etc. is to be advised to the Company at the earliest time
possible.
3. Personnel working in the Engine Room are to wear long sleeved shirts and long trousers or preferably
long sleeved boiler suits [recommended] to minimise the danger of accidental burns and scalding.
4. Cotton overalls or shirts and trousers are required to be worn for work in the engine room and other hot
spaces.
5. Under no circumstances are NYLON OVERALLS to be worn, because in the event of fire, the fabric
melts and clings to the skin causing severe injury.
6. Clothing must be well fitting with no holes or tears etc., sleeves must not be rolled up and the front is to
be kept fastened up, no matter how tempting it is to undo it in hot weather.
7. All work clothing must be kept clean.
8. Personnel working on deck in hot sunlight are to wear clothing which will protect them from both
sunburn and sunstroke.
9. Clothing which has been saturated with oil or chemicals must be changed at once, to avoid skin
irritation or inflammation.
10. When carrying out hotwork, suitable protective clothing and face / eye protection must be worn.
11. Welding helmets with suitable coloured lens for the type of work / light source are preferred for any
flame or electric welding / cutting operations. Hand held masks, or eye goggles with suitable coloured
lens may be used in lieu of welding helmets, if the situation so requires.
12. When carrying out electric welding / cutting, insulated footwear is to be worn and mats are to be used.
13. Leather aprons / jackets / trousers are to be worn as appropriate to the hotwork task. Leather long cuff
gauntlets are to be worn particularly when carrying out welding and cutting.
14. Safety shoes / boots are to be worn at all times when on duty including Officers and Ratings on Bridge
Watch and Cargo Duty
15. An inventory of the personal protective equipment onboard the vessel is maintained in the vessels
Deck Maintenance / Inventories & other Inventories (MA-8).
DUST MASKS
1. Gauze filter type masks are to be worn at all times when carrying out any work that creates a dusty
atmosphere.
2. Remember: These Type of Masks Afford No Protection in Areas Containing Toxic Gases.
HAND CLEANERS
1. Solvent type hand cleaners are to be used. If these are not available, a barrier cream is to be applied
before work, and hands washed with borax / soap solution after work. It is emphasized that when
regularly handling oils, especially emulsifying oils, continuous contact may cause skin cancer.
HANDLING CHEMICALS, SOLVENTS ETC.

1. The handling of any chemicals, solvents etc., is always to be carried out either on open decks or in well
ventilated areas.
2. Goggles, gloves and other protective clothing as appropriate is to be worn, in this respect see either the
attached labels on the containers or separate data sheets supplied.
3. Where recommended antidotes against accidental ingestion are indicated, these are to be made available
near to the work site and a responsible person instructed in the care and use of same.
4. The MSDS for the chemicals has to be available and updated.
GALLEY
1. Catering staff are not only responsible for their own safety and health, but also for the entire onboard
personnel, in terms of catering hygiene.
2. Hygiene must be maintained at all times to a high standard. Failure to observe the rules can lead to
serious illness, and even death.
3. The Galley, like most areas on board, has its own inherent dangers, and extreme care must be exercised
at all times.
4. No Crew other than Cooks, Stewards and Messmen are allowed to enter the Galley, unless specifically
authorised to do so or in the event of an Emergency.
5. Galley staff are to wear clothing that covers the whole of the body, and also, particularly when handling
foodstuffs, suitable head cover is to be worn to prevent bodily hair falling into the food.
6. Safety shoes are to be worn at all times
7. Knives must be suitably stored when not in use to prevent falling down. Sharp knives and choppers
should not be mixed with other items for washing up but cleaned individually
8. There should be no smoking in galleys, pantries, store rooms or other places where food is prepared
or stored.
9. Suitable footwear, with slip-resistant soles, should be worn at all times. A large proportion of injuries
to catering staff arise because they wear unsuitable footwear such as sandals, plimsolls or flip-flops,
which do not grip greasy decks or protect the feet from injury, burns or scalds if hot or boiling liquids
are spilt.
EXPOSURE TO NOISE
1. Seafarers who by the nature of their duties are exposed to high levels of noise, such as those working in
machinery spaces, should be provided with and should wear ear protectors.
2. Various types of hearing protectors are available for shipboard use, including ear plugs and ear muffs,
each of which may be of different design standards.
3. Protectors should be of a type recommended as suitable for the particular circumstances and climatic
conditions.
4. In general, ear muffs give the most effective protection.
5. Hearing protectors should be made available at the entrance to the machinery space.
MANUAL LIFTING & CURRYING

1. Lifting and carrying objects may seem to be simple operations but many persons on board ship have
sustained serious back and other injuries by lifting in an incorrect manner.
2. Every person who is required to handle loads manually should be properly trained.
3. Before lifting and carrying weights, seafarers should first inspect the load as regards its weight, size and
shape. Attention should be given to sharp edges, protruding nails or splinters, greasy surfaces or any
other features which might lead to an accident.
4. The size and shape of the load are not a reliable indication of its actual weight.
5. The area over which the load is to be moved should not be slippery and should be free from
obstructions.
6. To ensure that the lift will be as straight as possible, a firm and balanced stance should be taken close to
the load, with the feet being kept slightly apart.
7. Seafarers lifting a load from below knee level should adopt a crouching position with the knees bent but
the back should be kept straight to ensure that the legs take the strain.
8. The load should be gripped with the whole of the hand.
9. The load should be kept close to the body and lifted by straightening the legs.
10. Where possible or when lifting to a high level, the seafarer should:
a. use a bench or support to make the lift in two stages;
b. adjust the grip as necessary for carrying or lifting to a second level.
11. The load should be carried in such a manner as to ensure that vision is not obscured.
12. To put the load down, the lifting procedure should be reversed, with the legs doing the work of
lowering, with the knees bent, back straight and the load kept close to the body.
13. Safety shoes or boots should be worn.
Guidelines on Personal Protection Equipment:

