SBMWSM2016

SHIPMANAGEMENT LTD.
SHIPBOARD MANAGEMENT
MANUAL
Edition No.: 3
Revision Date: December 2016
SHIPBOARD MANAGEMENT MANUAL
(PART I)
WALLEM SHIPMANAGEMENT LTD

HONG KONG
SH I PB O A R D
M A N A G EM E N T M A N U A L
PA R T I
EDITION NO. 3
31 January 2006
WALLEM SHIPMANAGEMENT LTD Prepared by : MSQR
Issue Date : 31.3.98
CONTENTS Checked by : Director (Marine)
SHIPBOARD MANAGEMENT 3rd Edition : 31.1.06
Rev. Date : Dec 2016
MANUAL- PART I
Page -1- Approved by : Directors
TABLE OF CONTENTS
Section pages no.
(!) TABLE OF CONTENTS--------------------------------------------------------------------------------------------------------- 1
ND
FOREWORD TO 3 EDITION ----------------------------------------------------------------------------------------------- 1
SIGNATURE CARD ---------------------------------------------------------------------------------------------------------- 1
(!) (!) REVISION SHEET ---------------------------------------------------------------------------------------------------------- 1
(!) (!) MANAGEMENT REVIEW ------------------------------------------------------------------------------------------------------ 1
(!)
SECTION 1.0 OBJECTIVES AND POLICIES ----------------------------------------------------------------------------- 1
1.1 INTRODUCTION TO QUALITY ASSURANCE IN SHIP MANAGEMENT--------------------- 2
1.2 HEALTH & SAFETY ---------------------------------------------------------------------------------------- 3
1.3 CONSERVATION & PROTECTION OF THE ENVIRONMENT --------------------------------- 4
1.4 DRUG & ALCOHOL POLICY ---------------------------------------------------------------------------- 4
1.5 MINIMISING PROCESS LOSS AND IMPROVEMENT OF LOSS CONTROL --------------- 5
1.6 MANDATORY REGULATIONS & LAWS ------------------------------------------------------------- 5
SECTION 2 OVERVIEW OF DOCUMENTS -------------------------------------------------------------------------- 1
2.1 OVERVIEW OF SHIP AND OFFICE DOCUMENTS ----------------------------------------------- 1
2.2 TERMS OF REFERENCE -------------------------------------------------------------------------------- 1
2.3 APPROVAL, ISSUANCE, REVISIONS AND AMENDEMENTS --------------------------------- 1
2.4 DOCUMENT RETENTION PERIOD ------------------------------------------------------------------- 1
2.5 BASIS FOR WALLEM SEP/ ISM/ SMS SYSTEMS & DOCUMENTATION ------------------- 2
2.6 SHIPBOARD DOCUMENT CONTROL AND DISTRIBUTION ----------------------------------- 3
2.7 COMPANY STATIONERY -------------------------------------------------------------------------------- 6
2.8 FILING SYSTEM -------------------------------------------------------------------------------------------- 6
2.9 DOCUMENTATION SYSTEM --------------------------------------------------------------------------- 7
2.9.1 MASTER'S FILING SYSTEM ---------------------------------------------------------------------------- 7
2.9.2 CHIEF ENGINEER'S FILING SYSTEM---------------------------------------------------------------- 9
SECTION 3 ADMINISTRATION ----------------------------------------------------------------------------------------- 1
3.1 DEFINITIONS ------------------------------------------------------------------------------------------------ 1
SECTION 4 ---------------------------------------------------------------------------------------------------------- 1
4.1 ORGANISATION -------------------------------------------------------------------------------------------- 1
(!) 4.2 DESCRIPTION OF OFFICE AND SHIP PERSONNEL RESPONSIBILITIES AS
APPLICABLE------------------------------------------------------------------------------------------------- 2
4.3. SHIPS ORGANIZATION – STANDARD MANNING ------------------------------------------------ 7
4.3.1 SHIPS ORGANIZATION - FOR JOB DESCRIPTIONS -------------------------------------------- 8
4.4 MASTER DELEGATION OF MANAGEMENT OF SAFETY AND ENVIRONMENTAL
PROTECTION ----------------------------------------------------------------------------------------------- 9
4.5 JOB DESCRIPTIONS /RESPONSIBILITIES/DUTIES ------------------------------------------- 10
4.5.1 JOB TITLE MASTER ---------------------------------------------------------------------------------- 10
4.5.2. INTERRELATIONS (SHIP / SHORE) I.E. MASTER WITH OTHERS ------------------------ 13
MANUAL- PART I Page -2- Approved by : Directors
4.5.2. INTERRELATIONS (SHIP / SHORE) – MASTER WITH OTHERS, EXPLANATION OF

MATRIX ----------------------------------------------------------------------------------------------------- 14
4.5.2.1 COMMERCIAL OPERATIONS & CHARTER PARTY-------------------------------------------- 14
4.5.2.2 POLLUTION, ACCIDENT, MAJOR EMERGENCIES -------------------------------------------- 14
4.5.2.3 COMMUNICATION – SHIPBOARD OIL POLLUTION EMERGENCY PLAN (SOPEP)/
VESSEL RESPONSE PLAN (VRP/ NTVRP) ------------------------------------------------------- 14
4.5.2.4 COMMUNICATION - MAJOR CASUALTY CONTINGENCY MANUAL (MCCM)---------- 14
4.5.2.5 P & I CLUB LOCAL CORRESPONDENT ----------------------------------------------------------- 14
4.5.2.6 CERTIFICATES & SURVEYS-------------------------------------------------------------------------- 15
4.5.2.7 COMMUNICATIONS AND CORRESPONDENCE WITH WSM OFFICE ------------------- 15
4.5.2.8 SHIP CHANDLERS & SERVICE ENGINEER ------------------------------------------------------ 16
4.5.2.9 DEALING WITH THE MEDIA -------------------------------------------------------------------------- 16
4.5.2.10 SECURITY ------------------------------------------------------------------------------------------------- 16
4.5.2.11 PERSON IN CHARGE OF MEDICAL CARE ------------------------------------------------------ 16
4.5.3 JOB TITLE CHIEF OFFICER ALSO KNOWN AS ------------------------------------------------ 17
4.5.4 JOB TITLE JUNIOR CHIEF OFFICER -------------------------------------------------------------- 20
4.5.5 JOB TITLE 2ND OFFICER / 2ND MATE / NAVIGATING OFFICER ------------------------ 21
4.5.6 JOB TITLE ADDITIONAL 2ND OFFICER ---------------------------------------------------------- 23
4.5.7 JOB TITLE THIRD OFFICER / 3RD MATE -------------------------------------------------------- 25
(!) 4.5.8 JOB TITLE ADDITIONAL THIRD OFFICER/ ADDITIONAL 3RD MATE OR JUNIOR
WATCHKEEPING OFFICER--------------------------------------------------------------------------- 27
(!) 4.5.9 JOB TITLE DECK CADET OR JUNIOR OFFICER ----------------------------------------------- 29
4.5.9.1. JOB TITLE SHIPS CLERK ---------------------------------------------------------------------------- 30
4.5.10 JOB TITLE CHIEF ENGINEER ----------------------------------------------------------------------- 31
4.5.11 JOB TITLE 2ND ENGINEER, ------------------------------------------------------------------------- 34
4.5.12 JOB TITLE 3RD ENGINEER -------------------------------------------------------------------------- 36
4.5.13 JOB TITLE 4TH ENGINEER -------------------------------------------------------------------------- 38
(!) 4.5.14 JOB TITLE ADDITIONAL 4TH ENGINEER OR JUNIOR WATCHKEEPING ENGINEER
-------------------------------------------------------------------------------------------------------- 39
TH
(!) 4.5.15 JOB TITLE ENGINEERING CADET OR 5 ENGINEER OR JUNIOR ENGINEER ---- 40
(!) 4.5.16 JOB TITLE ELECTRICAL OFFICER ---------------------------------------------------------------- 41
(!) 4.5.17 JOB TITLE REEFER/ELECTRICAL ENGINEER ------------------------------------------------ 42
(!) 4.5.18 JOB TITLE ELECTRO TECHNICAL OFFICER (ETO)------------------------------------------- 44
4.5.19 JOB TITLE PUMPMAN (6EP) ------------------------------------------------------------------------- 46
4.5.20 JOB TITLE FITTER OR MECHANIC (6EF) -------------------------------------------------------- 47
4.5.21 JOB TITLE RIDING FITTER--------------------------------------------------------------------------- 48
4.5.22 JOB TITLE BOATSWAIN (BOSUN), OR CPO---------------------------------------------------- 49
4.5.23 JOB TITLE ABLE & ORDINARY SEAMAN (OR GP1 & GP2) -------------------------------- 50
4.5.24 JOB TITLE TRAINEE SEAMAN OR DECK BOY ------------------------------------------------ 51
4.5.25 JOB TITLE OILER/FIREMAN/MOTORMAN OR GP1 ------------------------------------------- 52
4.5.26 JOB TITLE WIPER OR GP2 -------------------------------------------------------------------------- 53
4.5.27 JOB TITLE CHIEF COOK (PCO) -------------------------------------------------------------------- 54

4.5.28 JOB TITLE 2ND COOK (OR CREW COOK) ------------------------------------------------------ 55
4.5.29 JOB TITLE MESSMAN --------------------------------------------------------------------------------- 56
4.5.30 JOB TITLE MESS BOY --------------------------------------------------------------------------------- 57
4.6 CHANGING OF MASTER, OFFICER, CREW AND FAMILIARISATION-------------------- 58
4.6.1 SENIOR OFFICERS ------------------------------------------------------------------------------------- 58
4.6.2 FAMILIARISATION OF EMERGENCY EQUIPMENT FOR NEWLY JOINED
PERSONNEL.---------------------------------------------------------------------------------------------- 58
4.6.3 FAMILIARISATION BOOKLET FOR SAFETY AND SHIPBOARD FAMILIARISATION
( RANK SPECIFIC) --------------------------------------------------------------------------------------- 58
4.6.4 RECORD OF SAFETY FAMILIARISATION, SHIPBOARD TRAINING AND SHIPBOARD
FAMILIARISATION --------------------------------------------------------------------------------------- 59
SECTION 5 REVIEW AND VERIFICATION -------------------------------------------------------------------------- 1
5.1 SEP MEETINGS -------------------------------------------------------------------------------------------- 1
5.1.1 RESPONSIBILITY ------------------------------------------------------------------------------------------ 1
5.1.2 SAFETY & ENVIRONMENT PROTECTION COMMITTEE MEETING ------------------------ 1
5.1.3 MANAGEMENT MEETINGS ----------------------------------------------------------------------------- 1
5.2 CONDUCT OF SAFETY & ENVIRONMENT PROTECTION COMMITTEE MEETING---- 2
(!) 5.3 OFFICE FEEDBACK TO MINUTES OF SAFETY & ENVIRONMENT PROTECTION
COMMITTEE MEETING ---------------------------------------------------------------------------------- 3
5.4 MASTER’S REVIEW --------------------------------------------------------------------------------------- 3
5.5 MASTER’S, CHIEF ENGINEER & CHIEF OFFICER’S INSPECTIONS ----------------------- 4
5.6 INSPECTIONS AND AUDITS ---------------------------------------------------------------------------- 5
5.6.1 VESSEL INSPECTIONS ---------------------------------------------------------------------------------- 5
(!) 5.6.2 INTERNAL ISM AUDIT ----------------------------------------------------------------------------------- 5
5.6.3 TRAINING VISITS ------------------------------------------------------------------------------------------ 5
(!) 5.6.4 OWNERS AND CHARTERERS INSPECTIONS ---------------------------------------------------- 6
5.6.5 EXTERNAL AUDITS BY CLASS FOR ISM/SMC AND ISO 9001, ISO 14001, OHSAS
18001 ---------------------------------------------------------------------------------------------------------- 6
5.6.6 CLOSING OF AUDIT FINDINGS. ----------------------------------------------------------------------- 7
5.7 ISPS AUDITS ------------------------------------------------------------------------------------------------ 7
5.7.1 INTERNAL ISPS AUDIT ---------------------------------------------------------------------------------- 7
5.7.2 EXTERNAL ISPS AUDIT BY ADMINISTRATION / RSO ----------------------------------------- 7
5.7.3 PORT STATE CONTROL INSPECTIONS – Requirements for Hong Kong flag ships: ---- 7
(!) 5.8 INCIDENT/ACCIDENT REPORTING, FEEDBACK AND PREVENTIVE ACTION ---------- 7
(!) 5.9 ACCIDENT / INCIDENT INVESTIGATION --------------------------------------------------------- 10
(!!) 5.9.1 INVESTIGATION REQUIREMENTS ----------------------------------------------------------------- 10
(!!) 5.9.2 TABLE OF CATEGORY OF ACCIDENT ------------------------------------------------------------ 11
5.10 SYSTEM REVIEW ELEMENTS FOR PROCESS IMPROVEMENT -------------------------- 12
5.11 RISK ASSESSMENT ------------------------------------------------------------------------------------- 13
5.12 SHIP/ MANAGEMENT REVIEW FLOW DIAGRAM --------------------------------------------- 14
SECTION 6 MANDATORY REGULATION AND CLASS CERTIFICATES------------------------------------------ 1

6.1 NATIONAL LEGISLATION-------------------------------------------------------------------------------- 1
6.2 ANNUAL INSPECTIONS, MANDATORY REPORTING OF INCIDENTS / ACCIDENTS
ACCORDING TO FLAG STATE ADMINISTRATION REQUIREMENTS: --------------------- 1
6.3 OFFICIAL LOG BOOKS ----------------------------------------------------------------------------------- 1
6.4 RENEWAL OF SHIPS CERTIFICATES --------------------------------------------------------------- 1
6.5 HULL & MACHINERY SURVEYS ----------------------------------------------------------------------- 1
6.6 USCG ---------------------------------------------------------------------------------------------------------- 2
6.7 GENERAL LETTERS -------------------------------------------------------------------------------------- 2
6.8 INSPECTION OF SHIPBOARD MEDICINE CHEST ----------------------------------------------- 2
6.9 MEDICAL CARE -------------------------------------------------------------------------------------------- 2
SECTION 7 PERSONNEL------------------------------------------------------------------------------------------------ 1
7.0 FPD POLICIES, AIMS & OBJECTIVES --------------------------------------------------------------- 1
7.1 OBJECTIVE -------------------------------------------------------------------------------------------------- 1
7.2 BUSINESS PRACTICES/ETHICS ---------------------------------------------------------------------- 2
7.3 COMMISSIONS PAID TO FPD STAFF OR STAFF OF OUR APPOINTED MANNING
AGENCIES --------------------------------------------------------------------------------------------------- 3
7.4 GLOSSARY OF TERMS USED ------------------------------------------------------------------------- 3
7.5 CONTINUAL IMPROVEMENT --------------------------------------------------------------------------- 3
7.6 MANNING LEVELS (MLC 2006 – REG 2.7)---------------------------------------------------------- 4
7.7 COMPETENCE & QUALIFICATIONS (MLC 2006 – REG 1.3) ---------------------------------- 4
7.8 EXPERIENCE------------------------------------------------------------------------------------------------ 4
7.9 SEAFARER TRAINING (MLC 2006 – REG 2.8)----------------------------------------------------- 6
7.10 CADET TRAINING/LIFE ONBOARD ------------------------------------------------------------------- 6
7.11 ENGLISH LANGUAGE ------------------------------------------------------------------------------------ 7
7.12 BIAS – NATIONALITY, GENDER OR AGE----------------------------------------------------------- 7
7.13 FITNESS FOR DUTY - WORK/REST HOURS (MLC 2006 – REG 2.3) ----------------------- 8
7.14 HEALTH - BODY MASS INDEX (BMI) & PRE-EMPLOYMENT MEDICAL APPROVALS --
-------------------------------------------------------------------------------------------------------- 10
7.15 DISCIPLINARY ACTION/DISMISSAL ONBOARD SHIPS -------------------------------------- 11
7.16 CHECKING OF JOINING CREW’S DOCUMENTATION --------------------------------------- 15
7.17 FLAG STATE DOCUMENTATION ------------------------------------------------------------------- 15
7.18 SEAFARER’S EMPLOYMENT AGREEMENTS (MLC 2006 – REG 2.1) -------------------- 16
7.19 SEAFARER’S MEDICAL CERTIFICATES (MLC 2006 – REG 1.2) --------------------------- 16
7.20 PAYMENT OF WAGES (MLC 2006 – REG 2.2) -------------------------------------------------- 17
7.21 CASH TO MASTER (CTM) ----------------------------------------------------------------------------- 17
7.22 ONBOARD ACCOUNTING ----------------------------------------------------------------------------- 18
7.23 BONUS PAYMENTS/SPECIAL WORK ALLOWANCES ---------------------------------------- 19
7.24 CHIEF STEWARD ALLOWANCE -------------------------------------------------------------------- 19
7.25 APPRAISAL REPORTING ------------------------------------------------------------------------------ 20
7.26 PROMOTION (MLC 2006 – REG 2.8) --------------------------------------------------------------- 22
7.27 RELIEF PLANNING -------------------------------------------------------------------------------------- 23