1. Establish guidelines for personal protection equipment used by ships personnel for shipboard
operations.
2. Ensure that all personnel onboard are aware of the importance and proper use of such equipment.
3. Improve safety at work and reduce the risk of personal injury.
4. These guidelines are applicable as the Companys minimum standard. Flag state requirements in excess
of the minimum standard shall also be satisfied.
5. Additional requirements for personal safety may be assessed by the Master and the safety committee
and forwarded to the Company.
6. The equipment requisitioned and used onboard for personal protection must be of the approved type
7. Personal protection equipment does not reduce the hazard present. It only provides protection against
the risks that remain after all other reasonably practical safety measures have been taken.
8. The wrong use of protection equipment may in itself cause a hazard (e.g. reduction in the field of vision,
loss of agility, etc.)
9. Further personal protection details are found in the Code of Safe Working Practices for Merchant
Seamen, available on board in the mess room.
10. Commonly used personal protection equipment can be classified as follows:
Type Examples Specifications Application
Head Protection Safety Helmets Seamless one-piece shell, with Protection of the skull against falling
harness crown straps and chin objects, crushing or sideways impact and
strap. chemical splashes.
Hearing Protection Ear plugs Rubber or plastic, glass-down Ear protection from moderate noise levels.
type connected with a cord. Can injure user if exposed to external
pressure. Possibility of ear infection if
used without regular cleaning
Ear Muffs Ear enclosing rigid cups with Ear protection from high noise levels.
renewable seals and cushions. Offers better protection to the ears from
Earpieces connected by adjustable foreign objects and weather.
headband.
(a) Goggles Box type with sides covered, with Eye protection from foreign bodies,
Face and Eye Protection
clear/tinted shatterproof plastic chemical splash and glare (for tinted lens).
(ref. Ch.7.14 for hot work lens
eye protn.) Similar application as above, offering full
(b) Face Shield Clear shatterproof screen face protection
covering entire face with
adjustable headband
Respiratory protective Dust masks Disposable type fitting over the For protection against dust, non-toxic
equipment nose and mouth, with nose clip aerosol sprays and paint mist.
and elastic fastener.
Respirators - Full face or half mask type with For protection against low concentrations
elastic straps, disposable cartridge of relatively non-toxic gases, fumes,
Cartridge type
and a filter odours and paint spray.
Respirators - Full face mask with adjustable For protection against specific toxic gases
straps. Canisters have effective or poisonous fumes (as given in the
Canister type
shelf life and renewal criteria. makers data.)
Hand protection. Cotton gloves Knitted cotton gloves For general work not involving chemicals,
extreme temperatures.
Leather palm Heavy-duty canvas with leather For heavy duty jobs and handling of
gloves palm and individual finger slots abrasives, sharp and moderately hot
objects
Gauntlet, Leather Heavy-duty Leather Gloves with For Electric Arc welding and gas cutting
Gloves long sleeves and welding. For use while incinerating.
Rubber/PVC Commonly available type, long- For galley use, sanitary purposes,
gloves-thin lined to extend over mid-forearm. protection against detergents and mild
skinned domestic acids.
Chemical Long-lined, chemical resistant For handling domestic and other chemicals
resistant rubber or harmful irritants.
Heavy-duty Long-lined and with the For insulation whilst working on electrical
rubber / PVC for maximum safe voltage –handling equipment and systems.
electrical job. limit specified on it. Long-lined
and flexible.
Barrier creams To reduce the risk of skin infection
Body Protection Protective Appropriate clothing such as Depending on the nature of work work and
clothing boiler suits, chemical suits (gas- weather protection as per prevailing
tight or splash proof), rainwear conditions. Refer to Ch.7.14 for hot work
and thermal wear protn. equipment
Foot Protection Safety shoes Laced leather, steel toe, oil-acid For protection to the foot from injury, risk
resistant. Insulated soles. of slipping and electrocution.
Rubber boots Slip-on long boots (with toe Waterproof, working footwear
protectors if required)
Safety Belt with Strong harness with lifeline Whenever working aloft, in any area
Protection from Falls
Harness having a snap-on hook. where there is a risk of falling.
Working Highly visible, inflatable vests For use when working overside or in an
Lifejackets with lifeline. Allow more agility exposed position and where there is a risk
than normal lifejackets. of falling in the water (e.g. within tanks
containing water)
Suitable for the specified
Safety Net For use below staging or erected
applications.
walkways and ships gangways
Lifejackets, work Approved types.

Protection against drowning As applicable, for work being carried out
vests buoyancy
overside or when a risk of falling into the
aids, and
water exists. Refer to SSMM Ch.7.25 for
lifebuoys
further details.
Personal gas Company approved types
Protection against an To be used and worn before entering
monitors
oxygen-deficient enclosed spaces or in dangerous spaces.
atmosphere.
28/05/2014 Permit to Work System
Objective description of measures to enhance working safety knowledge and awareness

References U.K. MCA Code of Safe Working Practices for Merchant Seamen (COSWOP)
Records working safety records, accident and hazardous incident reports, training records, Safety
Committee meeting minutes
These guidelines shall help all crew members on board Marlow vessels to understand the paramount importance
of a safe, healthy and secure working environment.
Before any work begins, it is necessary to identify the hazards and then to ensure that they are eliminated or
effectively controlled. Sometimes automatic safeguards on machinery or electrical equipment may greatly reduce
occurring working hazards, but it is more important to have well trained personnel who is following proper
working procedures in written form with step by step guidance.
REMEMBER: A WORK PERMIT DOES NOT REPLACE A RISK ASSESSMENT!
1. Purpose and Terms
1. Following must be ensured:

a. It must be confirmed that the instructed crew member has well understood his task.
b. It must be confirmed that the required personal protection equipment is being worn for the
relevant task.
c. It must be explained to the crew member that in any case (adverse weather conditions,
unsafe atmosphere in confined spaces, etc.) he cannot continue his work, the relevant
Supervisor has to be informed immediately.
d. Furthermore, the Supervisor must enter the job of every crew member in a “Working Log
Book”.
e. At any time, the Supervisor must know who is working and what they are doing!
2. Responsibilities
1. The Master is responsible for the permission of any dangerous work. If necessary he may ask for
permission from local authorities to perform the dangerous work.
2. The Chief Officer and/or the Chief Engineer is/are responsible for the planning, preparation and
control of dangerous work.
3. The Officers and Engineers are responsible for the sufficient safeguarding of works and their
professional execution.
4. The Safety Officer has the authority to stop any work which he reasonably believes may cause a
serious accident or any other harm and must immediately inform the Master or the department
leader who is responsible for deciding whether work can safely be resumed or not.
5. Deck and engine personnel must execute their given duties in a safe and good manner. All
applicable safety rules and orders given by authorized persons must be strictly followed.
3. Work Permit and Work Performance
Dangerous works must be planned inside a sufficient time frame and co-ordinated by the ship management. The
responsible department leader (Chief Officer/Chief Engineer) must inform the Master in time for agreement. The
assessment of the work situation should be made by a ship’s Officer who is experienced in the work and is
thoroughly familiar with the relevant hazards.
1. Works that have to be made in port must be advised prior vessels arrival.
2. The Master must check if a permission of work is required from local authorities, terminals,
classification society or head office. If he is in doubt, he must notify the office ashore. He may ask
the agent for assistance.
3. The department leader plans and prepares the dangerous work. The appropriate check list must be
used.
4. Permit to work checklists must be filled out by hand!
5. If lacks of safety are indentified during the preparation, they must be rectified immediately.
28/05/2014 Permit to Work System
6. Permit to work checklists are valid only with the signature of the department leader and the Master
and with date and time entered.
7. The execution of the work must be continuously observed by an independent person. Never leave a
person unattended!
8. If difficulties or unforeseen circumstances occur, the department leader or Master must be informed
immediately.
9. After completion of work, all further mentioned safety precautions and measures inside the
checklist must be followed.
10. After completion of work, the carried out task must be evaluated by the department leader.
11. If further works are necessary, an adequate re-planning has to be established by the ship’s
management. If necessary, a risk assessment must be carried out.
12. The Master must always be informed after work completion!
4. Shore based Contractors
1. Work permits must also be used whenever external contractors are required to work on board the
ship under the supervision of the ship’s management.
2. Shore based contractors should not be engaged without the prior knowledge and approval of the
Master and head office.
3. The Master must be aware that he is also responsible for the work of shore based contractors while
they are on board. It must be ensured that also shore based contractors follow local and vessel’s
rules!
5. Work Permits while Vessel is alongside
1. Any hot work must only be undertaken under exceptional and well controlled circumstances. If
such work must be carried out, the most mandatory safety precautions have to be observed.
2. A work permit should be agreed between the ship, the terminal and where necessary, the port
authority.
6. Pre-Job Discussions
Pre-job discussions have to take place daily prior to commence any work. These discussions shall be held
together with the Deck and Engine department. More than one such meeting may be necessary during one work
day, especially if there is a change in work scope or schedule. Discussions must include the following:
1. Sufficient details of all jobs planned.
2. Confirmation of the ability to carry them out safely.
3. Availability of all resources and equipment needed.
4. Evaluation of the weather conditions.
5. Attendees of the work meeting/discussions shall include:
a. Heads of Departments (Deck and Engine)
b. Engineers in day routine
c. Safety Supervisors (Deck and Engine)
d. Bosun
e. Fitter
6. All relevant work permits to be conducted and documented prior commencing the job.
7. Carry out a risk assessment and document it prior commencing the job if necessary.
The jobs of different departments should not interfere with each other. To avoid any interference, the department
leaders shall assess the planning of the allocated jobs.
Failure to conduct such discussions should be brought to the attention of the Master and should be documented
in the log book (deck- and engine log book respectively).
19/09/2018 Entering into Enclosed Spaces
Objective Entry into confined spaces can pose atmospheric and physical hazards which can be life
threatening.
Scope To describe procedures for entering confined spaces and permit required confined spaces,
which will comply with applicable regulations and provide for the safety of all entrants.
References SOLAS regulation XI-1/7; MSC.1/Circ.1477; IMO Resolution A.1050 (27)
Records MNC-51-360F1
1. Definition
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.
2. General
1. Carry out regular atmosphere checks before and during enclosed space operations.
The atmosphere conditions for man entry are:
a. Oxygen content is between 20.8% and 21%.
b. Hydrocarbon vapors concentration is not more than 1% LEL
c. No toxic or other contaminants are present.
2. Use personal gas detectors, proper calibrated and checked before entering the space
3. All personnel entering the space should wear an approved rescue harness, if practical and if relevant
for the operation.
4. Maintain continuous effective ventilation and lighting while the enclosed space is occupied.
5. Keep lifelines and harnesses ready for immediate use at the entrance to the space if practical, and if
relevant for the operation. Keep additional breathing apparatus (minimum 2 sets) ready for use at
the entrance to the space if practical and if relevant for the operation.
6. Make sure that a hoisting arrangement such as Tripod, a portable davit with hoisting arrangement
and rescue harness is available and ready for use if practical and if relevant for the operation.
7. Make sure that a stretcher is available and ready for use if practical and if relevant for the operation.
8. Where possible, ensure that a separate means of access is available for use as an alternative means of
escape in an emergency.
9. Isolate and secure the space against the ingress of any kind dangerous substances which is not
relevant for current operation.
10. Clearly establish the lines of communications for dealing with emergencies. Make sure that they are
understood by all concerned. Advise the control room and/or bridge once the enclosed space entry
operation has commenced and keep them constantly updated as to the status of the operation.
11. All transfer operations that could affect the space must be suspended for the duration of the entry.
3. Work In Enclosed Spaces
Be aware of loose scale, sludge or combustible material in the vicinity of a work area, which if disturbed or
heated, could give off toxic or flammable gases. Therefore, maintain effective ventilation and, where
practicable, direct it towards the work area. Ventilation is of paramount importance in isolated areas of
peak tanks and other ballast tanks where rust formation can reduce oxygen levels. Risk Assessment has to
be completed prior starting of work
2. Use of Tools
Do not carry tools into enclosed spaces but lower them in a canvas bag or bucket to avoid the possibility of
their being dropped.
3. Electric Lights and Electrical Equipment

Unless a compartment is approved safe for hot work, do not take non-approved lights or non-intrinsically
safe electrical equipment into an enclosed space. In port, observe all local regulations concerning the use
of electric lights or electrical equipment.
4. Removal of Sludge, Scale and Sediment

When removing sludge, scale or sediment from an enclosed space, undertake periodic gas tests and
continuously maintain ventilation for as long as the space is occupied. There may be increases in gas
concentrations in the immediate vicinity of the work, so take care to ensure that the atmosphere remains
safe for personnel in accordance with Occupational Exposure Limits (OEL).
5. Cold Work
Carry out the work according Cold work Procedure. Make sure that a Cold work permit MNC-51-460F1
issued. If possible, remove any sludge, scale, or sediment from all around the area where work is to take
place.
6. Hot Work
Carry out the work according to the Hot work Procedure. Make sure that a hot work permit MNC-51-
440F1 is issued. If possible, remove any sludge, scale, or sediment from all around the area where work
is to take place.
4. Responsibilities
All personnel involved have to be familiar with this procedure and participate in a meeting, which has to take
place prior at conducting such operation.
1. Master
Shall ensure that for all entries into enclosed space:
a. all unattended dangerous spaces are secured against entry, except when it is necessary to enter.
b. The preparation, hazard identification, entry, on-going supervision and exit are carried out safely
and efficiently.
c. A responsible officer, person assigned as leader entering the space, safety standby is appointed who
are competent and knowledgeable regarding their responsibilities.
d. An Enclosed Space Entry Permit (MNC-51-360F1) is completed and filed.
e. Ensure a copy of the permit is displayed at the entrance to the space Navigational duties are not
compromised when the Officer On Watch is completing section with the time of entry and exit of
personnel, as reported by the safety stand-by person.
f. Ship staff is competent in Rescue from Enclosed space procedure
2. Chief Officer or Chief Engineer

a. Ensure that all risks are identified and mitigated prior to entry into enclosed space.
b. Risk Assessment needs to be completed
c. Directly supervise the entry operation and ensuring that all agreed procedures are strictly followed.
d. The Chief Officer / Chief Engineer or his delegate is to verify the periodic testing of gas and oxygen
levels.
3. Responsible Officer / Delegate

a. Be in charge of enclosed space entry
b. Maintain a record outside of the tank entered, to record the entry and exit of personnel in and out of
the enclosed space.
c. Complete relevant fields in the Enclosed Spaces Entry Permit (MNC-51-360F1) and undertake the
periodical checks. Ensure that the operation is stopped, re-evaluated and personnel evacuated from
the enclosed space if:
1. Ventilation to the space is stopped.
2. There is a change in the conditions noted in the enclosed space entry form.
d. Ensure all tools and other loose gears are removed from an enclosed space as necessary.
e. Brief the work party of the emergency procedures before commencing work. Ensure that all the
emergency equipment specified is in place at the point of entry
f. Remain outside the enclosed space in the immediate vicinity of the entrance and stay in direct
contact with:
1. The responsible officer
2. The bridge / control room
3. The officer on watch
4. Attendant
VHF Radio communication back to the bridge or relevant control room, communicating to the officer on watch
exit of the entry and personnel in and out of the enclosed space, for completion of the enclosed space entry form.
5. Emergency
In the event of an emergency, under no circumstances should the responsible officer/delegate/other standby
personnel enter the enclosed space before help has arrived. The situation is then to be evaluated to ensure the
safety of those entering the enclosed space to undertake rescue operations.
6. Work in Enclosed Spaces at a Shipyard
During an alongside repair situation, the contractors may have in place their own procedures and documentation.
If Company standards regarding Entry into Enclosed Spaces are not met by the shipyard, or repair facility, then
Company procedure and standards shall apply.
07/02/2019 Enclosed Spaces Entry Permit
Form Purpose Entries into enclosed spaces can be authorised by the Master (except in emergencies).
Original to Ship's Records (MA-10)
AMOS EMS
Distribution in AMOS
Fill in AMOS EMS, print and file (MA-10) signed hardcopy on vessel.
EMS
Vessel
Enclosed Space(s) - One
form for each space
Description of
Work to be done
Urgency of Work
Last Risk Assessment
reviewed on Date
Risk Assessment /
Other Permits Required
Officer in Charge
Crew assigned
Validity of Permit From: To:
(max. 8 hours)
SECTION 1 - Pre Entry Preparation, Pre-Entry Checks and Testing done prior to Personnel Entry in
Enclosed Space - All fields must be completed before proceeding except for the periodic checks which are to
be done during the validity of the enclosed space entry permit
PRE - ENTRY PREPARATION (to be checked by the Master or nominated YES NO N/A
responsible person)
1 Has the space been thoroughly ventilated by mechanical means
2 Has the space been segregated by blanking off or isolating all connecting
pipelines or valves and electrical power/equipment?
3 Have the space been cleaned where necessary?