7.28 HANDOVER PERIOD & HANDOVER NOTES ---------------------------------------------------- 24
7.29 REPATRIATION (MLC 2006, REGULATION 2.5) & ENTITLEMENT TO LEAVE
INCLUDING SHORE LEAVE (MLC 2006, REGULATION 2.4) -------------------------------- 25
7.30 TRAVEL, TRAVEL ADVANCE & LOST BAGGAGE ---------------------------------------------- 26
7.31 EXPENSES WHEN ACCOMMODATED IN A HOTEL ------------------------------------------- 27
7.32 FAMILY CARRIAGE -------------------------------------------------------------------------------------- 28
7.33 VISITORS --------------------------------------------------------------------------------------------------- 29
7.34 FIREARMS & PETS -------------------------------------------------------------------------------------- 29
7.35 UNIFORM/WORKING GEAR (PERSONAL PROTECTIVE EQUIPMENT - PPE) -------- 29
7.36 CREW WELFARE ONBOARD ------------------------------------------------------------------------ 30
7.37 CREW MAIL ------------------------------------------------------------------------------------------------ 30
7.38 ONBOARD MESS COMMITTEE (FOOD & CATERING - MLC 2006 – REG 3.2) -------- 31
7.39 VISITS TO DOCTOR------------------------------------------------------------------------------------- 32
7.40 MEDICAL REPATRIATION (P&I) CASES, DEATH ONBOARD OR PERSONS MISSING
AT SEA, PRESUMED DEAD --------------------------------------------------------------------------- 33
7.41 DESERTION ----------------------------------------------------------------------------------------------- 34
7.42 PROHIBITED ITEMS ------------------------------------------------------------------------------------- 35
7.43 TRADING --------------------------------------------------------------------------------------------------- 35
7.44 THEFT OF COMPANY OR SHIP’S PROPERTY-------------------------------------------------- 35
7.45 CUSTOM’S REGULATIONS --------------------------------------------------------------------------- 35
7.46 ALTERATIONS TO SHIPBOARD FIXTURES & FITTINGS ------------------------------------ 35
7.47 LOSS OF PERSONAL EFFECTS (MLC 2006 – REG 2.6) ------------------------------------- 36
7.48 ITF VISITS -------------------------------------------------------------------------------------------------- 36
7.49 ONBOARD COMPLAINT PROCEDURE (MLC 2006, REGULATION 5.1.5) --------------- 37
7.50 TRAVEL & PERSONAL EFFECTS ------------------------------------------------------------------- 41
7.51 FAMILY VISITS -------------------------------------------------------------------------------------------- 41
7.52 MONTHLY DOCUMENTATION STATUS REPORT - ------------------------------------------- 41
7.53 GENERAL LETTERS ------------------------------------------------------------------------------------ 42
(!) 7.54 CONTACT DETAILS OF COMPETENT AUTORITIES - ---------------------------------------- 42
SECTION 8 TRAINING ---------------------------------------------------------------------------------------------------- 1
8.1 OVERVIEW OF WALLEM TRAINING AND EVALUATION SYSTEM------------------------- 1
8.2 SHIP STAFF TRAINING – SELF HELP --------------------------------------------------------------- 2
8.3 ON - THE - JOB - TRAINING ---------------------------------------------------------------------------- 2
8.4 ON BOARD SAFETY TRAINING ----------------------------------------------------------------------- 2
8.5 OIL SPILL PREVENTION AND CONTAINMENT TRAINING ------------------------------------ 3
8.6 WALLEM FLEET OFFICER MEETING (WFOM) AND TRAINING SESSIONS ------------- 3
8.7 NEW ENTRANTS ------------------------------------------------------------------------------------------- 3
8.8 SPECIALIST COURSES ---------------------------------------------------------------------------------- 3
8.9 OFFICE STAFF TRAINING ------------------------------------------------------------------------------ 4
8.10 WALLEM MARITIME TRAINING CENTRE (WMTC) ---------------------------------------------- 4

SECTION 9 OPERATIONAL PROCEDURES - GENERAL ------------------------------------------------------- 1
9.1 POLICY BASED OPERATING PROCEDURES ----------------------------------------------------- 1
9.2 SAFETY PROCEDURES REFER TO COMPANY SAFETY MANUAL. ----------------------- 1
9.3 BRIDGE PROCEDURES REFER TO BRIDGE PROCEDURES MANUAL. ---------------- 1
9.4 SHIP SPECIFIC OPERATIONAL PROCEDURE - REFER TO THE SHIP TYPE
SPECIFIC OPERATION MANUAL. --------------------------------------------------------------------- 1
9.5 SECURITY PROCEDURE REFER TO SHIP SECURITY PLAN ------------------------------ 1
9.6 NOISE --------------------------------------------------------------------------------------------------------- 2
9.7 Vibration ------------------------------------------------------------------------------------------------------- 3
9.8 HIGH AND LOW TEMPERATURE CONDITIONS -------------------------------------------------- 4
9.9 EXPOSURE TO SMOKE ---------------------------------------------------------------------------------- 5
9.10 HANDLING CHEMICALS --------------------------------------------------------------------------------- 6
SECTION 10 DECK PROCEDURES ------------------------------------------------------------------------------------- 1
10.0 DECK PROCEDURES ------------------------------------------------------------------------------------- 1
10.1 SUB CONTRACTORS AND OTHER SHORE PERSONNEL ------------------------------------ 1
10.2 EMERGENCY PROCEDURES -------------------------------------------------------------------------- 1
10.3 MUSTERS, EMERGENCY EXERCISES AND BOAT STATIONS ------------------------------ 1
10.4 EMERGENCY MUSTER BILL --------------------------------------------------------------------------- 2
10.5 EMERGENCY SIGNALS ---------------------------------------------------------------------------------- 2
10.6 FIRE PREVENTION ---------------------------------------------------------------------------------------- 2
10.7 FIRE PRECAUTIONS IN PORT ------------------------------------------------------------------------- 3
10.8 SMOKING ----------------------------------------------------------------------------------------------------- 3
10.9 CO2 / HALON FIRE EXTINGUISHING INSTALLATIONS ---------------------------------------- 3
10.10 BREATHING APPARATUS------------------------------------------------------------------------------- 4
10.11 FIRE DETECTION SYSTEMS --------------------------------------------------------------------------- 4
10.12 MAINTENANCE OF SAFETY & LIFESAVING EQUIPMENT ------------------------------------ 4
10.13 LIFEBOATS AND LIFE-RAFTS ------------------------------------------------------------------------- 4
10.13.1 FREE FALL LIFEBOATS ---------------------------------------------------------------------------------- 5
10.13.2 LAUNCHING OF LIFEBOATS --------------------------------------------------------------------------- 5
10.14 SECURITY - UNAUTHORISED ENTRY -------------------------------------------------------------- 6
10.15 PROTECTIVE CLOTHING AND EQUIPMENT ------------------------------------------------------ 6
10.16 LIGHTING----------------------------------------------------------------------------------------------------- 6
10.17 GUARD RAILS AROUND OPENINGS ---------------------------------------------------------------- 6
10.18 MEANS OF ACCESS -------------------------------------------------------------------------------------- 6
10.19 ENTRY INTO ENCLOSED SPACES ------------------------------------------------------------------- 6
10.20 HOT WORK -------------------------------------------------------------------------------------------------- 6
10.21 GREASING & LUBRICATION ROUTINES ----------------------------------------------------------- 7
10.22 DEPARTURE/ARRIVAL AND SAFETY CHECK LISTS ------------------------------------------- 7
10.23 SAFETY & POLLUTION EXERCISES ----------------------------------------------------------------- 7
10.24 CHECK LIST FOR VARIOUS EMERGENCIES ----------------------------------------------------- 7

SECTION 11 ENGINE ROOM PROCEDURES------------------------------------------------------------------------ 1
11.1 GENERAL RESPONSIBILITIES------------------------------------------------------------------------- 1
11.2 CHIEF ENGINEER'S STANDING ORDERS --------------------------------------------------------- 1
11.3 RELIEVING WATCHKEEPING ENGINEERS-------------------------------------------------------- 1
11.4 ENGINE ROOM LOG BOOK ----------------------------------------------------------------------------- 2
11.5 ENGINE ROOM BILGES ---------------------------------------------------------------------------------- 2
11.5.1 OILY WATER SEPERATOR(OWS) -------------------------------------------------------------------- 2
11.6 MAIN MACHINERY ----------------------------------------------------------------------------------------- 3
11.7 HIGH PRESSURE FUEL PIPES ------------------------------------------------------------------------ 3
11.8 BOILERS ------------------------------------------------------------------------------------------------------ 3
11.9 UNATTENDED MACHINERY SPACES (UMS) ------------------------------------------------------ 3
11.10 MAIN ENGINE DEFECTS -------------------------------------------------------------------------------- 3
11.11 OVERHAULING MACHINERY--------------------------------------------------------------------------- 4
11.12 STANDBY PROCEDURES ------------------------------------------------------------------------------- 4
11.13 AIR POLLUTION -------------------------------------------------------------------------------------------- 4
11.14 SEWAGE ----------------------------------------------------------------------------------------------------- 4
11.15 SEALS ON OWS DISCHARGE PIPE & BILGE VALVES ---------------------------------------- 4
11.16 MANNING OF THE ENGINE ROOM ------------------------------------------------------------------ 5
(!) 11.17 ENGINE ROOM LEVELS --------------------------------------------------------------------------------- 5
11.18 CONTROL OF ALL PORTABLE PIPES --------------------------------------------------------------- 6
11.19 HAZARDS OF COMMON COOLING SYSTEMS --------------------------------------------------- 6
SECTION 12 CARGO OPERATION PROCEDURES ---------------------------------------------------------------- 1
12.1 GENERAL----------------------------------------------------------------------------------------------------- 1
12.2 CARE FOR CARGO ---------------------------------------------------------------------------------------- 1
12.3 SUPERVISION WHEN WORKING CARGO & SHIPKEEPING IN PORT --------------------- 1
12.4 CHARTER PARTIES --------------------------------------------------------------------------------------- 1
12.5 CARGO DOCUMENTATION ----------------------------------------------------------------------------- 1
12.6 DELIVERY/RE-DELIVERY SURVEY REPORTS --------------------------------------------------- 1
12.7 BILLS OF LADING ------------------------------------------------------------------------------------------ 2
12.8 MATE'S RECEIPTS ---------------------------------------------------------------------------------------- 2
12.9 CLEAN BILLS OF LADING ------------------------------------------------------------------------------- 2
12.10 CARGO PLANS AND STABILITY----------------------------------------------------------------------- 3
12.11 ADVICE OF DEAD-WEIGHT AND SPACE AVAILABLE ------------------------------------------ 3
12.12 INSPECTIONS OF BILGES AND HOLD PIPING --------------------------------------------------- 3
12.13 DISTRIBUTION OF CARGO ----------------------------------------------------------------------------- 3
12.14 SLACK HOLDS ---------------------------------------------------------------------------------------------- 3
12.15 VENTILATION ----------------------------------------------------------------------------------------------- 3
12.16 NAKED LIGHTS AND SMOKING IN HOLDS -------------------------------------------------------- 4
12.17 HOLD ACCESSES------------------------------------------------------------------------------------------ 4
12.18 MAST RIGGING AND CARGO GEAR ----------------------------------------------------------------- 4

12.19 DAMAGE CAUSED DURING CARGO OPERATIONS -------------------------------------------- 4
12.20 DAMAGE TO OR SHORTAGE OF CARGO --------------------------------------------------------- 5
12.21 USE OF INERT GAS - TANKERS ---------------------------------------------------------------------- 5
12.22 EMERGENCY INTERNAL TRANSFER OF CARGO ----------------------------------------------- 5
12.23 GUIDANCE MANUALS ------------------------------------------------------------------------------------ 6
12.24 WEATHER MONITORING IN PORT. ------------------------------------------------------------------ 6
(!) SECTION 13 COMPANY POLICY ON DRUGS & ALCOHOL ------------------------------------------------------ 1
13.1 COMPANY POLICY ---------------------------------------------------------------------------------------- 1
13.2 BASIC GUIDELINES ON CONSUMTION OF ALCOHOL ----------------------------------------- 1
13.3 GUIDELINES GOVERNING THE SALE & CONSUMPTION OF ALCOHOL ONBOARD
WSM MANAGED VESSELS ---------------------------------------------------------------------------- 2
13.4 GENERAL RULES AND LIMITATIONS ON PURCHASE / POSSESSION OF ALCOHOL
---------------------------------------------------------------------------------------------------------- 2
13.5 CONTROL & MONITORING PROCEDURES ------------------------------------------------------- 3
13.6 EQUIPMENT ------------------------------------------------------------------------------------------------- 3
13.7 ACCIDENT CATEGORY ---------------------------------------------------------------------------------- 4
13.8 PREVENTION OF DRUG TRAFFICKING ------------------------------------------------------------ 4
13.9 DISCOVERY OF DRUGS ONBOARD ----------------------------------------------------------------- 4
13.10 REFERENCE OCIMF – GUIDELINES FOR THE CONTROL OF DRUGS AND
ALCOHOL ONBOARD SHIP ----------------------------------------------------------------------------- 4
SECTION 14 MAINTENANCE SYSTEM---------------------------------------------------------------------------------------- 1
14.1 PLANNED MAINTENANCE SYSTEM ----------------------------------------------------------------- 1
14.2 SMMS PLANNED MAINTENANCE SYSTEM -------------------------------------------------------- 1
14.3 PLANNED MAINTENANCE OF SAFETY, LIFE SAVING & FIRE FIGHTING
EQUIPMENT ------------------------------------------------------------------------------------------------- 1
14.3.1 PLANNED MAINTENANCE OF SAFETY, FIREFIGHTING, & LIFESAVING EQUIPMENT
DELEGATION OF DUTIES. ------------------------------------------------------------------------------ 2
14.4 ACCESS TO THE OFFICE NETWORK --------------------------------------------------------------- 5
14.5 MAINTENANCE SYSTEM -------------------------------------------------------------------------------- 5
14.6 HULL & SPECIAL SURVEY ------------------------------------------------------------------------------ 5
14.7 ENHANCED SURVEYS ----------------------------------------------------------------------------------- 5
14.7.2 SURVEY REQUIREMENTS ------------------------------------------------------------------------------ 5
14.8 CSM ---------------------------------------------------------------------------------------------------------- 6
14.9 REPORTING OF CLASS CONDITIONS, RECOMMENDATIONS, OVERDUE CSM
ITEMS ETC. -------------------------------------------------------------------------------------------------- 6
14.10 HYDRAULIC PLANNED MAINTENANCE ------------------------------------------------------------ 6
(!) 14.11 LUBOIL SAMPLES ----------------------------------------------------------------------------------------- 7
(!) 14.11.1 ANALYSIS FREQUENCY -------------------------------------------------------------------------------- 7
14.11.3 STERN TUBE LUB-OIL SYSTEM ---------------------------------------------------------------------- 7
14.12 DRY-DOCK & REPAIRS PROCEDURE -------------------------------------------------------------- 7
14.13 CRITICAL SPARE PARTS AND CONSUMABLE ITEMS ---------------------------------------- 9
14.14 MEASURING AND TEST EQUIPMENT ------------------------------------------------------------- 10

14.14.1 ATMOSPHERIC SAMPLING EQUIPMENT -------------------------------------------------------- 10
14.14.2 GUIDELINES FOR IDENTIFYING MEASURING & TEST EQUIPMENT WHICH
REQUIRES PERIODIC CALIBRATION ------------------------------------------------------------- 11
14.14.3 EXAMPLES OF EQUIPMENT IDENTIFIED FOR PERIODIC CALIBRATION
PROCEDURES -------------------------------------------------------------------------------------------- 12
14.14.4 CONDITION MONITORING (SAFETY DEVICES MONITORING) --------------------------- 13
14.14.5 TESTING EQUIPMENT ASHORE ------------------------------------------------------------------- 13
14.15 RISK ASSESSEMNT FORMS IN SMMS ----------------------------------------------------------- 13
14.16 RISK ASSESSEMNT FORMS FOR SHIPS WITH OTHER PMS SYSTEMS ( NON –
SMMS ) ------------------------------------------------------------------------------------------------------ 13
SECTION 15 PURCHASING ----------------------------------------------------------------------------------------------- 1
15.1 GENERAL ---------------------------------------------------------------------------------------------------- 1
15.2 WALLEM – REQUISITION SYSTEM ------------------------------------------------------------------ 1
15.3 SPARE PARTS/CONSUMABLE STORE------------------------------------------------------------- 2
15.4 PRE-DELIVERY STORE/SPARES/REPAIRS------------------------------------------------------- 2
15.5 GUARANTEE CLAIMS------------------------------------------------------------------------------------ 2
15.6 OLD USABLE SPARES ---------------------------------------------------------------------------------- 2
15.7 REQUISITIONING & PURCHASING PROCESS FLOW CHART ------------------------------ 3
SECTION 16 OCCUPATIONAL HEALTH & SAFETY MANAGEMENT SYSTEM ---------------------------- 1
16.1 SAFETY POLICY ------------------------------------------------------------------------------------------- 1
16.2 STCW TRAINING COURSES -------------------------------------------------------------------------- 1
16.3 HEALTH AND SAFETY ORGANISATION ----------------------------------------------------------- 1
16.4 OPERATING PROCEDURES AND INSTRUCTION ----------------------------------------------- 1
16.5 PERSONNEL PROTECTION EQUIPMENT --------------------------------------------------------- 2
16.6 MEDICAL EXAMINATION ------------------------------------------------------------------------------- 2
16.7 AIDS & HEPATITIS B ------------------------------------------------------------------------------------- 2
16.8 EMPLOYMENT HEALTH RECORDS --------------------------------------------------------------- 2
16.9 ON BOARD HYGIENE ------------------------------------------------------------------------------------ 3
16.10 CATERING -------------------------------------------------------------------------------------------------- 3
16.11 ON BOARD MEDICAL TREATMENT AND CONTROL OF MEDICINE ---------------------- 3
WALLEM SHIPMANAGEMENT LTD Prepared by : Director (SID)
FOREWORD Issue Date : 31.3.93
Revised by : Marine Supdt (SID)
Page - 1 - Rev.No. / Date : May 2014
MANUAL- PART I Approved by : Managing Director
ND
FOREWORD TO 3 EDITION
WALLEM’s initial SEP Audit for SEP was carried out in February 1992.At that time we had Manuals such as Company
Regulations, Instructions to Masters and Chief Engineers, Circulars., etc. but not the Shipboard Management Manual.
The Shipboard Management Manual Part I&II were issued on 31-3-93 (1st Edition); superseding the mentioned
Regulations and Instruction Manuals, and eventually having 9 revisions. This became the 2nd Edition of SBM Part I.
Further revisions will be indicated on the right side of the header. Amendments to pages indicated by (!) alongside. The
SBM Part II has been made into another file which along with the new Part III would make a presentable set of Manuals.
The Part II now includes the contents of the previous Circulars relevant to the SEP. Circulars relevant to Crewing and
Personnel have been shifted to “ General Letters” section in SMS Documentation DVD Qtr ….
& Safety / Insurance. As both SBM Parts I and II have considerable revisions they should both be read again.
The 3rd Edition of SBM Parts I&II were issued on 31-1-2006.