4 Has the Atmosphere Test equipment been tested prior to entry by Span Gas or
According to Maker’s instructions?
5 Has the space been tested and found safe for entry? - See note 2
6 Pre-entry atmosphere test readings:
a. Oxygen between 20.8% and 21%
b. Hydrocarbon (LFL less than 1%)
c. Toxic gases (OEL less than 50% of the specific gas)
See note 3
7 Time interval agreed for enclosed space recheck
Atmosphere : _____ ______ ( maximum 1 hour)

8 Are arrangements in place for periodic atmosphere checks to be made while the
space is occupied and after breaks?
9 Are arrangements in place for continuous ventilation throughout the period of
occupation and during breaks?
10 Is adequate and SAFE 12V or 24V illumination provided?
11 Is adequate illumination provided?

12 Is rescue & resuscitation equipment available for immediate use by the entrance
to the space? (2 x BA set, ELSA, rescue line, resuscitator)
13 Has a responsible person, the Attendant, been designated to be in constant
attendance at the entrance to the space?
14 Has the Officer of the Watch (bridge, engine room, cargo control room) been
advised of the planned entry?
15 Has a system of communication (safety standby person to space /Bridge/ Control
Room) been agreed and tested?
16 Are emergency and evacuation procedures established and understood by all
persons involved with the?
17 Is the Gas Detection unit checked before entering the enclose space, bump test
carried out? Expiration date of the Span Gas: ___ ___
18 Are personnel properly clothed and equipped?
SECTION 2 - Pre-Entry Checks
PRE - ENTRY CHECKS (to be checked by each person entering the YES NO N/A
space)
1 I have received instructions or permission from the master or nominated
responsible person to enter the enclosed space
2 Section 1 of this permit has been satisfactory completed by the master or
nominated person
3 I have agreed and understand the communication procedures
4 I have agreed upon a reporting interval of : ___ ___ minutes
5 Emergency and evacuation procedures have been agreed and are understood
6 I am aware that the space must be vacated immediately in the event of
ventilation failure or if atmosphere tests show a change from agreed criteria
SECTION 3 – Breathing Apparatus and Other Equipment
BREATHING APPARATUS AND OTHER EQUIPMENT ( to be checked YES NO N/A

jointly by the Master or the Attendant, and the person who is to enter the
spaces)
1 Those entering the space are familiar with any breathing apparatus to be used
2 The breathing apparatus has been tested as follows:
a. Gauge and capacity of air supply: bar

b. Low pressure audible alarm – if fitted
c. Face mask – under positive pressure and not leaking
3 The means of communication has been tested and emergency signals agreed
4 All personnel entering the space have been provided with rescue harnesses,
where practicable, lifelines
Enclosed Space Atmosphere Testing: Pre-Entry, Periodic 2 Hour Checks, and at the End of Breaks:
Stop the ventilation 10 min. before carrying out Pre-Entry atmosphere tests only.
Take samples from different depths and locations. Do not stop the ventilation for periodic checks especially with
personnel inside the space.
Maximum validity of this permit is 8 hours.

Testing For: Pre- Periodic Periodic Periodic Periodic Periodic Break Break
Entry 1hr 2hr 4hr 6hr 8hr End 1 End 2
Ship’s Time:
Oxygen - % volume
(between 20.8% and
21%)
Hydrocarbon - %
LFL (Less than 1%):
Toxic Gases (as
applicable to vessel
type and conditions) -
ppm:
(Specify Gas &
OEL):
Responsible Officer’s
Signature
Confirming Tests and
Checks carried out as
per Section 2
SECTION 4 – Other Pre-Entry Checks
OTHER PRE-ENTRY CHECKS (to be checked by the Master or the YES NO N/A
Responsible Officer)
1 Section 1,2 and3 of this permit has been fully completed (except for periodic
testing to be done during validity)
2 Personnel entering tank are wearing approved rescue harness and appropriate
PPE
3 Check personal, if necessary and relevant for the operation
4 I am aware that the space must be evacuated immediately in the event of
ventilation failure, change in atmosphere tests, or if instructed
5 I have agreed on the communication procedures
6 I have agreed on a reporting interval of minutes
To be signed by: Signature Date Time

Master
Responsible Officer
Person assigned as Leader
entering space
Attendant
SECTION 6 - Job Completion and Verification that Space is Clear and Secured
By signing below, I confirm that I have verified that the enclosed space is clear of all personnel, all equipment
used has been removed and that the entrance to the space has been properly secured. All relevant personnel have
been made aware that that this Enclosed Space Permit is no longer valid
Signature: Date: Time:
Responsible Officer
Master
SECTION 7 - Safe Entry Log - Maximum Validity of this permit is 12 Hours (Completed by the Officer on
Watch as reported by the Attendant)
Name of Person Time Time Time Time Time Time Time Time
Entering Enclosed Space In Out In Out In Out In Out
NOTES
Note 1- The permit should contain a clear instruction as to its maximum period of validity
Note 2 - In order to obtain a representative cross-section of the space´s atmosphere, samples should be taken
from several levels and through as many openings as possible. Ventilation should be stopped for about
10 minutes before the pre-entry atmosphere test are taken.
Note 3 - Tests for specific toxic contaminants, such as benzene or hydrocarbon sulphide, should be undertaken
depending on the nature of the previous contents of the space
Note 4 - An “Attendant” is defined as “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 an incident occurring”.
19/09/2018 Working Aloft or Outboard Permit
Form Purpose Working Aloft or Outboard to be authorised by the Master & Chief Engineer (except in
emergencies).
Original to Ship's Records
AMOS
Distribution in AMOS Fill in AMOS EMS, print and file (MA-10) signed hardcopy on vessel.
Vessel
Description of work to be done
Urgency of Work
Location (space or machinery)
Risk Assessment /
Officer in Charge
Crew assigned (Rank/Name)
Validity of Permit (max. 24 hours)
Port Authority Permission in Port
Class Permission if applicable
Date: Chief Officer: Master:
CERTIFICATE OF CHECKS BY OFFICER IN CHARGE
CHECK ITEM COMMENTS