WALLEM all manuals’ sections page headers amended to job titles only, not individuals name.
SBM I & II Amendments: SIRIS incident report system replaced SAFIR system. AMOS-D was replaced by SMMS.
All new insertion will be highlighted (!!). Recent revision & amendment will be highlighted (!).
This book is the property of WALLEM SHIPMANAGEMENT LTD, HONG KONG (WSM). Its contents
are confidential and are not to be communicated or shown to persons outside the Company's employ.
DISTRIBUTION: -
PART I 1 Copies per ship + 2 CDs

PART II 1 Copies per ship + 2 CDs
PART III No more SBM III
(checklist transferred to ship type specific operation manual “Appendices)
The Master will hold one copy as controlled copy, i.e the revision sheet is to be signed by Master.
2CDs - 1 for Chief Engineer & 1 for Chief Officer. The Chief Officer is responsible for maintaining the
soft copy onboard computers for crew members perusal.
IMPORTANT NOTE: -
Part I & II are standard for all vessels
RECENT REVISIONS ADVISED BY LETTER.
COPY IS AVAILABLE WITH MASTER
(!) Recent revision / Recent amendment

(!!) New insertion
New Revisions in Blue Font (e-Manual only)
SIGNATURE CARD Revised by : Marine Supdt (SID)
Rev.No. / Date : May 2014
MANUAL- PART I
Page -1- Approved by : Managing Director
SIGNATURE CARD
(Master's Copy Only)
All Officers joining the ship must indicate that they have read and understood the contents of this manual
by, signing below.
DATE NAME & RANK SIGNATURE DATE NAME & RANK SIGNATURE
SIGNATURE CARD Issue Date : 31.3.93
Page -2- Rev.No. / Date : May 2013
SIGNATURE CARD
All Officers joining the ship must indicate that they have read and understood the contents of this manual
by signing below.
REVISION SHEET Revised by : Marine Supdt (SID)
MANUAL- PART I
REVISION SHEET
When it becomes necessary to revise contents of this manual, the issue of a new page(s) in the relevant
section will be made. Amendments will be highlighted by (!) ; New Insertion will be highlighted (!!).
These revised pages will bear a revision number and date and will be listed on this page which will be
new every time there is an amendment. Master/Chief Engineer is to initial below after insertion into the
controlled copy held by them.
REVISED PAGES(S) MASTER/ REVISED MASTER/
CHIEF PAGES(S) CHIEF
ENGINEER ENGINEER
NO DATE INITIALS NO DATE INITIALS
Complete SBM Parts I&II Section 8 : Page 1,2,3,4
Revised and Edition No.3 Jan 06 Section 9 : Page 1 Jan 10
Section 10 : Page 5
Is the successor. Section 11 : Page 2,3,4
Table of contents Section 14 : Page 4, 7
Revision sheet Table of contents : Pg. 1-8
Section 1: Page 4, 5 Contents : Pg. 12 & 13 Jun 10
Section 2: Page 1, 2, 3, 5, 7, Section 4 : Pg. 1, 6-9, 16, 19,
22 & 23
Section 3: Page 1,2, 3 Section 5 : Pg. 11,13,15-17
Section 4: Page 1, 2, 3, 4, 5, Section 8 : Pg. 4
7 ,8, 9, 11,13, 16, 17, 18, 19, Section 14 : Pg. 9 & 10
21, 22, 23, 25, 26, 28, 29, 31, Aug 06
33, 36, 37, 58, 59 Changed wording from “SBM
III” or “General Letters” to Jan 11
Section 5 : Page 1, 2, 11, 12, “ship type specific operation”
13, 14, 15, 16 or “SMS Documentation DVD”
Section 7 : Page 6 as applicable.
Section 8 : Page 1,2, 3, 4 Contents : All
Section 9 : Page 1 Section 2: Pg. 7 Mar 11
Section 10 : Page 1, 2, 5, 6, 7 Section 3: Pg. 3-5
Section 11: Page 2, 4 Section 4: Pg. 1, 12
Section 12 : Page 1, 2 Section 5: All
Section 13 : Page 1, 2 Section 7: All
Section 14 : Page 1, 4, 12 Section 4: Pg 1 May 11
Section 15 : Page 1 Section 4 : Pg 1 Oct 11
Section 16: Page 1, 3
Section 4 : Page 1 Jan 07 Content : 1-9,13 & 14 Jan 12
Section 1: Pg 5
Table of contents : Page 1-8 Section 3: Pg 3
Contents : Page 9 Section 4: Pg1,4,13-14, 21 & 58
Revision sheet Section 5: Pg 3, 4 & 6
Management Review
Section 2: Page 1-8 Section 8: Pg 4
Section 4: Page 1, 3, 4, 5, 6, Section 9: Pg 1
7 ,8, 9, 11,13, 15, 16, 17, 18, Section 10: Pg1 & 5
22, 31, 32, 33, 34, 41, 49, 59 Jun 07 Section 11: Pg2 & 6
Section 5 : Page 1, 2, 11, 12, Section 12: Pg 1-2, 4-5
15, 16 Section 14: Pg 2-3,5-6 & 10
Section 6 : Page 1
Section 7 : Page 2 Revision Sheets: Pg. 13
Section 8 : Page 1, 2, 3, 4 Section 4 : Pg 1 Aug 12
Section 9 : Page 1 Contents : Pg 1-9, 13, 14
Section 10 : Page 1, 4, 5, 6, 7 Section 1 : Pg 5
Section 11: Page 2, 4 Section 2 : Pg 1, 3 Feb 13
Section 12 : Page 2, 3 Section 4 : Pg 1, 5, 16, 19, 22
Section 14 : Page 1, 2,3,13
Section 16: Page 1, 3 Section 5 : Pg 1-9, 13
Section 4 : Page 6 Dec 07 Section 6 : All
Section 2 : Page 8,9 Oct 08 Section 7 : All
Section 4 : Page 1,11 Section 8 : Pg 2
Section 5 : Page 2,3,6, Section 9 : All
15&16 Section 10 : Pg 3
Section 10 : Page 6 Section 14: All
Section 11 : Page 5 Section 16: Pg 3, 4
Section 1 : Page 1&5 Apr 09 Contents : Pg. 1-9 & 13 May 13
(ClassNK Audit) Section 1 : Pg. 5
Content : Page 9 Section 4 : Pg. 1
Section 2 : Page 3 Aug 09 Section 7 : Pg. 35
Contents : Page 1-8,12-13 Section 1 : Pg. 1 Jul 2013
Section 1 : Page 4,5 Jan 10 Section 4 : Pg. 1
Section 2 : Page 1,3,4,5,7,8 &9 Contents : Pg. 1-9 & 13
Section 4 : Page 1,4,5,11,
12,13,15, 19,22,28,29, 33,58,59 Section 4 : Pg. 1 Nov 2013
Section 5 : Page Section 11: Pg. 1
6,7,11,12,13,15 Section 14 : Pg. 3
Section 6 : Page 1 Section 16 : Pg. 4
Section 7 : Page 4
REVISION SHEET Checked by : Director (Marine)
MANUAL- PART I

ENGINEER ENGINEER
NO DATE INITIALS NO DATE INITIALS
Table of Contents : All
Foreword : All May 2014 Table of Content : All Dec 2016
Signature Card : All Revison Sheet : Pg. 2
Mangt. Review : Pg. 1
Revision Sheet : All
Section 4 : Pg. 4, 5, 27-29
Mangt. Review : All 39-45
Section 1 : Pg. 5 Section 5 : Pg. 3,5,6,8,10-14
Section 4 : Pg. 1 Section 7 : Pg. 42-47
Section 6 : All Section 11 : Pg. 5
Section 13 : All
Section 7 : Pg. 8-46
Section 14 : Pg. 7
Section 11 : Pg. 6
Section 16 : Pg. 3 & 4
Table of Contents : All Dec 2014

Revison Sheet : Pg. 2
Mangt. Review : All
Section 4 : Pg. 1
Section 7 : Pg 6
Section 13 : All
Table of Contents : Pg. 4
Revision Sheet : Pg. 2 Jan 2015
Section 7 : 19 & 20
Table of Contents : Pg 4
Revision Sheet : Pg. 2 Mar 2015
Section 7 : Pg. 1
Table of Content : Pg 1 & 3 May 2015

Section 2 : Pg 7 & 9
Section 4 : Pg. 1
Section 7 : Pg. 28 & 29
Table of Content : All Oct 2015

Section 2 : Pg. 1
Section 5 : Pg. 2
Revision Sheet : Pg. 2 Feb 2016
Section 4 : Pg. 1
Section 7 : Pg. 42
Table of Content : All

Revison Sheet : Pg. 2 Jun 2016
Section 2 : Pg. 1, 7
Section 4 : Pg. 1-6, 13-15
Section 5 : Pg. 2, 5, 8
Section 7 : Pg. 6, 21, 33
Section 8 : Pg. 1
Section 11 : Pg. 3
Section 12 : Pg. 6
Secction 16 : Pg. 1
MANAGEMENT REVIEW Checked by : Director (Marine)
Rev. Date : Jun 2016
MANUAL- PART I
MANAGEMENT REVIEW
SECTION REVIEWED DATE REMARKS INITIALS
03/93
ALL Office reorganisation and ISMA Audit PT
(1st Edition)
ALL 12/94 As per Revision Sheets PT
ALL 12/95 Manual Over – full PT
1&4 1/96 Office Reorganisation , revised sec. 1 & 4 AKA
ALL 1/97 Reorganise Manual and issue New Edition AKA
ALL 1/98 Revision in Progress DSH

3/98
New Edition to incorporate new SEP rules and items from DSH / AC/GSM AM /
ALL (2nd Edition)
Masters Reviews and Findings from External Audits RKM /KZ/ GS
ALL 2/99 Reviewed, with no changes found necessary DSH
ALL 3/00 Reviewed, with no changes found necessary

DSH
Reviewed, with changes made to the WALLEM Quarterly
Report format, to include Master’s Review guidelines for DSH
ALL 3/01
SMS
Full manual to be revised before compliance audit with ISO
9001:2000. Initial revision to indicate changes to office & DSH
ALL 3/02 shipboard organisational structure, as well as WALLEM NK
Policies & Objectives incorporating the QMS & EMS
Full manual revised. Compliance with ISO 9001:2000 DSH
ALL 2/03
standard verified NK
ALL 3/04 Reviewed; to include ISPS code functions DSH/NK
All sections page headers amended to job titles only, not
1/06 individuals name. DSH
ALL
(3rd Edition) Amendments: SIRIS incident report system replaced CPS
SAFIR system. AMOS-D was replaced by SMMS
All Section Reviewed for Integration of Manuals with DSH
ALL 08/06
Wallem Norway, Revision as per Revision sheet CPS
DSH
ALL 06/07 All Sections reviewed. Revisions as per revision sheet
CPS
ALL 10/08 All Sections reviewed. Revisions as per revision sheet DSH, SR
ALL 01/10 All Sections reviewed. Revisions as per revision sheet DSH, SR
Changes in ISM code detailed as in Resolution

ALL 06/10 DSH, SR
MSC.273(85) included
Changed wording from “SBM III” or “General Letters”
ALL 01/11 to “ship type specific operation” or “SMS DSH
Documentation DVD” as applicable.
ALL 03/11 All sections reviewed. Revisions as per revision sheet DSH/SR
ALL 01/12 All sections reviewed. Revisions as per revision sheet DSH/SR
ALL 02/13 All Sections reviewed, Revisions as per revision sheet VMS/SR
ALL
03/13 All Sections reviewed, Revisions as per revision sheet VMS/SR
ALL 05 & 12/14 All Sections reviewed, Revisions as per revision sheet VMS/SR/PNS/JCTY
01, 03, 05 &

ALL All Sections reviewed, Revisions as per revision sheet VMS/SR/PNS/JCTY
10/15
ALL 06&12/2016 All Sections reviewed, Revisions as per revision sheet SR
This is a quality review of the system and/or procedures on a yearly basis to consider the need for system
improvement. When these reviews are done, comments from the Masters’ review will also be taken into account.
SECTION 1
OBJECTIVES AND POLICIES Revised by : Marine Supdt (SID)
Rev.No. / Date : Jul 2013
MANUAL- PART I
Objectives & Safety, Health, Environmental & Quality (SHEQ) Policy

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

- Prevention of injury and ill health of our employees and strive for continual improvement in OH & S
management and OH & S performance
- Conserve the environment; by complying with all applicable laws and regulations as well as legal
requirements, and implementing programs and procedures to ensure compliance.
Where existing laws and regulations are not adequate to assure protection of Health, Safety and the
Environment, this company will establish pro-active standards to meet its own HS&E quality standards.
- Prevent loss to life and property.
- Minimize process loss and practise continuous improvement of loss control.
- Strive for zero injuries in the workplace
Wallem will employ systems and procedures specifically designed to prevent activities and/or conditions
that pose a threat to Health, Safety or the Environment. We will minimize risk and protect our employees and
the communities in which we operate, by employing safe technologies and operating procedures, and being
prepared for emergencies.
In doing so, Wallem is determined to prevent all injuries on board & ashore, while maintaining high
standards of environment protection.
To achieve this goal, WALLEM: -

- Requires the on-going commitment of all employees,
- Will ensure that employees have the required skills and support,
- Encourages concern and respect for the environment, emphasizes every employee’s responsibility
towards environmental preservation, and ensuring appropriate operating practices and training,
- Will strive for Zero incidents of harmful releases to the atmosphere, land or water, and will minimize
the amount and toxicity of waste generated, always ensuring its safe treatment and disposal,
- Will provide training on technical and operational matters which will obviate injury to health or undue
environmental impact,
- Will include assessment of health, safety and environment matters before changing standards or
operating procedures,
- Prepares for future requirements and anticipated developments in all HS&E areas, and
- Recognises that overall responsibility for Health, Safety and Environmental protection rests with the
highest level of Wallem’s management ashore and on board vessels, and it is the duty of all members of
Wallem to act responsibly and support the above objectives and policies.
TRUE NORTH
Full Ahead The Wallem Way
Managing Director
WALLEM
Rev. Date: 1st March 2009

SECTION 1
Rev.No. / Date : August 2006:
MANUAL- PART I
Page -2- Approved by Managing Director
SECTION 1 INTRODUCTION
1.1 INTRODUCTION TO QUALITY ASSURANCE IN SHIP MANAGEMENT
Wallem objective is dedicated to providing the customer with safe, economical and
environmentally sounds services, which meet the agreed specifications for quality management.
The performance of this objective requires functional expertise expressed through sound, timely
and cost effective execution and co-ordinated team work. The characteristics of this approach will
be a meticulous regard for safety and the environment, thorough professionalism and
performance, to minimise Process Loss and continuously improve Loss Control measures, with
an aim to achieve zero failure.
The achievement of this objective requires active participation of all members of the WALLEM
team in a continuous process of measurable quality improvement at all points in its operational
chain.
This Manual details the policies & measures adopted by the Company for safe and efficient
operation of vessels under its management and control. Attention of all persons whether
employed ashore or on board vessels is drawn to these policies to which they must abide and be
guided by. Suitable references have been made to other documents where individual policy or
subject matter has been described in more detail.
The cornerstones of good management in any business are commitment from the top and
effective Line Management. The Management of WALLEM places great importance on the safety
of their personnel, those who may be affected by the Company's activities, ships and cargo.
Notwithstanding this, all WALLEM employees both ashore and afloat have a shared responsibility
to maintain high standards of Safety, Health and Environmental protection and they should bring
any issues causing concern to the immediate attention of the person they are responsible to. If
any ship's personnel remain dissatisfied with the response received, they should bring the matter
to the Master's attention who may in turn refer to the 'Designated Person Ashore'. The ultimate
responsibility for safety rests with our Managing Director, who has demonstrated his commitment
by issuing WALLEM Objectives & Policies, a copy of which is attached to the beginning of this
section.
SECTION 1
Rev.No. / Date :---
MANUAL- PART I
1.2 HEALTH & SAFETY
It is the Policy of the Board of Directors of WALLEM SHIPMANAGEMENT LTD, HONG KONG
that in all its activities it will take account of the need to: -
i) Provide safe and healthy working conditions for all persons connected with WALLEM
managed vessels and to ensure that their action will not adversely affect the health and
safety of others.
ii) Identify the risks to health and safety involved with its business activities and the
necessary precautions required.
iii) Provide all its employees with information, equipment and training necessary for them to
carry out their work safely.
iv) Ensure that means are provided for consultation between WALLEM and ship's personnel,
on health and safety matters.
v) Protect the environment.
vi) Minimising “Process Loss” and continuously improve “Loss Control”.
WALLEM considers that accidents to personnel and property can be prevented if proper thought
is given to the risks involved in the work and appropriate precautions taken.
WALLEM recognises that safety is a Line Management responsibility.
The Managing Director, along with the DPA is responsible for the implementation and
co-ordination of this Policy. Each Master is responsible for implementing this Policy on board his
ship and ensures compliance by the ship's personnel.
While the overall responsibility for Safety, Health and Protection of the Environment rests with the
highest level of WALLEM management ashore and with Masters at sea, it is the duty of all
employees to act responsibly and support the above objectives to prevent injury to themselves,
their colleagues and damage to their ships and environment.
SECTION 1
Rev.No. / Date : Jan 2010
MANUAL- PART I
1.3 CONSERVATION & PROTECTION OF THE ENVIRONMENT
The following amplifies the Company's Policy Statement with respect to the protection of the
Environment: -
i) WALLEM recognises its responsibilities as a leading Ship Management Company and

concerns itself with both long and short term effects of its operations on the environment
and world ecology.
ii) The Company supports the International Convention for the Prevention of Pollution from
Ships (MARPOL). Additional emphasis given by ensuring the following:
a) Appropriate operating practices and training in respect to handling garbage including
cargo residue and plastics.
b) Appropriate operating practices and training in respect to handling engine room bilge
water and sludge.
iii) Within the limitations of economic operation, WALLEM will endeavour to maintain a
leading position in the development of anti pollution measures, compatible with the best
safety and operating policies. However, maintenance and spares for environmental
protection machinery and equipment will always receive priority and funding.
iv) All employees have an obligation to ensure that they are fully aware of the impact of their
activities on the environment and that every effort is made to avoid pollution from
WALLEM ships.
v) WALLEM will devote time and effort in developing this Policy and will provide such
instruction, information and supervision as is necessary.
vi) The Company supports the IMO Guidelines for the control and management of ships'
ballast water to minimize the transfer of harmful aquatic organisms and pathogens
1.4 DRUG & ALCOHOL POLICY
It is the Policy of WALLEM to maintain a safe and healthy working environment free from the use
of drugs and unauthorised alcohol i.e. zero tolerance for any alcohol beside beer under controlled
conditions.
Unlawful possession, consumption, distribution or sale of drugs by any WALLEM employee
warrants instant dismissal and will render the person liable for legal proceedings.
Any person found to be under the influence of alcohol (BAC >0.04%) at any time will be
suspended and will be subjected to harsh disciplinary action including dismissal.
SECTION 1
MANUAL- PART I
1.5 MINIMISING PROCESS LOSS AND IMPROVEMENT OF LOSS CONTROL
The foregoing Principles are deemed to be the principles under which the Objectives and Policies
of WALLEM are built upon. The definitions in the ensuing paragraphs of “Process Loss” and
“ Loss Control “ which are to be minimised and continuously improved respectively forms the
basis of our policy and structures the Management System.
WALLEM recognises that any initiative or effort undertaken to enhance safety will be a success
when it is based on understanding of the role of human factors and devotion of time and effort to
training.
1.6 MANDATORY REGULATIONS & LAWS
The following amplifies the Company's policy with respect to mandatory regulations & laws: -
All rules regulations and National Legislation’s pertaining to vessel's Flag State will be strictly
followed. All ships shall be operated according to applicable IMO conventions, rules,
regulations & latest amendments as applicable. The list below are the major IMO conventions
and regulations that will be complied with by the vessel: -
a) International Load Line Convention, 1966

b) International Convention for the Safety of Life at Sea. ( SOLAS ), 1974 as amended
c) International Convention for the Prevention of Pollution from Ships. (MARPOL), 1973 with
its protocols, as amended.
d) International Regulations for the Prevention of Collisions at Sea. (COLREGS), 1972
e) International Convention on Tonnage Measurement of Ships, 1969
f) International Tele-communication/Radio Regulations,
g) IMO Convention Resolution on minimum safe manning, 2000
h) STCW Convention 2010 including Manila amendments.
i) ILO 147 Regulation on Merchant Shipping Minimum Standard Convention, 1976
j) Rules and Regulations of USCG for foreign flag vessel operating in the navigable waters
of the United States. (CFR’S)
k) International Safety Management Code (ISM), 1993 / 2010
l) International Ship and Port Facility Security Code (ISPS), 2002
m) Convention on the International Maritime Satellite Organisation, 1976
n) International Convention on Maritime Search and Rescue, 1979
o) International Convention on Salvage, 1989
p) International convention on the Control of Harmful Anti-fouling Systems on ships, 2001
q) International Convention for the Control and Management of Ship’s Ballast water
and Sediments, 2004
r) International Convention on Civil Liability for Oil Pollution Damage, 1969
s) International Convention on Civil Liability for Bunker Oil Pollution Damage, 2001
t) Procedure on correction of deficiencies found in ASI Inspections. ( MMC No.201
of PMA refers )
u) ILO Maritime Labour Convention 2006 (MLC 2006) (Came into force from 20 August
2013, Details in SMS Documentation DVD).
SECTION 2
OVERVIEW OF SHIP AND Checked by : Director (Marine)
SHORE DOCUMENTS Rev. Date : Jun 2016
MANUAL- PART I Approved by : Directors
Page -1-
SECTION 2 Overview of Documents
2.1 Overview of Ship and Office Documents
The booklet included in the inside cover of this manual gives the issue and latest revision date of
various documents. When revisions are effected and the overview page has not been revised,
then the date is to be entered by the holder of the manual against the relevant document.
This booklet contains an overview of documents (related to Company's Quality System) to assist
the reader in identifying where information on organization, responsibilities, procedures, etc. for
safe and efficient management of vessels may be found.
2.2 TERMS OF REFERENCE
The terms of reference for this manual are Latest issues / Editions of
 ISO 9001:2008
 ISO 14001:2004
 OHSAS 18001:2007
 ISM Code
 Flag State Rules – Applicable interpretations
 MLC 2006
2.3 APPROVAL, ISSUANCE, REVISIONS AND AMENDEMENTS

The vessels make suggestion for changes to the SMS Manuals through the ‘Master’s Review of
SMS’ which is sent to the office in beginning of Jan and July evey year. There is a SMS change
request form for changes requested by office staff to the shipboard manuals.
All SMS Manual revisions would be approved by a committee comprising of the Managing
Director, Marine Director and Technical Director. The approval form for the revision would be
completed on each occasion and records maintained.
All revisions and amendments are to be recorded in the revision sheet provided, obsolete
documents should be promptly removed and disposed.
Whenever revisions are made to shipboard Manuals the electronic versions of the Manuals will
be updated by the company and revisions sent to the vessel either in hard copy or for small
changes, by e-mail requesting the Master to update the Manuals.
The Director Marine is responsible for issuing and distribution of the revisions and amendments
for all Directors, Managers, Superintendents, and Ships Masters.
Master Copy of all manuals listed in the overview are kept by the Director Marine or person
designated by him.
2.4 DOCUMENT RETENTION PERIOD

All correspondence and documents including cargo documents on board are to be retained whilst
vessel is under WALLEM control. When vessels are leaving management, instructions regarding
retention or destroying of documents will be issued by WALLEM.
Oil Record books are to be maintained for only 3 years on board. Oil record books which are
older than 3 years are to be sent to the vessels superintendent or Fleet manger for safe keeping.
Records are maintained in Hong Kong for minimum legal limit of 7 years.
Any records on computer must be backed up at regular intervals and the back up diskettes kept
safely with the Master and/or Chief Engineer
SECTION 2
OVERVIEW OF SHIP AND Revised by : Marine Supdt (SID)
SHORE DOCUMENTS Rev.No. / Date : Jan 2011
Page -2-
2.5 BASIS FOR WALLEM SEP/ ISM/ SMS SYSTEMS & DOCUMENTATION
Class - DNV/NKK/LRS Class - DNV -SEP Rules

Class - NKK - SMS Rules e.g.NIS - requirements
Class - LRS - ABS Etc.. NIS - reporting
Liberian -Hong Kong

Panama -Norwegian e.g.
Singapore - Bahamas Etc., Liberian - ( Specifically)
Report of Identity of "DPA"
IMO - ISM - Flag Interpretations WSM - Objectives & Policies Seafarers ID+ Reocrd Books
Compliance with
Company Management Manual ML 257 - Casuality Reporting
LM10.296 9 Safety Committee
( Description of Company SMS) + Compliance with
MR.7.191/ MR 7.191.2/ MR7.191.3
Shipboard Management SOLAS

Office Management
Manual ( SBM - I & II ) Training Manual
Documents
Fire Safety Training
Tasks Description of Shipboard
& Operational Manual
Descriptions Systems including
Instructions instructions for Ship
Procedures / Check Lists Operations Safety Manual -
Audit Schedules Administration ( Safety Procedures)
Maintenance Various Specialised Cargo and
Safety Information Posters
Audits Systems Advisory and Training
Manuals … For e.g.
Ship Specific Operations Tanker Manual
Manuals Covering - Critical Bulk Carrier Manual
+Special Operations Reefer Manual ..
Cargo Handling Procedures SMMS Manual
(ship specific type operation Fleet Portage Bill System
manual, Appendices) Various Training Books (TypeSpecific)
Shore Based Contingency Shipboard Contingency

Plans Plans - MCCM
MCCM SOPEP
Media Response VRP
Owners Contingency
Plans
Familiarisation &
Owners Contingency
Cargo Interersts Training records
Plans Operating Manuals
Charterers - Terminals of Officers ,Cadets
& Crew.
Federal and State Procedures Training Supt.
Insurers P&I Clubs Reports VOD
Contingency Plans
3rd Party Cargo
Interests Check -Lists
Local StateAuthorities
Terminals
Superintendent Reports
E-mails from office on
accident / incidents in the
Class - Emergency fleet.
Response Casualty Reports
Services Accident Statistics
Verification Reports
Reporting & Review
Procedures
Report forms
SECTION 2
SHORE DOCUMENTS Rev.No. / Date : Feb 2013
Page -3-
2.6 SHIPBOARD DOCUMENT CONTROL AND DISTRIBUTION
THE “QUANTITY ON BOARD“COLUMN TO BE COMPLETED AND CORRECTIONS ARE TO BE MADE BY

THE MASTER. THE CORRECTIONS ARE TO BE COUNTERSIGNED BY THE MASTER.
ITEMS WHICH ARE NOT APPLICABLE ARE TO BE STRUCK OUT.
QUANTITIES DISTRIBUTION LAST

GENERAL CORRECTION
ISSUED ONBOARD
SHIPBOARD MANAGEMENT MANUAL PARTS 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
I& II
MAJOR CASUALITY CONTINGENCY MANUAL 1+ 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
SOPEP / VESSEL RESPONSE PLAN 1 BRIDGE
FAMILIARISATION BOOKLETS 1/Rank ALL RANKS
SAFETY MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
BRIDGE PROCEDURES MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
P&I CLUB HANDBOOK FOR CURRENT YEAR 1 CAPT
TANKER OPERATIONS MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
GAS TANKER OPERATIONS MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
CHEMICAL TANKER OPERATIONS MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
BULK CARRIER MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
CONTAINER OPERATION MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
PCC / PCTC OPERATION MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
BULK CARRIER INSPECTION/GENERAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
NOTES - for bulk carrier only
REEFER MANUAL 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
HSE MANUAL 1 + 2 CDs
Capt hard copy, C/E (1 CD) & C/O (1CD)
COMPANY STATIONERY LIST 1 IN SMS DVD

CASUALTY REPORTS / INFORMATION 1 + 2 CDs Capt hard copy, C/E (1 CD) & C/O (1CD)
TRAINING MANUAL - SOLAS 2 [ PRC 1+1 (E/C version)] OFF/CREWDAYRM
ACCIDENT STATISTICS 1 BRIDGE

PMS FOR LSA / FFA 1 3/0FF / SMMS
SMMS MANUAL / AS APPLICABLE 1 C/E
SMMS SYSTEM MANUAL /PASSWORDS 1 CAPT,C/E
MARINERS ROLE IN COLLECTING EVIDENCE 1 CAPT
DRUG AND ALCOHOL POLICY/ LOG 3/1 OFF+CR.DAY RM / CAPT
ISGOTT - for Tanker only 1 BRIDGE
IGS MANUAL - for Tanker only 2 C/E,C/O
COW MANUAL - for Tanker only 2 CAPT,C/O

ODME MANUAL - for Tanker only 2 C/O,C/E
OIL RECORD BOOK PART 2 - for Tanker only 1 C/O
OIL RECORD BOOK PART 1 1 C/E
GARBAGE MANAGEMENT MANUAL 1 C/O
SHIP SECURITY OFFICER
SHIP SECURITY PLAN 1
CD above refers to E-Manual CD which has Contains all the Wallem Manuals.
SECTION 2
Page -4-

IMPORTANT GENERAL CORRECTION
PROCEDURES & CHECK LISTS ISSUED ONBOARD
(Please see ship type specific Operation Manual)
MASTERS STANDING ORDERS BRIDGE,
PASSAGE PLANNING BRIDGE
CARGO OIL TRANSFER PROCEDURES BRIDGE, CCR
(TANKERS ONLY)
EMERGENCY SITUATIONS CHECKLISTS BRIDGE,ECR,EHQ
BUNKERING PROCEDURES C/E,ECR,BRIDGE,2/E
CARGO PLANS LOADING/DISCHARGING CAPT.C/O,D/O,CCR,C/E
OPERATIONAL SAFETY CHECK LISTS BRIDGE,C/E
ARRIVAL/DEPARTURE CHECK -CARGO/OPS C/O
ARRIVAL /DEPARTURE CHECK- BRIDGE BRIDGE
ARRIVAL / DEPARTURE CHECK- E.ROOM ECR
PILOT CARDS BRIDGE
IGS OPERATIONS (TANKERS ONLY) C/E,C/O
CRUDE OIL WASHING / TANK CLEANING C/O,
(TANKERS ONLY)
TANK CLEANING & GAS FREEING C/O
(TANKERS ONLY)
SHIP/SHORE SAFETY CHECKLIST C/O
(TANKERS AND BULK CARRIERS ONLY)
EMERG.TRANSFER OF CARGO C/O
PROCEDURES (TANKERS ONLY)
HELICOPTER OPERATIONS C/O
ENCLOSED SPACE ENTRY PERMITS C/O
HOT WORK PERMITS C/0,C/E
OIL SPILL CONTINGENCY EXERCISES BRIDGE
SECTION 2
Page -5-

PROCEDURES/CHECK LISTS CORRECTION
ISSUED ONBOARD
CHIEF ENGINEERS STANDING ORDERS ECR

BUNKERING PROCEDURES & CHECK LISTS C/E,C/O,D/E
MAIN ENG MANOEUVRING RPM/SPD ECR,BRIDGE

STEERING GEAR ECR,BRIDGE
APPENDIX TO CLASS RULES CCR,CAPT
AUXILIARY ENGINES CHECK LIST C/ENGNR’S
OFFICE,ECR
PMS FOR VIBRATION MONITORING C/ENGNR’S OFFICE
TAIL SHAFT MONITORING C/ENGNR’S OFFICE
UMS OPERATION CHECK LIST C/ENGNR’S
OFFICE,ECR
LIST OF MANUALS / DRAWINGS – DECK SHIPS OFFICE OR CCR
LIST OF MANUALS / DRAWINGS – ENGINE C/ENGNR’S OFFICE
MARPOL ANNEX VI PROCEDURES C/ENGNR’S OFFICE
MSDS FOR BUNKERS C/ENGNR’S OFFICE
TRAINING + FAMILIARISATION
PAPERS / CD FROM VARIOUS SEMINARS 1 CAPT
TRAINING BOOKLETS 1SET C/O

VOD & VOD STICK 1 C/O
GRADUATE ENGINEERS TRAINING 1 WITH EACH 5TH ENGINEER
CADETS RECORD BOOK 1 WITH EACH CADET

GENERAL FAMILIARISTION CARDS 1/CABIN IN EACH CABIN
EMERGENCY SQUAD CARDS 1/CABIN IN EACH CABIN
SHIPBOARD FAMILIARISATION + TRAINING 1/OFFR. WITH EACH OFFICER
YEARLY PROGRAM FOR EMERGENCY 1 BRIDGE
EXERCISES
SYSTEM MANUALS
SMMS TRAINING MANUAL 2 CAPT / CH.ENGINEER
PORTAGE BILL SYSTEM USER GUIDE 2 CAPT
WALLEM REQUISITION SYSTEM USER GUIDE 4 DEPARTMENT HEADS
SMMS QUICK REFERENCE GUIDE 1 C/ENGR’S OFFICE
Updated every
SMS DOCUMETATION DVD 2 CAPT
quarter
All documents listed are available to the Ships Complement who are obliged to read and familiarise
themselves to the contents. Please request the Master for a copy to read.
A Copy of this Document Distribution List is to be displayed on the Notice Board.
____________________________
Master
SECTION 2
SHORE DOCUMENTS Rev.No. / Date : June 2007
Page -6-
2.7 COMPANY STATIONERY
Company stationery is to be used and forwarded in compliance with the instructions in the
stationery list. Stocks on board are to be checked against issue / revision dates in company
stationery list, which is updated periodically. Superseded stationery must be destroyed and/
or used as scrap paper.
Ship’s staff using computers to generate company forms are to ensure their copy is “word-
for-word”
with no additions or deletions from the original. Furthermore, below the form identifier
number, the words “Format True Copy” must be inserted.
Many of the company forms, for example Monthly deck abstract, Monthly Engine abstract etc
are available as attachments in the SMMS system. For vessels fitted with SMMS Planned
maintenance system, the forms available in the SMMS are to be used. Printout of the form
filled in the SMMS can then be taken and filed as applicable.
2.8 FILING SYSTEM
Masters and Chief Engineers are to arrange and maintain their filing systems in accordance
with Company instructions. Any additional files necessitated for any reason should be
included in the filing system index. Masters and Chief Engineers are to ensure that proper
storage of old correspondence and documents is satisfactory. If volume of correspondence/
documents is becoming unmanageable due to shortage of storage spaces, the office is to be
requested for disposal instructions.
SECTION 2
OVERVIEW OF SHIP AND Checked by : Director (Marine)
SHORE DOCUMENTS Rev. Date : Jun 2016
Page -7-
2.9 DOCUMENTATION SYSTEM
2.9.1 MASTER'S FILING SYSTEM
FILE NO. NAME OF FILE

1) Correspondence to FP HK /Mumbai/Crewing Office – In / Out
2) Correspondence to Technical / Marine – In / Out
3) Important Emails from Office
4) Correspondence with Outsiders
5) Portage Bill & Associated Papers
6) Allotment Papers
7) Articles & Current Officers’ Contracts
8) Crews’ Current Contracts and Associated Papers
9) Passenger Indemnity File
10) Various Letters Regarding Crew
11) ISM External (Class) audits
12) ISM Internal Audits & Bridge procedures audits *
13) Flag State inspection reports & papers
14) Class Papers & Class Survey Reports
15) Port State Control & USCG Inspection Reports & current status.
16) Superintendent’s Inspection Report & Current Status ( Sectional
file with Technical Superintendent report, Training superintendent
report and On board training by Training Superintendents)
17) Master / Chief Engineer’s Half Yearly SMS Verification Reports.
18) Record of Safety Meetings & Management Meetings*
19) P & I club / other inspection reports & current status
20) ESP/Calibration File & Thickness Gauging Reports
21) Oil Majors / Rightship /Charterers Inspection reports
22) Note of Protest
23) Notice of Readiness & Cargo Papers
24) Certificate of Delivery/Redelivery
25) Charter Party and Instructions to Master
26) Damage Reports – Stevedore and Vessel
27) Off Hire Report
28) Dry Dock Reports
29) Guarantee Report & Letters
30) Master Handing over forms and notes
31) Asbestos Free Declaration by Suppliers
32) MLC 2006 Compliance
ON BRIDGE
33) Monthly Deck Abstracts
34) Charterer’s Deck Abstracts
35) Sickness Report
36) Crew List & Crew Vaccination List
37) Port Information File
SECTION 2
Page -8-
IN SHIPS OFFICE / WITH CHIEF OFFICER