1 Duty officer informed
2 Crew assigned is duly trained/competent & over 18
3 Warning notices posted
4 On-deck supervisor identified
5 Equipment in good order
Work on funnel:- advise Duty engineer - isolate
6
whistle, if appropriate
Work near Radar Scanners/Radio Aerials: isolate
7 radar and scanner/radio room notified - notices
placed to stop use of radar/radio
Work overside: - advise duty officer/engineer -
8
lifebuoy and line ready
Personal protective equipment required:
9 - safety helmet - safety harness and line attached to
strong point - lifejacket
As necessary, all tools to be taken aloft secured by
10
lanyard/bag/belt
11 Other:
I am satisfied that all precautions have been taken and that Authorized Officer in charge (Signed)
safety arrangements will be maintained for the duration of
the work.
CANCELLATION OF CERTIFICATE BY OFFICER IN CHARGE
The work has been completed / cancelled and all persons under my Authorized Officer in charge (Signed)
supervision, materials and equipment have been withdrawn.
20/07/2005 Maintenance of Machinery
Under maintenance, every work should be identified which has to be done at regular intervals in order to keep
the reliability of the relevant engine.
The maintenance must be carried out according to the maintenance plan and the maker's instructions.
03/09/2007 Hot Work Procedures
1. General
1. 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.
2. The safe conduct of hot work repairs while in service is feasible provided that potential hazards are
clearly defined, identified, specific instructions issued, and the operation is controlled and monitored
by a responsible person on board.
3. Welding and flame cutting elsewhere than in the workshop are subject to a “permit-to-work”
2. Hazard Appreciation
1. Certain potential hazards are present on all ships and will require particular precautions to be taken.
A permit system is therefore applicable in order to assess and identify potential hazards.
2. Guidelines stipulated in the “MCA Code of Safe Working Practice” should be followed and
personnel trained in safety training sessions.
3. Following general negligence has led to serious accidents in the past:
a. hot work in the vicinity of fuel or cargo tanks - causing explosion

b. hydrogen emission from cathodic protected ballast tanks
c. ignition of combustible materials of all types
d. ignition of flammable vapours in paint stores
e. heat conduction through steel from safe to unsafe areas
f. hot work on pipes containing flammable liquids which were not purged
3. Responsibilities
1. The responsibility for ensuring that hot work is conducted safely rests with the Master. He will verify
personally ensure that the correct procedures are understood and followed by all personnel
concerned.
2. The Chief Officer or respectively the Chief Engineer will execute the necessary tests and implement
relevant procedures, as instructed by the Master.
3. When work is being carried out over a period of days, the person in charge of the hot work must obtain
the Chief Officer's and/ or Safety Officer’s permission before each daily commencement and must
report to him on the completion of each day's work.
4. Hot works within the machinery spaces will be subject to the approval of the Chief Engineer who will
personally satisfy himself that all necessary safety precautions are being observed. The Master must be
notified in any case. Hot work permit must be issued.
4. Cargo Area
1. Particular care must be taken after coal cargoes to ensure that flammable gases are not resident in hatch
covers of the enclosed, cellular type.
2. 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
3. Special precaution must be taken on board tankers (ISGOTT 9.3 and 9.4).
03/09/2007 Hot Work Procedures
4. Caution must be exercised when performing hot works in vicinity of hazardous cargo or fuel tank
vents. The Chief Officer must ensure that proper information is communicated to personnel.
5. Engine Room Spaces
1. Hot Works in the engine room spaces are allowed in designated areas in the engine room workshop
subject to approval of the Chief Engineer.
2. For Hot Works in other parts of machinery spaces are subject to authorisation by the Chief Engineer
(see par 3.4 above) and the issuance of a “Hot Work Permit”
6. General Welding Precautions
1. All welding equipment must be inspected by a responsible qualified engineer for a serviceable
condition
2. The welding is to be performed by a competent person as delegated by the Chief Engineer
3. The welding equipment used, to be suitable for the material to be welded
4. Personnel Protective Equipment must be worn by the operator and as appropriate by those assisting
with the operation to protect them from particles of hot metal and slag, and their eyes and skin from
UV and heat radiation (e.g. welding shields or welding goggles, leather gauntlets and apron, overall).
7. Special Precautions
The following precautions must be observed on every occasion when hot work is intended:
1. Sufficient fire fighting equipment shall be laid out ready for use. If welding or cutting is done on
compartment boundaries, equipment on both sides has to be prepared.
2. Fire watchmen must be posted and briefed with their duties. VHF radio link has to be established
between the fire watchmen and bridge or a responsible Officer.
3. A check has to be made that there are no combustible solids, liquids or gases, at, below or adjacent to
the area of work, which might be ignited by heat or sparks from the work.
4. Hot works should never be undertaken on surfaces covered with grease, oil or other flammable or
combustible materials.
5. Check that area and adjacent compartments and tanks are gas free. Cargo tanks, fuel tanks, cargo
holds, pipelines, pumps and other spaces that have contained flammable substances should be
verified as being free of flammable gases before any repair work is commenced.
6. Hot work permit to be issued accordingly (form MN 51-440-F1) with all listed items to be checked on
scene.
19/09/2018 Hot Work Permit
Form Purpose Hot work can be authorised by the Master and the Chief Engineer (except in emergencies).
Distribution
without AMOS
Distribution in
Fill in AMOS EMS, print and file (MA-10) signed hardcopy on vessel.
AMOS
Vessel
Description of
work to be done
Urgency of Work
Location (space or
machinery)
Risk Assessment /
Officer in Charge
Crew assigned
Validity of Permit
(max. 24 hours)
Port Authority
Permission in Port
Class Permission if
applicable
Date: Ch. Engineer: Master:
CHECK ITEM COMMENTS

1 Area clear of dangerous material and gas-free
2 Adjacent areas checked
3 Ventilation adequate
4 Fire watchman posted / instructed
5 Equipment in good order
6 Fire appliances in good order and accessible
7 Personal protective equipment ready for use
1. hard hats, safety shoes
2. long sleeve, non-synthetic overalls
3. leather gauntlets / apron
4. safety spectacles / visor
I am satisfied that all precautions have been taken and that
safety arrangements will be maintained for the duration of
the work. (Rank, Name, Signature)
The work has been completed / cancelled and all persons

under my supervision, materials and equipment have been
withdrawn. (Date, Name, Signature)
28/05/2014 Working on Electrical Circuits

Committee meeting minutes, 51-450-F1
1. General Safety Requirements for working on Electrical Systems
1. Work on electrical systems and equipment is considered a specialized work and must be undertaken
only by qualified personnel from the ship’s staff or the shore contractor.
2. If work is to be carried out on electrical equipment or on equipment powered by electricity in a gas

dangerous zone, the electrical supply of the equipment has to be isolated. Warning signs must be
posted adequately.
3. The use of portable electrical equipment or wandering leads is prohibited unless the zone is gas free
for hot work and a hot work permit is issued.
4. Cold work on electrical systems shall not be carried out until all voltage has been cut-off from the
apparatus or wiring concerned. The voltage shall not be restored until work has been completed and
all relevant safety measures have been fully re-instated.
5. Hot work on electrical systems shall only be carried out when a hot work permit has been issued.
Work is permitted provided that the area has first been made safe and certified gas free and no
hazardous situation exists – such safe situation should be maintained in that condition as long as the
work is in progress. No such work shall be left unattended or without supervision. All regulatory
and company safety precautions shall be taken.
6. All maintenance and testing of high voltage systems (defined here as voltages exceeding 1000
volts) must only be carried out only by qualified staff, strictly in accordance with the company
safety regulations and the “Permit to Work” documentation which must be completed prior to
commencement of any maintenance.
19/09/2018 Working on Electrical Circuits Permit
Form Purpose Working on Electrical Circuits can be authorised by the Master and the Chief
Engineer (except in emergencies).
AMOS
Distribution in AMOS Fill in AMOS EMS, print and file (MA-10) signed hardcopy on vessel.
Vessel
Urgency of Work
Risk Assessment / Other Permits
Required
Officer in Charge
Crew assigned
CHECK ITEM COMMENTS

1 The above apparatus is dead and has been
isolated from the system at the following
points:
2 Caution/Danger notices have been applied at
all points of isolation, and Safety Signs
appropriately positioned
3 Safety locks (detail location fitted and identify
lock set)
4 Working area free from combustible
material/gases
5 Flameproof or explosion-proof enclosures are
closed
6 Safety characteristics of standard apparatus are
not impaired
7 Insulated tools/work equipment are approved
and prepared
8 Fire precautions provided in risk areas
I am satisfied that all precautions have been taken and
that safety arrangements will be maintained for the
duration of the work. (Rank, Name, Signature)

The work has been completed / cancelled and all persons under my
(Date, Time, Signature)
28/05/2014 Cold Work (Power Tools)

Committee meeting minutes, 51-460-F1
1. General Safety Requirements for the Use of Hand Tools
1. All personnel must wear appropriate personal protection equipment for the assigned job.
2. Always use the proper tool for the assigned work.
3. Never modify or use a tool in a way that is different from what it was designed for.
4. Keep tools in good working condition.
5. Never leave tools in an overhead location.
6. Never leave tools in a position in which they may fall down.
7. Tools used when working aloft must be secured with a line.
8. Do not drop tools from one level to another or throw tools towards somebody.
9. Never leave tools in a place where they could create a slipping or tripping hazard.
10. Do not use any tools which are damaged. Tools in poor condition must be returned to the relevant
supervisor for repair or replacement.
11. Avoid using heavy handed tools to strike metal surfaces in areas of possible flammable vapours.
Smaller non-powered hand tools are not considered capable of causing sparks that may ignite
hydrocarbon vapours.
12. Use proper size wrenches for the assigned work.
13. Be sure that wrenches are correctly placed on nut or bolt head. Always place the hand in such
position that a quick release will not result in an injury.
14. Never use a wrench as a hammer.
15. Do not carry sharp edged tools in a pocket.
16. When using a knife, always cut away from the body.
17. When using a sharp tool:
a. Never brace work against a body part.

b. Never use dull cutting tools.
18. Ensure that hoses are suitable for:
a. The element used (air, water, steam etc.)

b. Pressure
c. Temperature
2. General Safety Requirements for the Use of Power Tools
1. All personnel must wear appropriate personal protection equipment for the assigned job.
2. Always use the proper tool for the assigned work.
3. Never modify or use a tool in a way that is different from what it was designed for.
4. Keep tools in proper working condition.
5. Inspect all power tools before using.
6. Never use power tools which are in poor condition.
7. Return tools which are in poor condition to the relevant supervisor for repair or replacement.
8. Check electrical tools periodically to ensure that the body is grounded when connected to a power
source.
9. Replace electrical cords when frayed or worn.
10. Stand on insulating material and use rubber gloves when using electrical tools in a wet or damp
location.
11. Do not use non-explosion proof electrical power tools in areas where smoking, hot work and other
sources of ignition are prohibited. In these areas, air driven tools should be used.
28/05/2014 Cold Work (Power Tools)
12. For air operated tools, connect the hose only to an air source. Do not use other compressed gases to
operate an air tool.
13. Do not use high pressure air for cleaning any areas.
14. When using power tools on loose work, clamp the work down and do not hold with hands.
15. Most power tools create noise levels above 85dBA and thus require ear protection.
16. Disconnect the power source before:
a. Changing attachments.
b. Repairing our servicing components.
17. All power tools shall:
a. Have 3 wire power cables.

b. Be fitted with grounded plugs.
18. When finished using pneumatic tools always:
a. Secure supply air.

b. Bleed off residual pressure before disconnecting the tool.
3. Guidance for Checklist
1. Checklist 51-460-F1 must be filled out in following cases:
a. If cold work is carried out near dangerous cargo onboard.

b. If cold work is carried out near or at any kind of fuel oil tanks.
c. If cold work is affecting the safety while alongside at the terminal.
d. If any other kind of danger might occur during cold work.
2. In all of the above cases, the relevant work permit with the connected risk assessment must be
carried out.
19/09/2018 Cold Work (Power Tools) Permit
Form Purpose Working with power tools can be authorised by the Master and the Chief Engineer
(except in emergencies)
AMOS EMS
Distribution in AMOS EMS Fill in AMOS EMS, print and file (MA-10) signed hardcopy on vessel
Vessel
Urgency of Work
Risk Assessment / Other Permits
Required
Officer in Charge
Crew assigned
CHECK ITEM COMMENTS

1 Has the working equipment been checked and
found ready for use?
2 Is the surrounding area free from hazards, like
oil, steam, gas, pressure or toxic atmosphere?
3 Has the working surface been thoroughly
cleaned?
4 Is the correct personal protection equipment in
use?
5 If work is to be done in an enclosed space, has
a permit for this area been issued?
6 Has a warning sign been posted to inform
personnel about the planned work?
7 If the work is to be performed on electrical
equipment, has that equipment been isolated?
8 If work takes place in an enclosed space, is
assisting personnel on standby?
I am satisfied that all precautions have been taken and
that safety arrangements will be maintained for the
duration of the work. (Rank, Name, Signature)
The work has been completed / cancelled and all persons under my
(Date, Time, Signature)
18/11/2016 Medical Care Onboard
Objective description of the principles of medical care onboard

Scope whole company
References 1. ILO MLC 2006, A4.1,
2. EU Directive 1992-029-EC - Minimum safety and health requirements for improved
medical treatment on board vessels.
3. IAMSAR Manual Vol.III, section 4-9
Distribution Office: one controlled electronic copy in AMOS EMS
Vessel: one controlled electronic copy
GENERAL
The Master is ultimately responsible for the stock and condition of the medical supplies onboard, for giving
medical aid and all medical care, and for keeping the medical logbook in which treatment of patients and
medicines dispensed is entered.
The Master may assign as Medical Officer, a suitably qualified officer (holder of Medical Care Certificate in acc.
with STCW) and this delegation of responsibility must be clearly stated in a Master Standing Order posted in the
hospital.
A copy of the World Health Organisation / IMO recommended medications, instructions and other medical
appliances shall be maintained onboard, and the contents of the medicine locker checked at intervals not exceeding
three months.
Once during his contract, the Master must verify the quantities of the all medicine onboard (including the
controlled substances (drugs).
INSPECTION BY PORT HEALTH OFFICERS
1. The appointed Medical Officer is responsible to prepare the vessel for inspections by Port Health Officers.
2. The whole accommodation is to be made available for inspection, the Medical Officer will accompany the
Health Officer on the inspection of the accommodation, medicine chest, first aid boxes, medical log and
CONTROLLED DRUGS REGISTER. In addition, the Health Officer may want to know when the water
tanks were last cleaned and this information must be ready to hand.
MEDICAL ASSISTANCE
When medical assistance is needed at sea or in port, a medical examination report–Form SC-206, is to be
completed.
In port, medical assistance is to be arranged through the Agents.
ILLNESS/ACCIDENTS ON BOARD THE VESSEL, AND MEDICAL TREATMENT ASHORE
Medical treatment, dental treatment [extractions, fillings and replacement of lost fillings only], is paid for by the
Company’s Insurance, and in parallel any related information is treated as strictly confidential.
1. Report to Officer in charge of medical care;