38) Requisition Form & Delivery Notes from Suppliers
39) Repair Requisition Form
40) Certificates of Wires & Ropes
41) Ballast Water Management Reports
42) Cargo/Ballast Tank Condition Report
43) Removal Report
44) Record of Working hours & Rest periods
WITH SHIP SECURITY OFFICER
45) ISPS Internal audits
46) ISPS external audits
Note The above mentioned are the standard filing system to be maintained on board all the vessels,
and additional complementary files as required or to meet vessel specific requirements should
be maintained and a list of such additional files to be included in the Masters Handing over notes.
Master has authority to change the location of file from the officer designated for the file except for
File 43 and 44.
SECTION 2
SHORE DOCUMENTS Rev.No. / Date : May 2015
Page -9-
2.9.2 CHIEF ENGINEER'S FILING SYSTEM
1) Correspondence to Hong Kong Office - Out

2) Correspondence from Hong Kong Office - In
3) Delivery Notes & Bills, Spare Parts
4) Delivery Notes & Bills, Consumables
5) Lub Oil Receipts
6) Fuel Oil Receipts
7) Monthly Engine Abstracts
8) Crankweb Deflection Report M.E
9) Bearing Measuring Report M.E
10) Piston Measuring Report M.E
11) Liner Measuring Report M.E
12) Lube Oil Sample Report
13) Report on Decarbonisation of Auxiliary Engine
14) Megger Test Report
15) Monthly Maintenance & Repairs Report
16) Faxes/e-mails - Out/In
17) Damage Report
18) Survey Report
19) Classification Survey Report
20) Removal Report
21) Record of Working hours & Rest periods
22) Requisition Form
23) Repair Requisition Form
24) Check List of Auto Control Equipment
25) Boiler Water / Cooling Water Report
26) Master / Chief Engineer’s Half-Yearly SMS Verification Reports.
27) Budget File
Note The above mentioned are the standard filing system to be maintained on board all the vessels, and
additional complementary files as required or to meet vessel specific requirements should be
maintained and a list of such additional files to be included in the Chief Engineers handing over notes.
All drawings and instruction books should be checked against the shipyard or master list in order to
make sure that all are available onboard.
All certificate’s validity should be checked against the list in SMMS and the Class Listing sent
from the office every two months
SECTION 3
ADMINISTRATION Revised by : Marine Supdt (SID)
Rev.No. / Date : August 2006
MANUAL- PART I
SECTION 3 ADMINISTRATION
3.1 DEFINITIONS
"The Company" or WALLEM SHIPMANAGEMENT LTD, HONG KONG

"WALLEM"
"Area Offices" Shipmanagement offices in UK and USA.
"Crew", "Ship's Personnel" All persons on board, including officers.

Or "Ship's Company"
"Master" The person duly appointed to command the ship.
"Senior Officers" These include: Masters, Chief Engineers, Chief Officers and
Second Engineer Officers.
"Officers" These include: Deck Officers, Engineer Officers, Electrical

Officers, and Radio Officers.
“Language” The command and operational/working language is English

The working language for safety matters is English (certain
safety related posters will be in the common language of
vessel’s crew, e.g. Chinese, Russian.
"National Legislation" All relevant regulations of the Flag State of the ship and of
States and ports visited by the ship.
“ SEP ” (Generalised form) Management of Safety & Environmental Protection.

It encompasses the Company’s Health, Safety and
Environmental (HSE) Management System, which includes The
ISM Code, and ISO 9001 Quality Management as well as ISO
14001 Environmental Management and OHSAS 18001
Occupational Health & Safety Standards
SECTION 3
MANUAL- PART I
“Accident” An accident is an unintended sequence of events leading to a

loss.Within a marine context this may involve a fatality, injury or
loss/damage to a ship, other property or the environment.
“Audit” Audit is a systematic and independent examination to determine

whether ISM/ISO/ISPS activities and results conforms to
planned arrangements and whether these arrangements are
implemented
effectively and are suitable to achieve the declared objectives.
“Corrective Action” Is an action taken to eliminate the cause of an accident, incident,

finding, defect or other undesired situation in order to prevent
recurrence.
“Critical Equipment and Are those where sudden loss of functional capability or where
failure
Systems” to respond when activated manually or automatically may create

high-risk situations or major accidents.
“Critical Operations and Are those which have a significant risk of causing major injuries or
Conditions” illness to people, or damage to ship, cargo, other property and/or
the environment.
“Document Control” Means the control in place to ensure, the relevant appropriate
and authorised Manuals, Procedures, Instructions, Rules,
Regulations, Drawings and Plans are available to those who
needs them, that they are maintained up to date and they are
authorised for use. Protection, Distribution, Data backup and
storage of Electronic media is also included under the purview of
Document Control.
“Hazard” A Hazard is a situation with a potential for loss. Within a marine

context this will be a situation with a potential threat to human life,
health, property or the environment.
“Incident” An incident is a casual sequence of events.
“Loss Control” Includes any activity designed to prevent or reduce accidental

loss to an organisation. These losses may include injuries,
occupational illness property damages, process loss, quality
degradation, environmental damages etc.,
Loss control activities include anything done to prevent or
minimise the change of loss exposure, to reduce loss when
Loss-producing events occur, and to terminate or avoid risks.
SECTION 3
MANUAL- PART I
“Major Non Conformity” An identifiable deviation which pose a serious threat to personnel
or ship safety or serious risk to the environment, which requires
immediate corrective action. Lack of effective and systematic
implementation of the ISM code is also considered a major
non- conformity.
“Non-Conformity” A condition or at-risk behaviour which is not in accordance with a

procedure and/or instructions or safe working practice and which
could result in an accident to a crew member, damage to the
environment or property.
“Objective Evidence” Means a quantitative or qualitative information, records or

statement of facts pertaining to safety or to the existence and
implementation of a Safety Management System element, which is
based on observation, measurement or test and which can be
verified.
“Process“ Means an interrelated set of resources and activities designed to

achieve a specific result
“Process Loss” An undesired event which results in decreased, or substandard

production or services, loss of process capability, off-hire costs, or
other increased costs due to delays in the voyage, in cargo
handling, or in the operational capability of the vessel.
“Risk” Risk is a combination of the likelihood or the frequency of an

accident and the severity of its consequences
“Risk Management” Is knowing and limiting risk. Knowing is relating to facts and
evidence. Limiting is loss Prevention
“Safety” Safety is the control of accidental loss.
“SEP Management System” Is the organisation structure, responsibilities, authorities,

interrelationships, decision making, procedures, instructions and
resources needed to implement and maintain the Company’s
safety and environmental protection policy and objectives, onboard
and
ashore.
“Verification” Is the confirmation by examination and provision of objective

evidence that specified requirements have been fulfilled.
“Lost Time Injuries or LTIs” Lost Time Injuries are the sum of Fatalities, Permanent Total
Disabilities, Permanent Partial Disabilities and Lost Workday cases.
(LTIs = Fatalities + PTD + PPD + LWC )
An injury which results in an individual being unable to carry out
any of his duties or to return to work on a scheduled work shift on
the day following the injury unless caused by delays in getting
medical treatment ashore.
Note: An injury is classified as a “LTI” if the individual is
discharged from the ship for medical treatment.
SECTION 3
Rev.No. / Date : March 2011
MANUAL- PART I
Restricted Work Case (RWC) This is an injury which results in an individual being unable to
perform all normally assigned work functions during a
scheduled work shift or being assigned to another job on a
temporary or permanent basis on the day following the injury.
Note: The following come into the category of "less than

normal assigned work functions"
• performing all duties or normal assigned work functions
but at less than full time schedule;
• performing limited duties at normally assigned job at
fulltime schedule; and,
• transfer to other duties.
Medical Treatment Case (MTC) This is any work-related loss of consciousness (unless due
to ill health), injury or illness requiring more than first aid
treatment by a physician, dentist, surgeon or registered
medical personnel, e.g. nurse or paramedic under the
standing orders of a physician, or under the specific order of
a physician or if at sea with no physician onboard could be
considered as being in the province of a physician.
MTCs include:
• injuries which result in loss of consciousness, even if the
individual resumes work after regaining consciousness
(N.B. this does not cover loss of consciousness due to ill
health);
• sutures for non-cosmetic purposes;
• use of casts, splints or other means of immobilisation;
• any general surgical treatment;
• removal of embedded objects from eye by surgical means;
• use of other than non-prescriptive drugs or medications;
• use of a series of compresses for treatments of bruises,
sprains or strains;
MTCs exclude the following:
• first aid, LTI and RWCs;
• hospitalisation for observation without treatment;
• a one-off tetanus injection;
• consultative visit to, or examination by, a physician or
registered professional for the purpose of a confirmatory
check
First Aid Case (FAC) This is any one-time treatment and subsequent observation
or minor injuries such as bruises, scratches, cuts, burns,
splinters, etc. The first aid may or may not be administered
by a physician or registered professional.
FACs include:
• follow-up visits to a physician or nurse for observation
ONLY, or for routine dressing change;
• negative X-ray results;
• cleaning abrasions/wounds with antiseptic and applying
dressing;
• irrigation of eye and removal of non-embedded foreign
SECTION 3
MANUAL- PART I
objects using a cotton swab;

• one time administration of oxygen after exposure to
toxic atmosphere and resumption of normal (but not
restricted) work the following day;
• soaking, application of hot-cold compress and use of
elastic bandage on sprains and strains immediately after
injury;
• applying one-off cold compress or limited soaking of a
bruise;
• use of non-prescriptive medicines;
• use of elastic bandages,
• treatment of First Degree burns
Total Recordable Cases (TRC) The sum of all work-related fatalities, lost time injuries,
restricted work injuries and medical treatment
Injuries.
TRCs = LTIs + RWCs + MTCs.
NEAR MISS An incident which did not result in injury, illness or damage.
WALLEM SHIPMANAGEMENT LTD SECTION 4 Prepared by : MSQR
Checked by : Director (Marine)
SHIPBOARD MANAGEMENT ORGANISATION 3rd Edition : 31.1.06
Page -1-
4.1 ORGANISATION
ORGANIZATION CHARTS
IN
SMS DOCUMENTATION QUARTARYLY DVD
(SMS Quarterly DVD Updated Every Quarter)

Page -2-
4.2 DESCRIPTION OF OFFICE AND SHIP PERSONNEL RESPONSIBILITIES AS APPLICABLE
The company has a fleet cell structure. Each fleet cell is about 20 ships with one fleet manager,
techncial superintendents and marine superintendents.
The SID (Safety and Insurance department) functions were transferred to the Fleet cell with the
marine superintendent moving to fleet cell from SID. The insurance department was seperated as
a separate department. The Safety and QMS functions were transferred to the Marine Director.
Ref to the SID Director in the manual's header is historical and those functions are now taken
over by the Marine director.
MANAGING DIRECTOR Final decision maker for ensuring safety of personnel, vessels
and the environment. (In his absence one of the Departmental
Directors is his substitute, ie. Marine or Technical)
DIRECTOR MARINE Marine HR: responsible for ensuring that vessels are at all times
manned with sufficient number of qualified and experienced
Officers and Ratings. He is responsible for selection of qualified
and licensed personnel and to ensure that recruiting offices
follow the Company guide lines when selecting personnel for
services on board.
Safety : Responsible for improving and maintaining fleet safety,

answerable to the Managing Director
Quality Management Systems : Responsible for improving and
maintaining the Company’s Quality Management programmes,
both ashore and afloat, reporting directly to the Managing
Director.
DIRECTOR Responsible for operational and safety compliance on board the

COMPLIANCE vessels
HEAD Insurance : Responsible for all fleet insurance and claim

INSURANCE matters, reporting directly to the Managing Director.
MANAGER Safety :
(SAFETY, QUALITY Responsibility for the Company SIRIS system, reporting directly
& RISK) to the Director Marine. Responsible to assist Director in bringing
about an improvement in safety performance and shipboard
management in the fleet, that will be both sustainable and
ongoing,
Quality Management Systems : In charge of Company’s Quality
Management programmes, including. Monitoring, verifying and
reviewing Company’s policies on Health, Safety & the
Environment,
Manager functions as EMR
DIRECTOR TECHNICAL Director responsible for maintaining the company’s safety

standards on vessels. Providing all the necessary
logisticalsupports to achieve such objectives by way of
Page -3-
providing economical and expedient contracts for supplies,

shore back up supports, and related information and guidance.
Responsible for co-ordinating, assisting and encouraging
Masters on the implementation and maintaining of Company’s
Shipboard Safety and Environmental Protection Management
system.
TECHNICAL MANAGERS, Responsible for Maintenance of safe standards and effective

SENIOR control ( including budget, supplies, repairs, dry docking ) of the
SUPERINTENDENTS, ships under their direct supervision. He is also responsible for
SUPERINTENDENTS, notifying Class. He is vested with the authority to take action to
safeguard the standard of operations laid down in the
Company’s Policy. Managers and Superintendents ( Technical) are to
further:-
a. Conduct detailed and extensive shipboard programmes on a
scheduled basis – communicating, investigating questioning,
challenging, critiquing, training, encouraging and always
supporting the sea going personnel towards realising Company’s
purpose, policies and objectives.
b. Explain company policies, philosophies, goals and objectives to
all ships personnel.
c. Solicit and listen to suggestions from sea going personnel on how
to improve our business. Communicate constructive ideas to the
home office and act as appropriate to implement.
d. Provide marine expertise whenever necessary to Company
vessels and to Company management.
e. Encourage and re-affirm as required to the Company’s
commitment to safety including protection of the environment and
quality Management.
f. Motivate shipboard personnel to improve fuel conservation and
operational efficiency.
g. Evaluate, appraise, develop, recruit personnel and help ensure
that the Company maintains a high quality of professional
seafarers.
h. Monitor SIRIS, investigate and report on fleet incidents, accidents
and Vessel casualties, to assist in preventing a recurrence.
Provide experience feed back to all Company vessels.
i. Maintain close contact with Class, Flag states, port authorities,
agents within our industry and other shipping companies
j. Maintain Company’s Quality Assurance goals i.e. introduce where
necessary, and continue to uphold Company Shipboard SEP
Page -4-
Management Systems, which includes ISO standards and the

ISM code.
k. Prepare, follow through and maintain vessel budgets.
l. Assist in maintaining compliance of ISPS code.
m. To arrange for disposal of Oily waste / sludge and garbage to

shore as required by the vessel without budget constraints.
MARINE He ensures that the Company’s SHEQ policy is complied with by:
SUPERINTENDENT Vessels.
Responsible for all Marine matters including navigational and

cargo issues.
Monitoring accident reporting and safety performance of the

vessels.
Ensuring the Drug and Alcohol Policy is strictly followed on board.

Expedites commercial operations safely and within the obligations
of the contract of carriage of cargo, liasing with authorities as
required
(!) DESIGNATED PERSON The DPA provides the link between the Company and those on
board to ensure safe operation of the vessel.
The responsibilities and the authority of the DPA (s) include
monitoring the safety and environmental protection aspects of the
operation of each ship and ensuring that adequate resources and
shore-based support are applied as required. The DPA has ISM
reporting line to the Managing Director and the ISM reporting line is
shown in the Organisation chart.
One of the Marine Superintendent in the Fleet Cell would be the

DPA and one of the Other Marine Superintendents would be the
Alternate DPA. The DPA of the vessel would be stated in the
Declaration of DPA and a copy is of the declaration is sent to each
vessel. The Declaration of DPA also states the designated E-Mail
and 24 hour telephone numbr of the DPA.
The back up DPAs would assist the DPA.

Page -5-
(!) DIRECTOR PROCUREMENT Responsible for the implementation and upkeep of the Purchase
System. He is assisted by a Manager, Supervisors & Purchasers
and co-ordinates with Technical Department.
(!) FINANCE MANAGER Responsible for Company and Owners accounts. Further details
are available in the Finance Department Manual.
SUPERINTENDENTS Responsible for the Maintenance of PMS (SMMS or other owner

(PMS ADMINISTRATOR) preferred system) in the office. Will prepare new forms and tables
as required to enhance and integrate into the system.
Will Co-ordinate with the ISD Department to assist vessels to
solve any problem with the PMS system on board.
Will monitor the data uploaded in the office and advise vessel if
any important maintenance schedule has been missed or is
being wrongly followed or if important data like running hours of
machinery is not being entered in the system.
Page -6-
MASTER Responsible for implementing the Company’s Objectives and Policies on

Board i.e. the implementation of the Shipboard Management & Safety
and Environmental Protection Management systems of the company.
He reports to Director (Technical) and Superintendents for the
implementation of the ISM Code, its verification, review and needs for
system improvement as required. For the Shipboard Management
System (i.e. ISM) to be effective the Master must inculcate the “ Safety
Culture ”and effectively raise the level of safety “Awareness" on board
and suitably motivate the crew in effecting total “Loss Prevention”. Clear
and simple orders must be promulgated to achieve this.
The Master is also responsible to train or cause to be trained, the
subordinates under his command. Details are under Job descriptions
CHIEF ENGINEER/ Responsible for promotion of Safe Working Practices, training and
CHIEF MATE monitoring within the departments. Responsible to the Master for
implementation and verification of the Shipboard Management System
on board.
Make pre-sailing reports to the Master concerning status of the
machinery, plant, equipment and watertight integrity of the vessel and
also on the personnel under their supervision.
The Chief Mate is responsible for maintenance of all deck equipment
including Safety (LSA & FFA), record, keeping, investigations and
inspections, and training of staff on board.
ENVIRONMENTAL The Third Officer and the Third Engineer have been designated as the
OFFICERS Environmental Officers. Details under Job descriptions
SAFETY OFFICER The Chief Officer is designated as Safety Officer for Personal Accident
Injury Prevention. Details under Job descriptions
SHIP STAFF Responsible for safety of the work place and have a duty and obligation
for reasonable care for the men, machinery and equipment under their
care. All members of the ships staff will familiarise themselves with the
ships safety systems and maintain training records within the purview of
the relevant ISM / SBM / SEP regulations. Details under Job descriptions
SECTION 4 Issue Date : 31.3.93
Rev.No. / Date : June 2010
Page -7-
Organization Chart shows STANDARD Organization for NORMAL MANNING, and the actual complement
on board may be different, as per requirements of Safe Manning Certificate, Trade
and/or Owners Specific requirements
4.3. Ships Organization – Standard Manning
Each Vessel Under WSM Management to Prepare / Amend this Organization Chart to suit the manning on board.
Master
Deck Department Communication Engineering Department
Chief Officer Master to Delegate Chief Engineer

(Safety Officer) Partly to 2/0 &
3/0/ *Clerk
2nd Officer 2nd Engineer
Catering Department
Elect. Officer 3rd Engineer
3 Officer
rd
(Environmental Officer)
(Environmental
Officer)
Chief Cook
4th Engineer
Deck Cadet
Pumpman / 6EP
Crew Cook
5th Engineer
Boatswain
Mess Man 6th Eng. FTr./6EF

Able Seaman
C/Officer In-Charge of LSA & FFA

Motorman
Ordinary Seaman Equipment maintenance. 2/Eng, 3/O, Elect
Responsible for Routine maintenance.
Wiper
For Watch Keeping Deck Officers Report Directly to Master and Engineers directly to Chief Engineer
Pumpmans' Reporting lines for Cargo Watchkeeping - For Maintenance Chief Officer / Chief Engineer
Routine Reporting Lines - Which all personnel must comply with except under emergency situations
*Some owners may provide a Ships Clerk in the ships Complement. Refer Section 4.5.9.1 for Job Description.
Page -8-
Organization Chart shows Shipboard Organization for Job descriptions only, and the actual complement
on board may be different, as per requirements of Safe Manning Certificate, Trade
and/or Owners Specific requirements
4.3.1 Ships Organization - For Job Descriptions
Each Vessel Under WSM Management to Prepare / Amend this Organization Chart to suit the manning on board.
Master
Deck Department Communication Engineering Department
Chief Officer** Master to Delegate Chief Engineer

(Safety Officer)
Partly to 2/0 & 3/0 /
Jr. Chief
*Clerk
2nd Officer 2nd Engineer
Add.2nd
Catering Department
Elect, Officer 3rd Engineer
3rd Officer Electro Tech. Officer
(Environmental Officer)
(Environmental Reefer/Electrical
Officer)
Engineer
Chief Cook
4th Engineer
Deck Cadet
Pumpman / 6EP Add. 4th Engineer
Crew Cook
5th Engineer
Boatswain
Riding Crew Mess Man

Engineering
Able Seaman
C/Officer In-Charge of LSA & FFA Equipment
Mess Boy maintenance.
Ordinary Seaman 6th Eng. FTr./6EF
2/Eng, 3/O, Elect Responsible for Routine
maintenance.
Riding Crew
Elect./ETO will be responsible for
maintenance.
Trainee Seaman Motorman
For Watch Keeping Deck Officers Report Directly to Master and Engineers directly to Chief Engineer
Pumpmans' Reporting lines for Cargo Watchkeeping - For Maintenance Chief Officer / Chief Engineer
Officers with GMDSS Responsibilities for Communication and Maintenance.
Wiper
** 2nd Officer is the Designated Communication officer.
Routine Reporting Lines - Which all personnel must comply with except under emergency situations
*Some owners may provide a Ships Clerk in the ships Complement. Refer Section 4.5.9.1 for Job Description.
Engine Boy
Page -9-
4.4 Master Delegation of Management of Safety and Environmental Protection
Master
Owners
Managers
Class
Insurance H&M and P&I
Discipline & Administration
WSM SEP Policy
SEP Implementation
SEP Matters Reporting /Review
Inputs to Management Review
SEP & Professional Training
WSM Drug & Alcohol Policy
Risk Assessment
Media Handling
Chief Engineer
Engine Department
Training & Discipline
Administration / Well Being
of Department Personnel
Environmental Officer
PMS Engine /Electrical
SMMS 3rd Officer
Risk Assessment.
Supervision Repairs/Maint. 3rd Engineer
Engine, Deck , Galley Ensure MARPOL
Machinery & Steering Gear compliance
Bunkering & Oil Record Book observe / correct / report
Dock Trials
Class Records for Dept.
SEP Review of Dept.Procedures
SEP & Professional Training
Chief Officer
2nd. Officer
PMS Deck
PMS Safety in-charge Navigation
Risk Assessment
2nd. Engineer Crew Discpline & Welfare
Charts & Publications
Overhauls & Supervision of Deck Cargo Operations Medical+OSH functions
Engine/Electrical/Galley as GMDSS - duties as directed by n Designated " GMDSS
- directed by Ch.Engineer Master Communications Officer' +
Physical automation Checks Deck machinery under Ch.Engnr PMS/Supervision of Radio
-including UMS Steering Gear under Ch.Engnr. And Navigation Equipment
Engine Dept.House keeping Spill Co-ordination
Training Crew in safety Ships Account
Training deptartmentPersonnel Ships Stationery
Training Crew in Pollution
-for Safety and pollution
In charge of Garbage
Drawing Watch list for Ch. Off +2nd.Eng
-and Crew members Management
to co-ordinate Oil Record Book (Tankers) &
Taking Lube.Oils as per for Deck & Engine Garbage Management Records
-instructions Operations and Bosun
Incinerator handling & records Maintenance Safety Officer (Personal Accident
Risk Assessment Prevention) Crew
Decks
Stores / House Keeping
Garbage handling under
-Ch.Officers Instructions
El.Off /ETO/ Rr.Eng
PMS Electrical equipment
PMS Communication
Equipment
PMS Nav.Equ. On GMDSS ships Chief Cook
Vibration Monitoring El. Off / ETO
Meggar readings Co-ordinate
Catering
Automation with GMDSS
House keeping
ICCP Systems Officer for Garbage Handling
Maintenance of Assisted by Messman
GMDSS Equipment Clerk & Ch.Cook Co-ordinate
as per Masters Instructions
Rev.No. / Date :---
Page - 10 -
4.5 Job Descriptions /Responsibilities/Duties
4.5.1 JOB TITLE MASTER
JOB PURPOSE
To be overall in-charge and in command of the vessel and its crew. To ensure that the vessel operates
safely and efficiently in discharge of its obligations under any contracts that the Owners may enter into for
hire of the vessel or carriage of cargoes.
JOB ACCOUNTABILITIES/RESPONSIBILITY
1. Ensure that all shipboard activities are well planned and organised in compliance with WALLEM
objectives & policies and International Regulations.
2. Maintain good liaison with departmental heads to ensure that the vessel and its machinery are
maintained to highest standards and exercise budgetary controls for economic operation.
3. To issue appropriate orders and instructions to the ship’s personnel in a clear and simple manner.
4. Maintain regular and constant contact with WALLEM shore operation to: -
(a) Ensure seaworthiness and optimum vessel operational effectiveness / vessel resources
(b) Report any defects which may compromise safety or result in a hazardous situation for
personnel or the environment, and
(c) Keep them continually and timely updated on vessel's requirements for any stores,
repairs or other supplies in order to ensure safe and efficient operation.
5. To keep WSM shore operations advised of the vessel position and voyage status.
6. To ensure that loading, carriage and discharge of cargoes is carried out with despatch and
always in a safe, environmentally acceptable manner and in keeping with the terms of any
governing contract on carriage of cargo or hire of vessel.
7. To develop and maintain a harmonious and healthy working relationship with all personnel who
are in any way concerned with the ship's operation or loading and discharge of the cargoes.
8. To ensure that the benefit of his experience and knowledge is passed on to his subordinate staff,
guiding them suitably in discharge of their duties.
9. To ensure that all officers and crews are familiarised with the ships operations and are trained to
discharge their duties in a safe and efficient manner.
Ensure, within the framework of statutory regulations and internal orders, a constructive
employee relations climate, taking necessary disciplinary action to maintain it so.
Page - 11 -
JOB ACCOUNTABILITIES/RESPONSIBILITY (Continued)
10. Ensure that all shipboard administration is carried out in an accurate and timely manner and in
line with WSM requirements and international regulations.
11. Ensure safety and management meetings are held as per WALLEM requirements, only deferred
if ship's operational requirements deem a necessary change.
12. Should an emergency situation develop the Master must take such immediate action, as he
considers necessary and keep WSM informed of the situation.
13. Ensure that the ship is seaworthy, properly equipped and manned to undertake the intended
voyage, including updated and corrected charts and publications.
14. The ultimate responsibility for the safety of the ship and crew rests with the Master and nothing in
the Shipboard Management Manual is to be construed in any way to limit his authority or to
relieve him of his full responsibility for the safe navigation and operations of the ship and safety of
his crew, environment and the property under his command.
If the Master at any time feels that commercial pressure or priorities are taking precedence over
safety matters, he is to seek the advise of the Designated Person Ashore who
will in turn deal with appropriate authority in Principals’ and/or WSM office.
15. To plan and carry out Surveys in time to ensure that vessel remains in class, without conditions
16. To maintain a record of earnings of all seafarers serving onboard.
17. To maintain a true and correct record of all monies received and disbursed onboard. No
payments unless approved by WALLEM are to be made.
18. Train and develop all staff to meet the requirements of their jobs and towards possibility of
promotion and to comply with the requirements of the SEP in this context.
19. To implement and review the shipboard management system periodically, to verify the
effectiveness and /or goodness and to initiate constructive improvement to the system, by
informing WALLEM.
20. Master should not sign on an Officer or crew member who is not correctly certified, nor should he
release an incumbent until the office has been informed and remedial action taken.
21. In addition to the Job Descriptions of various personnel contained in this manual the Master
may institute additional job responsibilities to an Officer or rating, as he deems necessary.
22 If the SSP has designated the Master as the Ship Security officer (SSO), he will carry out the
duties of the SSO as described in the SSP. If the SSP has designated the Master as the backup
SSO, he will carry out his duties as described in the SSP.
CHANGE OF COMMAND
When a change of command takes place, the Master must hand all papers and documents concerning
the ship business to his successor and brief him on all cargo, operational and safety matters concerning
the impending voyage. WSM Form D20 is to be used for handing over. WSM Form D20 is available as
fill able form in SMS DVD and is to be used during change of command.
Page - 12 -
4.5.1 (Continued)
If the Master is incapacitated the Chief Officer will assume command. This is to be recorded in the official
logbook and WSM is to be informed as soon as possible. If, however, by virtue of the Master incapacity
he
is unable to relinquish command then the Chief Officer, after consultation with the Chief Engineer, will
assume command and make an entry into the official logbook. WSM is to be informed immediately.
STANDING ORDERS
On taking over command the Master is to issue his own standing orders to supplement WALLEM
procedures on Navigation, Cargo Operations, Safety and Training requirements.
He should write his "Night Orders" daily when at sea. (Refer Bridge Procedures Manual)
DECISION MAKING AUTHORITY
Within the context of the agreed voyage the Master is free to allocate priorities and resources, as he
thinks fit. He can modify voyages plans to avert potentially hazardous situations, and deploy shore
personnel as necessary for the vessel's needs. The Master may interchange or reassign the job
responsibilities of an officer or rating if deemed necessary.
MASTER’S OVERRIDING AUTHORITY
The Master has overriding authority and the responsibility to make decisions with respect to safety and
pollution prevention and to request the company’s assistance as may be necessary. In the event of
Master excising such authority, or in the event of the Master deviating from the Established SEP system
he should as soon as practicable report in writing to the Company the specific deviation from the system
and the reasons thereof.
JOB CHALLENGES
To ensure that each voyage is executed safely as per terms of governing charter party.
To inculcate “Safety Culture / Awareness” and motivate the Ships Company towards reduction of
“Process Loss” and to achieve a zero defect operation of the vessel under his command.
RELATIONSHIPS
* Confidentiality of Company business is to be maintained.

* With subordinate staff as the focus of leadership for the vessel and source of individual
motivation for performance as well as training.
* With WSM/Owners shore based staff on voyage planning and execution.
* With WSM/Owners/Charterer shore based staff on cargo handling and pilotage.
KNOWLEDGE, SKILLS & EXPERIENCE
* To have appropriate and valid certificates for service as Master.

* To have substantial experience and knowledge of ship operations as related to the type of vessel
he is sailing on.
* Must have in depth knowledge of operational activities onboard, ashore and at
managers/operators office.
* To be familiar with standard charter party requirements or contracts on carriage of goods under
which vessel is employed on a voyage.
Page - 13 -
4.5.2. INTERRELATIONS (SHIP / SHORE) i.e. MASTER WITH OTHERS
Fleet Cell Personn Insurance Marine Agent Class Port Owner Flag Ship Procure
INTERNAL/
EXTERNAL el Department Safety Authority Operator State Chandler ment
CONTACTS Dept Departme Comm. Depart
nt Manager ment
Commercial Arrange Pre B/L

Operations & Loading LOI
Charter Parties Surveys
H&M Damages Contact *
Safety or Via
Environmental Fleet
Issues celt.
Contact * Via
Pollution QI Fleet
OSRO celt.
CRT
H+M claims Contact * Via
P&I,Cargo,FFO Fleet
cell.
Certificates & Via
Surveys ISM / ISPS MLC Fleet
celt.
Dry Dock & Claims
Repairs Condition Spdt.
Surveys
Accidents /Hull Crew +
Accidents/Crew CREW Hull Accide
Accidents nts
Spare parts & Urgent
Stores Items
Navigation Urgent
Equipment Repairs
Charts & Local Local
Publications purchase Purchase
Drug & Alcohol Pre- Un-

Policy Joining announc
D+A ed
Tests D+A tests
Man Entry/Hot Authorisa Hot Work Slop
Work Permits Spec. tion. in Port Disposal
Provisions
Cash +
Account
s
Training by Marine
superintendents
Tank cleaning/
Hold cleaning
Transit in Piracy
area off Somalia &
in W. Africa
Contact * - Contact Technical superintendent in Fleet cell

Vessels to contact Wallem Office or Owners commercial department in case of any doubt or for any enquiry pertaining to cargo details,
cargo stowage, quality or properties of cargo.
Page - 14 -
4.5.2. INTERRELATIONS (SHIP / SHORE) – Master with others, explanation of matrix
4.5.2.1 Commercial Operations & Charter Party
(a) The Master will deal directly with the Owner's Operation Department or as instructed by
them to follow Charterers' instructions.
(b) On matters of releasing cargo to consignee, i.e. Original B/L, Letter of Indemnity, etc.
Master to deal with Owners.
Should there be any anticipated delay Master should seek WSM Technical Departments
Assistance.
(c) For any operational difficulties concerning cargo Master to contact WALLEM Technical
Department.
4.5.2.2 Pollution, Accident, Major Emergencies
(a) Pollution or Accidents to be reported to Fleet Cell
(b) For Major Emergencies please refer to Company’s Major Casualty Contingency Manual.
(c) For Oil Pollution please refer to Shipboard Oil Pollution Emergency Plan/Vessel
Response Plan ( VRP/NTVRP). Refer to Communication
4.5.2.3 Communication – Shipboard Oil Pollution Emergency Plan (SOPEP)/ Vessel Response
Plan (VRP/ NTVRP)
Please refer to SOPEP/VRP or NTVRP for communication with the Qualified Individual (QI)
where applicable, and Owner/Managers Casualty Response Team (CRT). These contact details
are to be prominently displayed/readily available at Satcom & VHF positions.
4.5.2.4 Communication - Major Casualty Contingency Manual (MCCM)

Please refer to contact details a Plan (VRP/ NTVRP)
Please refer to SOPEP/VRP or NTVRP for communication with the Qualified Individual (QI)
where applicable, and Owner/Managers Casualty Response Team (CRT). These contact details
are to be prominently displayed/readily available at Satcom & VHF positions.
nd reporting format in the MCCM.
When Oil Pollution is involved the 'Vessel Response Plan' ( VRP/NTVRP) overrides the MCCM
4.5.2.5 P & I Club local correspondent
(a) For cargo claims, pollution, damage to fixed & floating objects (FFO) Master to refer to
Club’s handbook and request local correspondents attendance. Master to exercise
discretion where claim is only a remote possibility or very minor as correspondents’
appointed surveyors do charge fees. As far as practicable (time zone considered), the
Fleet Cell should be contacted first for making arrangements with P & I Club. Refer to
Notes 1 & 2
Page - 15 -
Note 1: For FFO please peruse insurance data first; as this could also be covered by H+M
underwriter in which case the Office will need to advise them as their contact details are not
available to the Master.
Note 2: Heavy weather damages to the vessel and equipment is covered by Hull and Machinery
underwriters.
(b) When crew are hospitalised Master to advise agents to have invoices endorsed by P & I
Clubs’ local correspondent.
(c) Master to advise agents specifically to follow up on the status of the hospitalised person/s
and to report the progress/condition to WALLEM SHIPMANAGEMENT .
4.5.2.6 Certificates & Surveys
(a) Master along with Chief Engineer is responsible for timely surveys and is to liase with
Technical Superintendent for surveys & renewals of certificates. Timely reminders on
surveys or Conditions/ Recommendations that are approaching the due date is to be sent
to the Technical Superintendent.
(b) For ISM/SMC and ISPS audits, Master to liase with Fleet Cell.
(c) All vessels have Class Directory should there be an urgent need of Class Surveyor’s
attendance.
4.5.2.7 Communications and Correspondence with WSM Office
Effective two-way communication between ship and office is essential and the procedures
outlined below must be followed: -
(a) The Master will be sent a copy of all correspondence addressed to the ship, with the
exception of letters of a strictly personal nature.
(b) All official letters from the ship are to be printed (On Printer) and must be seen and
initialled by the Master, who will retain a duplicate.
(c) All correspondence must be addressed to WALLEM and clearly marked with ship’s name
and for the attention of the Department concerned.
(d) Correspondence containing confidential information should be placed in an envelope

marked "STRICTLY PRIVATE & CONFIDENTIAL" and addressed to the Fleet Director.
Rev.No. / Date : Feb 2013
Page - 16 -
(e) Masters should encourage Officers to write their own reports on matters within their
respective areas of responsibility and on equipment under their care, leaving the Master
to comment further in the report as necessary.
(f) The Master must sign correspondence with his name; it is not acceptable simply to sign
"Master". This also applies to telexes, e-mail and facsimiles.
Please refer to SBM II for further details on communication including contact details and
correspondence.
4.5.2.8 Ship Chandlers & Service Engineer
a) Master to deal directly with ship chandlers for provisions and any stores, nautical
publications or charts and spares required in emergency for the voyage or safety of the
vessel and crew. (‘emergency’ means no time for sanction from office)
b) For urgent repair of critical navigational equipment Master to contact equipment

authorised service centre through agent or the contracted shore based maintenance
service provider i.e. Telenor, Broadgate etc. as applicable.
4.5.2.9 Dealing with the Media
Before agreeing to any media meeting following a casualty or crisis situation, authority must be
obtained from one of the Media Response Team members (refer MCCM Sec. 3.3, Sec. 7.7 &
Appendix 4).
Please remember that media response is only part of the WSM crisis response programme and
is unlikely to have priority over reporting and dealing with other authorities, coastguard, etc. all of
which is contained within the company's manuals on the subject. NOTE: "WE ARE NOT
SEEKING MEDIA COVERAGE IN A CRISIS'.
4.5.2.10 Security
Refer to Ship Security Plan (SSP) for guidance notes on hijacking, anti-terrorism, and piracy
advises.
4.5.2.11 Person in charge of Medical care
The Master is the person on board in charge of medical care and administering medicine to
seafarers on board. He shall have completed training in medical care that meets the
requirements of the STCW convention as amended. He may delegate duties of providing medical
first aid and upkeep of the ship’s medicine chest and all medical documentation including ship’s
medical log, forms required by the flag administration to the second officer.
Page - 17 -
4.5.3 JOB TITLE CHIEF OFFICER ALSO KNOWN AS