2. Medical Officer to examine patient and apply/issue medication as required. Obtain Master’s approval for
medical treatment ashore as required;
3. For a visit to Doctor/Dentist/Optician, must be arranged through the Agents. In parallel form SC-206
(Medical Examination Report) is to be accurately completed by the Master and the consulted medical
practitioner.
4. On patients return to vessel, copy of SC-206 to be placed in File CA-5 with copy sent to the office.
5. Form SC-207 (Monthly illness report) should be updated with copy sent to the office via monthly mail.
18/11/2016 Medical Care Onboard
6. Lastly, if the illness resulted because of an accident, then the form 15-300F1 (Initial Accident or Hazardous
Incidents report) should be completed and sent to the DPA. The appointed Medical Officer is to follow up
any medical care as prescribed by shore doctors.
LANDING A SICK CREWMEMBER
Hospitalization and/or repatriation on medical advice, is paid for by the Company.
1. If it becomes necessary to land a sick crewmember for medical attention or hospitalization, the Company is
to be informed immediately.
2. Agents in the intended port are to be contacted and advice on landing procedures sought. Masters must be
aware of the costs and risks involved in trying to land a sick crewmember in a country where medical help
may not be sufficiently available, and must never arrange for landing without first consulting the Company.
3. If the ship is at sea and a deviation is necessary, obtain permission from the Company first and then a
complete deviation report with times, dates, distances to and from the port and equivalent position, fuel
consumptions during the deviation etc must be prepared and sent to the Company from the next port.
MEDEVAC / HELIVAC SERVICES

Refer: IAMSAR Manual Vol.III, section 4-9 for relevant details and information required.
Masters should initially contact the nearest Rescue Co-Ordination centre (RCC) who will also be able to give, or
put the vessel in touch medical advice.
1. If a patient is to be evacuated while on passage, by helicopter or launch, detailed advice is to be obtained

about the procedure to be followed.
2. The patient is to be dressed warmly, firmly strapped to a stretcher, a copy of the sickness report plus history
of medical treatment onboard attached to his clothing, his passport and seaman's book attached to his body
in a watertight bag. The patient’s personal belongings are to be inventoried by at least two officers who will
both sign for the inventory list. The Company is to be advised of the evacuation of the patient and where his
personal belongings are stowed.
INTERNATIONAL RADIO MEDICAL SERVICES

Refer to: IAMSAR Manual Vol. III, section 4-8 [MEDICO] for relevant details and information required.
The Company must be advised of steps taken as soon as possible. When requesting Radio Medical Assistance,
the message shall advise; symptoms, age, general condition, special circumstances etc. of the patient, and must
be clear and precise.
It is often worthwhile to contact their doctor on duty not just in case of accidents or serious illnesses, but also for
those apparently insignificant symptoms. Despite their subtle beginnings something that first appears
insignificant, can evolve into a more serious and complex clinical problems at a later stage. Furthermore, early
advice, before starting any treatment, can prevent administration of useless or even dangerous medicines.
28/12/2011 Medical Chest
Medicine Chest
The Medicine Chest is to be kept stocked in accordance with the instructions below. The use of patent medicines
is not considered as an alternative to medical advice and proper treatment.
The Master is responsible for the safe storage of dangerous drugs and the security of the ship's medical locker,
which is to be kept locked.
Medical stores kept in lifeboats are to be frequently inspected at sea, and removed to the medical locker for
security, when the vessel is in port, unless the lifeboat(s) is/are kept locked during stay in port.
If removed for security purposes, then they MUST be replaced into the lifeboat[s] prior to the vessel
proceeding to sea.
Lifeboat medical kits are usually sealed units which have to be renewed on the expiry dates indicated on the
units.
3. Most seafaring nations have precise laws and regulations concerning the composition of the ships' medicine
chests, and the medical equipment which is to be on board. The regulations apply to ships under national flag
and, if applicable, under second registers. Countries with national regulations include:
Germany, The Netherlands, United Kingdom, Belgium, France, Denmark, Norway, Sweden etc.
4. Other countries that have no regulations as such, acknowledge the "modern and generally accepted regulations
of major seafaring nations".
For these countries, a medical equipment outfit in accordance with the regulations of the World Health
Organization (WHO) is the most suitable.
5. The WHO International Medical Guide for Ships is onboard and included in the ships library. It must be
noted here that Chapters 18 (List of Medicines) and 19 (Surgical Equipment, Instruments and Supplies) give
recommended quantities of medicines and equipment for all seagoing ships only:
Notes: the lists do not give required quantities.
In national regulations and WHO guidelines medicines are arranged according to:
• Application: e.g. “medicines for diseases of the respiratory tract”. This applies to Germany, The
Netherlands and other countries.
• Chemical names in alphabetical order. This applies to the United Kingdom and the WHO Guide.
• Latin names in alphabetical order.
Thus the Medical Chest onboard must be in accordance with the medical guide in use onboard as the guides
sometimes refer to medicines by number and not by name.
6. MEDICAL CHEST INITIAL SUPPLY AND REPLENISHMENT OF EXPIRED MEDICINE/DRUGS

Marlow Navigation contracted Messrs Lloyd Apotheke for the initial supply and replenishment of each ship’s
Medical Chest. Lloyds Apotheke issues a new ship-specific Medical Chest Certificate every time it is
replenished. The Medical Officer onboard should monitor all the expiry dates. The Purchasing department should
be notified well in advance when medicines are about to expire, so the necessary action can be taken to replenish
the Medical Chest and also obtain a new certificate.
7. The variety and quantity of medicines supplied onboard by Lloyds Apotheke, depends on:
• Sailing area, such as world wide trade, coastal only, malaria infested areas etc.
• Number of crew on board
• Special ship types, such as ferries, passenger ships, research vessels etc
28/12/2011 Medical Chest
8. CONTROLLED DRUGS (NARCOTIC) RECORDS

It is imperative that the Master maintains an up to date, and very accurate record of dangerous drugs onboard that
are held in his safe. This is right down to the actual number of tablets or vials of a specific type, for which
incorrect quantities declared, have resulted in heavy fines to the vessel. To this effect, the Company supplies
each ship with the “CONTROLLED DRUGS REGISTER & ANNUAL INSPECTIONS” file.
9. DISPOSAL OF OUT OF DATE (EXPIRED) MEDICINES

Records and instructions concerning the destruction of controlled drugs are contained in the above mentioned
“CONTROLLED DRUGS REGISTER & ANNUAL INSPECTIONS” file.
10. MEDICAL OXYGEN CYLINDERS

The Inspection and refilling of the Medical Oxygen Cylinders is regulated by the requirements of the Flag State.
If the Flag state did not issue relevant requirements, then the ship should adhere to the following requirements.
• Inspection: Annual visual inspection of the Oxygen cylinders, cylinder track, regulator, flow meters,
humidifiers and face masks by the Medical Officer. The inspection date should be recorded on a card hanged
on each cylinder.
• Refilling: The Medical Oxygen cylinders should be landed for refilling as minimum between the 2nd and 3rd
year after last refilling.
• Hydrostatic testing: The Medical Oxygen cylinders should be landed for hydrostatic testing every 5 years
with the test pressure not to be less than 1.5 times the working pressure. The cylinders should be refilled and
send back to the ship.
11. MEDICAL LOGBOOK