FIRST OFFICER / CHIEF MATE
JOB PURPOSE
To act as second in command under Master's direct orders, specifically be in charge of care of cargo
during loading, stowage and discharge, maintenance of ships hull, cargo spaces, accommodation, safety
appliances and all machinery related to vessels moorings and load/discharge of cargo. In discharge of
his duties and responsibilities, he will be suitably supported by the team of officers and ratings assigned
under deck department and by the Chief Engineer and his subordinate staff in maintenance of all deck
and cargo machinery. On GMDSS ships he will carry out communication duties as directed by the Master
JOB ACCOUNTABILITIES/RESPONSIBILITIES
1. All Operations in connection with Carriage of Cargo including Cargo Planning, Compliance with
ALL NATIONAL & INTERNATIONAL safety criteria for the intended cargo, Loading, Discharge
and Ballast sequencing, Calculation of stability and strength, Cargo/ Payload security & care,
Contingency planning for protection of the environment from damages caused by cargoes carried
on board are the primary job responsibilities.
At all stages of the voyage the vessel is to be maintained under Positive Stability, and within
prescribed Stress Limits. On large vessels the checks for hull stress are to be pre determined for
various load changes, including ballast changes.
2. To plan and oversee maintenance of hull, decks, superstructure, accommodation, cargo spaces,
deck and cargo machinery. To ensure that the vessel is always in a seaworthy, safe and efficient
condition.
3. To plan and carry out survey related maintenance in time to ensure vessel remains in Class.
4. To stand his watches at sea and ensure that vessel is always safely navigated when at sea or
safely moored when in port. He will take appropriate actions in conformity with all relevant
regulations and operational needs and will abide by Masters standing instructions.
5. To ensure that the vessel is always equipped with necessary stores and equipment to carry out
maintenance and to this effect he will raise necessary requisitions, for supplies in consultation
with Master.
6. To ensure that Company regulations, guidelines and policies are followed in respect of vessels all
operations and maintenance.
7. To assess training needs of the subordinates staff under his control and impart the appropriate
training to ensure that they are aware of safe working practices and the need to operate the
vessel in an environmentally friendly manner.
8. To impart necessary guidance to any cadets or trainees assigned to his care.
9. To maintain a constructive and harmonious working relationship interdepartmentally, with those

working directly under him and with the outside personnel with whom interaction is involved.
10. To carry out Risk Assessment for all daily tasks, i.e. maintenance & cargo operations. All
important and critical jobs require a documented risk assessment to be carried out. The format of
the risk assessment form is provided in the SMMS as an excel sheet and is to be used for
carrying out risk assessment. To carry out “Tool Box” meeting daily for all tasks planned for the
day prior start of work and also on site as situation demands.
Page - 18 -
4.5.3 (Continued)
10. To understudy the Master to ensure his readiness to take-over Master's role in case of the
Master's incapacity or absence.
He must ensure that written "In Port" standing orders relating to cargo operations are issued, so
that no confusion concerning loading/discharging operations occurs. He must maintain a proper,
Port log for all cargo operations. Same log is to be used for tank cleaning or hold cleaning
operations.
If there is any doubt in this respect the matter must be reported to the Master immediately.
11. The Chief Officer is responsible to the Master for ensuring that:
i) The maintenance of all safety, fire fighting and life saving appliances equipment onboard
is carried out and such LSA & FFA equipment are kept in a state of Operational
Readiness. Refer to PMS / SMMS
ii) The maintenance of all cargo gear is carried out.
iii) All accidents and dangerous occurrences are reported and investigated and, where
appropriate, preventive action recommended. (Please refer to SIRIS)
iv) There is adequate provision for the well being of ship's personnel.
v) Risk Assessment and “Tool Box” meetings are done for all daily maintenance jobs and
cargo operations, minimizing hazards and non-conformities.
12. Cargo
The Chief Officer is responsible to the Master for the safe stowage, loading, carriage and
discharge of cargo and compliance with Owners/Charterers, instructions regarding the cargo. He
shall make a positive report to the Master prior to each and every departure, and shall confirm
that the condition of the ship meets all the requirements of the Stability Booklet and will continue
to do so throughout the forthcoming voyage. He is responsible for the organisation of cargo work
and for tank or holds cleaning, and will direct Junior Officers accordingly. Safety regulations for
cargo must be strictly enforced and at no time are risks to be taken, which might endanger the
ship or the safety of the Ship's Company. On tankers it is the Chief Officer's responsibility to
ensure that a safe and efficient connection is made at the cargo manifold on the ship before
pumping operations commence and maintain a proper cargo operation and pumping log. The
Chief Officer is also responsible for maintaining any cargo pumping machinery spaces free of oil
and water.
13. Deck Machinery

The Chief Officer is to inform the Chief Engineer of any defect or failure of deck and cargo
handling equipment. The Chief Engineer is responsible for the maintenance of such equipment
and the Chief Officer is to be guided by his expertise wilfully making available manpower under
him for such maintenance, except derricks.
14. Pollution
The Chief Officer is responsible to the Master for ensuring all adequate anti-pollution measures
are in operation as necessary. On tankers he is to maintain the relevant section/s of the Oil
Record Book.
Page - 19 -
4.5.3 (Continued)
As Environmental Control Officer he is the designated person in charge & responsible for
carrying out the Garbage Management Plan i.e. ensuring that all garbage is handled, stowed,
processed and disposed according to Company’s Garbage Management Manual and in
compliance with MARPOL V and maintain records of same. The chief officer is the keeper of the
Garbage Log.
15. Handing Over

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

If the SSP has designated the Chief Officer as the Ship Security officer (SSO), he will carry out
the duties of the SSO as described in the SSP. If the SSP has designated the Chief officer as the
backup SSO, he will carry out his duties as described in the SSP.
17. Safety Officer : As Safety Officer, he is required to ensure that risk assessment has been
carried out to identify hazards for important & critical operations with a goal to prevent injury to
personnel. The Chief Officer and Second Engineer would carry out risk assessment for their
respective departments or review the company Risk Assessment prior to the commencement of
the operation.
* Watch standing - all necessary actions to avert potentially hazardous situations, in

compliance with owner and international regulations.
* Cargo - all necessary actions to improve the effectiveness of operations
or avert situations likely to result in risk of damage to cargo or
the vessel, or to life.
* Maintenance - assigning, work and deciding priorities, including overtime.
JOB CHALLENGES
To continuously improve deck department operation especially in relation to cargo management and
training of subordinate staff.
RELATIONSHIPS
* With Master and Chief Engineer to ensure effective team management of vessel operations.
* With subordinate staff to ensure harmonious operating environment.
* With Shore Staff to ensure vessel and shore operational requirements are complied with mutual
satisfaction.
* Appropriate and internationally acceptable certification for the rank.

* Understanding and comprehension of international regulations on safety, pollution control and
ship operations.
* Be fully conversant with Company's policies on safe ship operation.
* Have relevant experience on types of vessels that he is assigned to.
* Be knowledgeable of commercial aspects, viz. charter parties, contract of affreightment under
which vessel is persecuting the voyage.
* Have some basic understanding of engineering operations and economics.
* Completes Safety Officer training course ashore or on VOD(CBT).
Rev.No. / Date :---
Page - 20 -
4.5.4 JOB TITLE JUNIOR CHIEF OFFICER
JOB PURPOSE
To assist and understudy Chief Officer in all his duties and responsibilities under Master's direct orders,
specifically be in matters of care of cargo during loading, stowage and discharge, maintenance of ships
hull, cargo spaces, accommodation, safety appliances and all machinery related to vessels moorings and
load/discharge of cargo. In discharge of his duties and responsibilities he will always prepare himself for
subsequent promotion to Chief Officer. On GMDSS ships he will carry out communication duties as
directed by the Master
JOB ACCOUNTABILITIES/RESPONSIBILITIES
1. The Junior Chief Officer will have the same Job responsibility and accountability as the Second
Officer with the added function of assessing Ch.Officer in all the job responsibilities and
accountability as prescribed in this manual.
2. In GMDSS ships he will be the designated Communication officer.
* Watch standing - all necessary actions to avert potentially hazardous situations, in

* Cargo - all necessary actions to improve the effectiveness of operations
or avert situations likely to result in risk of damage to cargo or
the vessel, or to life.
* Maintenance - assigning, work and deciding priorities, including overtime.
JOB CHALLENGES
To grasp and practice hands-on, the procedures, operation and maintenance of the deck and cargo
related equipment. To prepare himself for eventual promotion to the rank of Chief Officer and be able to
take up the responsibilities and accountability of the new rank in the shortest time frame.
RELATIONSHIPS
* With Master and Chief Engineer to ensure effective team management of vessel operations.
* With subordinate staff to ensure harmonious operating environment.
* With Shore Staff to ensure vessel and shore operational requirements are complied to mutual
satisfaction.

* Appropriate and internationally acceptable certification for the rank.
* Understanding and comprehension of international regulations on safety, pollution control and
ship operations.
* Be fully conversant with Company's policies on safe ship operation.
* Have relevant experience on types of vessels that he is assigned to.
* Be knowledgeable of commercial aspects, viz. charter parties, contract of affreightment under
which vessel is persecuting the voyage.
* Have some basic understanding of engineering operations and economics.
Page - 21 -
ND ND
4.5.5 JOB TITLE 2 OFFICER / 2 MATE / Navigating Officer
JOB PURPOSE
To carry out as directed by Master/Chief Officer watch standing and deck operational duties designed to
contribute to safe economical vessel operation in compliance with owner and International regulations.
Also the keeping of the abstracts and such other forms as directed by Master. On GMDSS ships he will
be the “ Dedicated Communication” officer with responsibility for maintenance of Communication logs,
Radio accounting and assist in actual communication work.
1. Responsible in maintaining all navigational charts and publications on board corrected to the
latest Weekly Notices to Mariners available on board. Maintain correction records.
2. Ensure that Passage Plans are prepared berth-to-berth and that all relevant, corrected charts and
navigational publications are on board for impending voyage.
(Further details in the Bridge Procedures Manual)
3. The monitoring of the navigational conduct of the vessel in its intended passage, and maintain
associated log sheets/abstracts.
4. Keep the Bridge and Chart room in a clean and tidy condition.
5. Maintain all Flags and halyards.
6. Assist the Chief Engineer in testing the steering gear for efficient operation after any repairs or
overhaul has been carried out. Report condition to Master.
7. Work for and with the Chief Officer in planning cargo related activities. Work for and with the
Chief Officer and as directed by him on all cargo matters.
8. Monitor weather reports in port, and update Master & C/O accordingly.
9. Ensure with the 3rd Engineer and the 3rd Officer that all safety equipment is regularly checked
and where necessary replaced. Refer to PMS / SMMS.
10. Take charge of deck crew as directed by senior officers for mooring, stores receiving and other
port duties.
11. Carry out watch standing duties and take appropriate actions in conformity with all relevant
regulations and operational needs.
12. Carry out ad-hoc assignments from the Chief Officer designed to develop experience in the job
and potential for development.
13. Formally understudy the Chief Officer obtaining knowledge and understanding of his job.
14. Monitor the condition of all bridge navigational equipment and report any defects to the Master so
that such defects can be rectified.
Page - 22 -
4.5.5 (Continued)
14. Chart & Navigation Publication Management

Whilst on board and prior off-signing from the vessel he is to ensure that all charts and
publications are corrected to the latest Weekly Notices to Mariners available on board.
15. General Duties

At Sea - he will keep bridge watches as instructed.
In port - he will be involved with vessels operation and cargo work as instructed.
On GMDSS Ships – he will be the dedicated communications officer.
16. Medical
He is responsible to the Master for health and hygiene onboard. He is the person on board
designated to provide Medical First Aid.
He shall have satisfactorily completed training in Medical First Aid that meets the requirements of
the STCW convention as amended, which will enable him to take immediate and effective action
in case of accidents or illnesses that are likely to occur on board and make use of medical advice
obtained by radio or satellite communication.
He is to report to the Master details of sick persons with a description of their condition. A list of
those on the sick list with details of the complaint, symptoms and treatment given is to be kept in
the Medical Log. He is to present the Medical log to the Master on a weekly basis for verification.
He is responsible for the maintaining the Ship’s Medicine Chest as per flag state requirements,
replenishing stock as necessary and verifying that all medicines on board are within their date of
validity. He will maintain all medical records and forms as per flag state requirements.
* Watch standing - All necessary actions to avert potentially hazardous situations in compliance
with Owner and International regulations.
* Personal Safety - Reduce LTI; eventual goal for LTIF is zero.
JOB CHALLENGES
* The execution of safe and efficient cargo loading and discharge.

* Safe Navigation of the vessel whist entering, departing port or at high seas.
* He will monitor the compliance of the ships staff with the Company’s Occupational Health and
Safety Management systems.
RELATIONSHIPS
* With senior officers to be briefed and to discuss operating problems.

* With subordinates when directing them in pursuance of their duties.
* With shore staff, co-operating to ensure vessel and shore operational requirements are
completed to mutual satisfaction
Appropriate certification, good navigational, safety, cargo handling, vessel manoeuvring and
administrative knowledge.
Page - 23 -
ND
4.5.6 JOB TITLE ADDITIONAL 2 OFFICER
JOB PURPOSE
Carry out, as directed by the Master or Chief Officer watch standing and deck operational duties designed
to contribute to safe, economical vessel operation in compliance with owner and International regulations.
JOB ACCOUNTABILITIES
1. Assist the Second Officer in maintaining navigational publications up to date as instructed by the
nd
Master. Normally the Additional 2 Officer corrects lists of lights volumes.
2. Carry out, under the direction of the Chief Officer the checking and where necessary replacing of
safety equipment. Refer PMS / SMMS.
3. Under direction from the Master supervise deck crew activities e.g. mooring, stores receiving.
5. Carry out ad-hoc assignments from the Chief Officer designed to develop competence in the job
6. Formally understudy the 2nd Officer, obtaining knowledge and understanding of his job.
7. On GMDSS ships he will carry out communication duties as directed by the Master.
8. Should the Additional 2/O be keeping 8-12 watch, ie. 3/O’s duties, he shall be designated as the
Environmental Officer (EO).
9. Ship’s Environmental Officer (EO): 3/O along with 3/E is the EO. The purpose of the
Environmental Officer is three fold:
o Firstly, to assist the Master in ensuring the vessel and crew comply with Company’s SHEQ
policy and MARPOL, including any specific environmental laws of the Port State;
o Secondly, to assist to the Master in ensuring continuous environmental improvements are
made on board the vessel;
o Thirdly, to facilitate a broader environmental awareness on board ship. He acts as an extra
pair of eyes and ears for the Master.
Rev.No. / Date :---
Page - 24 -
4.5.6 (Continued)
* Watch standing - All necessary actions to avert potentially hazardous situations in

compliance with owner and International regulations.
* Other activities - Under direction from the Chief Officer but with freedom to recommend
improved operating methods.
JOB CHALLENGES
* To maintain positive relationships with the crew which enables an understanding of their
problems while preserving their respect.
* Organising his own work to maximise his availability to assist the Chief mate and Master.
RELATIONSHIPS
* With seniors in carrying out assigned duties in a conscientious manner.
* With subordinates in supervising their activities e.g. on watch standing or dealing with their
problems e.g. in medical role.
* With shore staff in co-operating to ensure vessel and shore operational requirements are
complied with mutual satisfaction.
Appropriate certification, up to date navigational knowledge and general knowledge of all deck
department operations.
Page - 25 -
RD
4.5.7 JOB TITLE THIRD OFFICER / 3 MATE
JOB PURPOSE
1. Assist the Second Officer in maintaining navigational publications up to date as instructed by the
Master. Normally the Third Officer corrects lists of lights volumes.
2. Carry out, under the direction of the Chief Officer the checking and where necessary replacing of
safety equipment. Refer PMS / SMMS.
3. Under direction from the Master supervise deck crew activities e.g. mooring, stores receiving.
5. Carry out ad-hoc assignments from the Chief Officer designed to develop competence in the job
6. Formally understudy the 2nd Officer, obtaining knowledge and understanding of his job.
8. Carry out the maintenance of all meteorological equipment including maintaining the relevant logs.
9. Ship’s Environmental Officer (EO): 3/O along with 3/E is the EO. The purpose of the
o Firstly, to assist the Master in ensuring the vessel and crew comply with Company’s SHEQ
o Secondly, to assist to the Master in ensuring continuous environmental improvements are
Page - 26 -
4.5.7 (Continued)
* Watch standing - All necessary actions to avert potentially hazardous situations in

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

as necessary.
JOB CHALLENGES
* Organising his own work to maximise his availability to assist the Chief mate and Master.
RELATIONSHIPS
* With subordinates in supervising their activities e.g. on watch standing or dealing with their
problems e.g. in medical role.
Completes Environmental Officer training course (CBT)