It must be maintained and kept in the medicine chest. The logbook must state details including information
pertaining to the patients' symptoms, dispensed medicines, date of dispense and the signature of the dispensing
officer.
12. All ships in full management must have onboard the World Health Organisation's International Medical
Guide for Ships.
Note: Flag State regulations can require additional medicines. Refer to vessels under the UK flag for which
specific quantities and requirements are made. In the guide, no required medicines, equipment, supplies or
instruments are, as said before, specified, they are only recommended. It should be noted that medicines and
sterilized items (bandages etc) have expiry dates, but common items such as normal dressings do not have an
expiry date.
13. Medicine chests are to be kept hygienically clean and tidy at all times. Medicines are to be arranged by
expiry date. The Master is responsible to make sure that the locker and Hospital is kept in excellent and hygienic
condition.
14. IMO equipment and anti-dotes, according to the WHO regulations for ships carrying dangerous cargoes
and/or containers, are supplied according to the prescribed list. The equipment is supplied in an aluminum case
and includes an oxygen outfit and spare bottle, and it is supplied with an approval certificate.
15. Masters of ships which have a medicine chest on board which are not in accordance with the above (example:
German language or system, Korean initial supplies with unreadable labels), must contact the Purchasing
Department to agree on a feasible way to bring the medical chest onboard their ships in line with the
requirements of this chapter.
28/12/2011 Personal Health & Hygiene
Health and Hygiene is important in every respect, in all conditions but particularly important
especially under tropical conditions, the rules are simple:
CLEANLINESS
Practice frequent bathing to allow sweating to proceed freely.
EXPOSURE TO SUN
1. Sunbathing, although not generally recommended, is to be carried out gradually. Sunburn is
considered to be a self-inflicted injury.
2. When working in hot climates wear light headgear and dark glasses of good quality.
Sunglasses are NOT SAFETY GOGGLES and they do not preclude the wearing of the correct
goggles for the work in hand.
FOOD
It is recommended that light meals are served during the day, with a more substantial meal
served in the evening.
ALCOHOL
1. Should not to be consumed during the day. Excessive consumption can lead to heat stroke,
which, under these conditions, can often prove fatal.
2. Consumption levels are to always be within the safe limits as per the Company’s Drug and
Alcohol Policy.
AVOIDANCE OF HEAT EXHAUSTION / HEAT STROKE

When working in extremes of temperature and humidity:
1. Personnel should be aware of the weather and the work conditions.
2. The danger of heat stress increases with higher temperatures and humidity, under direct
sunlight, during heavy work, and with use of protective equipment and clothing, especially
coated and non-woven synthetic garments.
3. Personnel's susceptibility also increases with age, lack of rest, lack of physical fitness, and
the use of certain drugs and medications. It should be noted that even persons in good shape
can become seriously ill from heat. Those who gradually adjust to working in a warm or hot
environment are less likely to become ill.
4. Personnel required to work in these conditions must drink enough water, and work
practices should be adjusted for the conditions of each day. For example, heavy work might
be scheduled for the cooler hours, and work/rest cycles could be set up.
5. If workers become too hot despite precautions, the Company suggests shortening the work
periods, and lengthening the rest periods. Less fit workers could be assigned to lighter work. It
may be necessary to halt work altogether under extreme conditions.
28/12/2011 Personal Health & Hygiene
6. Ensure adequate salt is available in the diet, and an intake of at least 4.5 liters [8 pints] of
fluid per day is essential.
7. Signs of heat exhaustion are headache, tiredness, sickness and a fainting sensation. Cramp
is also a symptom.
8. Heat Stroke is sudden and dangerous. Symptoms are a high temperature with NO sweating,
followed by delirium and collapse with unconsciousness. The patient must be cooled as
rapidly as possible. Refer to the WHO/IMO Medical Guide and, if in any doubt, then contact
the nearest RCC and/or CIRM Rome (IAMSAR Vol.III Section 4-8) for further assistance.
11/09/2019 Port Contacts List
Form Purpose Provision of operational and emergency response information for the vessel and the MN
office. To be created and kept up-to-date by the Master or officer appointed by him for each
port of call (passage planning). The DPA may assist with providing information.
Distribution • original to SOPEP Annex “Port Contacts”
• copies to bridge and cargo office
Country Name & ISO

Code
Port Name & LOCODE
Vessel’s Name & IMO No.
Update Date &

Rank/Name
Party Full Style and Contact Details (Physical/Postal Address, Telephone, Fax, Email, Web
Site, Persons in Charge (PIC) including AOH Contacts, Comments)
Port Authorities
Port Facilities (incl. PFSO)
Fire Guard
First Aid / Hospital
Police / Law Enforcement
Pilot / Tug Services
Oil Spill Response
Port Agent(s)
Stevedores
Ship Chandlers
Crew Welfare /
Transportation
Other Service Providers

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MN 10-004

Version 46 10. Quality Manual

13 Customer Relations - Crew Management

15 Safety Management System

S Code Document Title V Eff. Date

16 Environmental Management System

18 Integrated Management System

18-2 Control of Documents and Records

18-3 Control and Improvement of the System

18-4 Audit Procedures

18-5 Management Review

30-2 Technical Department - Administration

30-3 Technical Department – Functions and Structure

Marlow Navigation Issued by: Reviewed by: Released by:

S Code Document Title V Eff. Date

30-5 Shipboard Crew – Functions & Structure

31 Ship Management – General Administration

31-1 Takeover of Vessels

31-2 Flag Administration

31-5 Commercial Administration and Communication

Marlow Navigation Issued by: Reviewed by: Released by:

S Code Document Title V Eff. Date

31-7 Ship Management and Performance Reporting

32 Ship Management – Crew Administration

32-3 On-Signer Familiarisation and Handover Procedures

32-4 Working Hours, Salaries and Deductions

32-5 Shore Leave, Passengers and Private Visitors

32-6 Conflict Handling Procedures

32-7 Catering and Crew Welfare

Marlow Navigation Issued by: Reviewed by: Released by:

S Code Document Title V Eff. Date

33 Ship Management – Principles of Safe Navigation

33-1 Use and Maintenance of safe Navigation

33-2 Navigation in Adverse Weather

33-5 Navigation in Coastal Waters

33-6 Navigation in Dangerous Waters

Marlow Navigation Issued by: Reviewed by: Released by:

S Code Document Title V Eff. Date

34 Ship Management – Engine Operations

34-2 Bunkering Procedures

34-6 Lub Oil and Fresh Water

35 Ship Management – Port and Cargo Operations

35-1 General Port Operations

Marlow Navigation Issued by: Reviewed by: Released by:

S Code Document Title V Eff. Date

35-2 Cargo Operations

35-9 Port Departure

36 Ship Management – Supply and Maintenance

36-3 Planned Maintenance

Marlow Navigation Issued by: Reviewed by: Released by:

S Code Document Title V Eff. Date

36-5 Repairs and Dockings

36-6 Ship Inspections

37 Ship Management – IT and Communications

Marlow Navigation Issued by: Reviewed by: Released by:

S Code Document Title V Eff. Date

41-1 International Medical Requirements

45-5 Monitoring Crew Performance

45-7 Crew Changes

45-8 Crew Welfare

5 HEALTH, ENVIRONMENT, SAFETY & SECURITY

50-2 Emergency Response organisation

50-3 Emergency Preparedness

Date: Signature:____

Date: _ Signature:_____

Date: _ Signature:______