Page - 27 -
(!!) 4.5.8 JOB TITLE - ADDITIONAL THIRD OFFICER/ ADDITIONAL 3RD MATE OR JUNIOR
WATCHKEEPING OFFICER
JOB PURPOSE
1. Assist the Second Officer and Third Officer in maintaining navigational publications including
lists of lights up to date as instructed by the Master.
2. Carry out, under the direction of the Chief Officer, the checking and where necessary replacing
of safety equipment in accordance with PMS / SMMS.
3. Under direction from the Master or Chief Officer supervise deck crew activities e.g. mooring,
stores receiving.
5. Carry out ad-hoc assignments from the Chief Officer designed to develop competence in the
job and potential for development.
6. Formally understudy the 3rd Officer, obtaining knowledge and understanding of his job.
8. Carry out the maintenance of all meteorological equipment including maintaining the relevant
logs.
9. Assist 3/O who along with 3/E is the Ship’s Environmental Officer (EO): The purpose of the
o Firstly, to assist the Master in ensuring the vessel and crew comply with Company’s
SHEQ
o Secondly, to assist to the Master in ensuring continuous environmental improvements
are made on board the vessel;
DECISION MAKING AUTHORITY.
* Watch standing - All necessary actions to avert potentially hazardous situations in compliance
with owner and International regulations.
* EO related - Assists EO in reporting any intentional environmental violation to Master
and Company as necessary.
Page - 28 -
JOB CHALLENGES
* Organising his own work to maximise his availability to assist 3/O, 2/O, Chief mate and Master.
RELATIONSHIPS
* With subordinates in supervising their activities e.g. on watch standing or dealing with
their problems e.g. in medical role.
KNOWLEDGE AND SKILLS
Completes Environmental Officer training course (CBT)

Page - 29 -
(!) 5.9 JOB TITLE - DECK CADET OR JUNIOR OFFICER
JOB PURPOSE
To undergo training for eventual appointment in the Fleet as a qualified Officer in the deck department.
To be professionally trained in the art of being a Seaman/Navigator / and a professional Mariner

leading towards the achievement of professional qualifications and Goals.
1. To understudy and assist other Officers in Deck and Other departments as nominated by the Master
or Chief Officer from time to time.
2. To progressively learn the trade along the guide lines and task functions as outlined in the cadets
training record book, and to complete the various training modules in the correct time allotted.
3. To carry out specific tasks as ordered by the Master or Chief officer or other Officers under whom
he is delegated to learn / practise the task.
4. To complete assignments and Specific training tasks as directed by the company onboard and or
ashore.
* As delegated and for training purposes only.
JOB CHALLENGES
* To Uphold the objectives / Policies of the company and put the same into practice during the
execution of the tasks assigned and to work diligently and conduct in a professional manner.
Learn and cultivate “Profession Oriented” skills for self and professional improvement.
RELATIONSHIPS
* With all members of the Ships Company in learning and appreciating they’re various job
requirements and functions on board.
Normal Entry level - High School/ 12th Standard, with sound fundamental knowledge of
Physics/Chemistry and Mathematics as foundation for building up
professional knowledge.
Graduate Entry: - Bachelors Degree in science subjects.

Rev.No. / Date :---
Page - 30 -
4.5.9.1. JOB TITLE SHIPS CLERK
JOB PURPOSE
With the advent of GMDSS and subsequent manning of vessels with out Radio Officers, in order to assist
Masters in Administrative, Clerical, Communications, and Accounting the Ships Clerk is employed.
The assignment of Ships Clerk on board on some vessels is dictated by special requirements of the trade
and/or owners requirements.
1. Carry out specific Administrative, Clerical, Communications, Accounting or associated tasks as

instructed or delegated by the Master.
2. Maintenance of various records, documents, and stationery items as delegated and required by
Master.
* As delegated only and within the scope or purpose for which employed.
JOB CHALLENGES
Learn and cultivate “Profession Oriented” skills for self and professional improvement..
To plan effective mail distribution, despatch and filing.
To plan and implement optimisation of stationery and stationery storing work.
To be proficient with in-house Administrative / Accounting / Storing / Maintenance Software’s and assist in its
implementation and optimisation.
To co-ordinate with all departments for collection, recording and despatch of various electronic and other
relevant data including maintenance of data on electronic media.
RELATIONSHIPS
With all members of the Ships Company in learning and appreciating they’re various job requirements and
functions on board.
Normal Entry level - High School/ 12th Standard, with basic computer skills in contemporary Office
Software. A Radio Officers background could be beneficial but not essential.
Page - 31 -
4.5.10 JOB TITLE CHIEF ENGINEER
JOB PURPOSE
To be responsible for efficient operation of ship's propulsion plant and auxiliary engines, all other
machinery and equipment fitted onboard the vessel for loading and discharge of cargo and mooring of the
vessel in order the vessel executes its intended voyages in an economic and timely manner.
1. Plan and organise in collaboration with the Master all Engine Department activities in the most
cost effective and safe manner in line with voyage needs and in compliance with WALLEM and
International regulations.
2. Ensure that all Engine Department machinery and equipment is rigorously monitored and
routinely maintained in line with maker’s specifications and statutory regulations.
3. Plan and execute all non-routine and major maintenance work in a timely and cost effective
manner and with minimum disruption to voyage plans. To ensure that WALLEM Planned
Maintenance Systems /SMMS as applicable are followed.
4. Ensure that all Engine Department machinery and equipment is operated to this full efficiency
levels in order to meet Charter Party requirement.
5. Keep the Master regularly advised of the operational status of all machinery onboard and to alert
him in advance of any possible delays or inefficiency that may be expected due to mal-operation
of any machinery.
6. Maintain a close working relationship with WALLEM Technical staff, keeping them appraised of
Engineering performance and identifying work to be done during dry-docking.
7. Ensure the correct forecasting of all Engine Department store, spares, including bunker fuel and
lubricants, the ongoing monitoring of inventory levels and the requisitioning of further supplies.
8. Develop and train all Engineering Staff to meet the requirements of their jobs and the possibility
of promotion.
9. Ensure that all Engine Department administration is carried out in an accurate and timely manner
and inline with WALLEM requirements and International regulations.
10. To be responsible for ensuring when unmanned machinery spaces operation can be carried out
safely and advise the Master accordingly.
11. To ensure that either himself or 2nd Engineer are always promptly available when vessel
navigating in enclosed waters. During arrival and departures from Port, the Chief Engineer would
nd
be in the ECR. During long passages, the 2 Engineer would relieve the Chief Engineer in the
nd
ECR. In addition, Chief Engineer to ensure that either himself or the 2 Engineer are available in
the ECR/ Engine room during certain passage through choke points like One Fathom Bank,
Singapore Strait, Dover Strait etc. These areas are to be decided in consultation with the Bridge
team.
11A Chief engineer taking over, to check that bilge pumping arrangement is as per original line
diagram. Please refer to SBM I Sec 11.5.1 on OWS for full details.
11B Chief engineer taking over, to check that there are no “Magic Pipes” in Oily disposal system and
that the seal numbers on the flanges of the OWS discharge line match the numbers logged in the
SMMS. He will also check the condition and operation of the OWS and the incinerator. Chief
Engineer will then send a message to office confirming that all MARPOL Equipment are in good
working order.
Page - 32 -
4.5.10 (Continued)
12. Responsible for the proper working of, and all repair to, Engine Room, Machinery, Deck and
Pump Room Machinery, Hotel Services and all electrical equipment in consultation with Master.
He will plan co-ordination between Electrical Officer and Radio Officer for any repair or planned
maintenance on radio and navigational aids.
13. When operational difficulties occur which affect the machinery performance or may cause delays
to vessel then a detailed report of this with recommended remedial action is to be forwarded to
WALLEM by quickest means unless it is felt that the problems can be expeditiously handled by
ship staff which case a mailed report will be in order.
14. To remain in- charge of his normal duties and responsibilities when the vessel is undergoing dry-
dock repairs and to ensure that prior leaving dry-dock all sea connections and piping are secured
and tight.
15. Following completion of Periodical overhauls and before the ship sails after repair, a dock trial is
to be make of all machinery and the result reported to the Master and to WALLEM.
16. On joining the vessel, the Chief Engineer must exchange a take over list with the outgoing Chief
Engineer on which will be recorded lubricating oil and bunker quantities onboard. The Chief
Engineer must satisfy himself as to the operational and maintenance status of all machinery and
if there are any deficiencies then it must be recorded and reported to the Company. To avoid any
conflict it is recommended that both incoming and outgoing Chief Engineers countersign this
condition report. WALLEM form E8 is to be used for making out handover/take-over report.
17. As Chief Engineer to be overall in-charge of all Maintenance work on the machinery in the Engine
Room and on deck he is personally to supervise maintenance or delegate to Second Engineer.
18. On joining the ship the Chief Engineer is to issue his own standing orders to supplement
WALLEM procedures. If the Engine room is in manned condition for any reason, he should write
his "Night Orders" daily when vessel is at sea
19. The Chief Engineer must prepare a daily noon report which shows engine running time within last
24 hours, engine speed, percentage of slip, fuel consumption and receipt of bunkers if any.
20. Bunkering
The Chief Engineer is responsible to the Master for ensuring that adequate bunkers are onboard
of sufficient quality and quantity with safe margin for next voyage. Refer to Bridge Procedures
Manual section II. The Chief Engineer is responsible to the Master for ensuring that the relevant
sections of the oil record book are correctly maintained, Chief Engineer is in-charge of bunkering
and to follow bunkering procedure as per vessel's Oil Contingency Plan and relevant Checklist on
bunkering.
21. Dry-docking and Major Repairs

The Chief Engineer is to prepare repair reports for any defects that are deemed to be beyond the
competence or available manpower, for which shore attendance is required. These reports are to
be submitted to the Company in a regular basis with a record of all outstanding repairs to be
condensed in a Dry-docking Repair Report whenever the vessel is being programmed for
periodic dry-docking or major repairs afloat.
Page - 33 -
4.5.10 (Continued)
22. Chief Engineer is to ensure that prior vessel entering confined waters, making port or departing
port, the steering plant is tested for good operational efficiency and an entry of this test procedure
is to be recorded in the Engine Room Logbook.
23. Chief Engineer is to ensure that before a vessel proceeds to sea, all machinery are in good
working order for the vessel to remain seaworthy, in class and in a condition fit to prosecute the
voyage.
24. Chief Engineer is to ensure that a true and correct record of all events in the Engine Room
relating to each machinery operation, maintenance and breakdown history is maintained onboard.
25 If the SSP has designated the Chief Engineer as the Ship Security officer (SSO), he will carry out
the duties of the SSO as described in the SSP. If the SSP has designated the Chief Engineer as
the backup SSO, he will carry out his duties as described in the SSP.

The Chief Engineer has been invested with the authority to take any technical decisions including the
setting of priorities and allocation of resources as long as they do not impact on vessels overall
performance and safety. Whenever any decisions which effect vessels performance or operations then
same to be discussed with Master who will have the authority to over-rule Chief Engineer decision only
when there is risk to men, environment and the property.
The authority to maintain discipline within his department rests with the Chief Engineer who may, through
Master recommend any disciplinary or dismissal action to be taken by the Company.
JOB CHALLENGES
To continuously optimise the performance and upkeep of all machinery onboard in order the vessel may
trade commercially in an economic and efficient manner.
To continually improve Engine department operation especially in relation Engine resource management
and training of subordinate staff.
RELATIONSHIPS
* Close working relationship with the Master, Chief Mate and 2nd Engineer in planning and
organising shipboard activities.
* With subordinate staff in the assignment of work and monitoring of progress.
* With external Engineering Staff of the WALLEM Group with whom he is the primary point of
contact.
Appropriate certification for the rank with past experience on the type of machinery fitted onboard the
vessel he is assigned to.
Page - 34 -
4.5.11 JOB TITLE 2ND ENGINEER,

Also known as 1st Engineer
JOB PURPOSE
To plan and organise in co-operation with the Chief Engineer and through Engineering staff the optimum
operation and maintenance of the Engine Department and electrical and mechanical maintenance
throughout the vessel.
1. Plan and ensure the execution of all Engine Department operations.

2. Ensure that all Engine Department maintenance is planned and effectively carried out.
2A. To carry out Risk Assessment for all daily tasks, i.e. maintenance operations. All Important and
critical jobs require a documented risk assessment to be carried out. The format of the risk
assessment action plan is provided in the SMMS and in excel format and is to be used for
carrying out risk assessment. To carry out Tool box meeting daily with the engine room staff for
all the tasks planned for the day prior start of work and also on site as situation demands.
3. Ensure in co-operation with the Chief Officer that all deck electrical, hydraulic and mechanical
maintenance is planned and effectively carried out.
4. Maintain an in depth knowledge of the ships Engineering status, bringing to the Chief Engineers
attention any potential or actual problems, and recommending suitable courses of action.
6. Monitor the levels of Engineering Spares, letting the Chief Engineer know when requisitioning is
necessary.
7. Through personal motivation ensure a construction spirit of teamwork between Engine
Department staff.
8. Monitor Engineering staff training and development needs bringing them to the attention of the
Chief Engineer for action.
9. The Second Engineer is directly responsible to the Chief Engineer for the overhauling of, and
repair work to, the main engine, boilers, auxiliaries, electrical equipment, deck, machinery, cargo
pumping plant, lifeboat motors, emergency fire pumps and emergency generator. He is also
responsible for all laundry, galley and pantry machinery and steam and oil fuel connections. He is
to maintain close liaison with the Chief Officer in day-to-day matters affecting the deck
department.
When the Chief Engineer is absent or indisposed the Second Engineer will assume his duties
and take charge of the Engine Department.
The Second Engineer is directly responsible to the Chief Engineer for setting up the main
machinery and ensuring all safety and alarm systems are functional prior to engines being placed
in UMS (Unmanned Machinery Spaces) operation.
10. He is to support the Chief Officer in effecting Vessels Garbage Management Plan and to operate
the garbage processing equipment(s) available such as the incinerator, communiter and or
compactor.
Rev.No. / Date : ---
Page - 35 -
4.5.11 (Continued)
11. Duties
The Second Engineer must keep a full record of overhauling and repair work carried out and of all
gauging and boiler water tests. These records are to be presented at regular intervals to the
Chief Engineer for his signature. The Second Engineer is responsible for the cleanliness and
orderliness of the engine and boiler rooms and for the proper and economical use of all stores,
tools and spare gear, an inventory of which he will keep.
The Second Engineer is in charge of the engine room staff. He is to see that the Chief
Engineer's instructions are carried out by efficient organisation and is to direct the engine room
staff accordingly.
The Second Engineer must keep the Chief Engineer fully informed about the progress of
maintenance and repair work, running of the machinery, conduct and ability of the staff and is to
report immediately to him any unusual occurrence in the engine room.
Other duties will include:

(i) The drawing up of a Watch List before the ship leaves port and posting copy in the
engineers' quarters and engine room.
(ii) The proper completion of the engine room log book.
(iii) The correct setting of valves and lines prior to loading lubricants is the Chief Engineer's
responsibility, but First Engineer under the Chief Engineer’s supervision will normally
undertake this.
* Watch standing - all necessary actions to avert potentially hazardous situations in

* Operations/ - determination of work priorities, allocation of staff,
Maintenance change over of auxiliary operating units.
JOB CHALLENGES
* How best to organise agreed programmes of work in the best possible manner.
* Seeking to minimise engineering problems throughout the vessel.
* Carrying out technical engineering calculations.
RELATIONSHIPS
* With Chief Engineer and Chief Mate to ensure agreement on priorities and co-ordination of Deck
and Engine Department activities.
* With subordinates to provide motivation and ensure good working relationships.
Appropriate certification and sound practical marine engineering experience of 5 years or more covering
mechanical/electronic /electrical engineering.
Page - 36 -
rd
4.5.12 JOB TITLE 3 ENGINEER
JOB PURPOSE
To carry out as directed watch standing and specific Engine Department maintenance
duties designed to contribute to safe, economical Engine and vessel operation in
1. Ensure that the status of the boilers and all associated steam generation equipment is regularly
monitored, appropriate logs kept and any problems brought to the attention of the Chief Engineer.
(*)
2. Ensure under the direction of the 2nd Engineer that all-necessary maintenance and overhauls of
the above machinery are carried out in a timely and cost effective manner.
3. Ensure that the status of main engine fuel valves, air-starting valves, fuel p/p suction valves and
exhaust valves, are checked and necessary maintenance carried out. (*)
4. Work with the 3rd Officer in ensuring that ship safety equipment is periodically tested and
defective items replaced. Refer PMS / SMMS.
5. Provide guidance and training to the junior engineering officers concerning the maintenance and
operation of the machinery for which he is accountable.
7. Carry out general repair and maintenance work as directed by the 2nd Engineer.
* Machinery allocation between 3rd and 4th Engineers may be changed by the Chief Engineer as necessary.
8. Ship’s Environmental officer (EO): 3/E along with 3/O is the EO.
The purpose of the Environmental Officer is three fold:
o Firstly to assist the Chief Engineer in ensuring the vessel and crew comply with Company’s
SHEQ policy and MARPOL, including any specific environmental laws of the Port State;
o Secondly to assist the Master in ensuring continuous environmental improvements are
pair of eyes and ears for the Chief Engineer.
Page - 37 -
4.5.12 (Continued)

* Operations - all status review activities in accordance with established

procedures. Maintenance and overhaul work carried out with the
authority and under the direction of the Chief Engineer.
* EO - Reports any intentional environmental violation to the Chief
Engineer, Master, the Company as necessary.
JOB CHALLENGES
* To ensure a continuous high level of performance for the plant for which he is responsible.
RELATIONSHIPS
* With his superiors and fellow officers as part of the vessel engineering team.
Appropriate certification and at least three years marine engineering experience with sound
understanding of his specialist area and a good general knowledge of all the ships engineering activities.
Completes Environmental Officer Training Course (CBT)

Rev.No. / Date :---
Page - 38 -
th
4.5.13 JOB TITLE - 4 ENGINEER
JOB PURPOSE
To carry out as directed watch standing and specific Engine Department maintenance duties designed to
contribute to safe economical engine and vessel operation in compliance with owner and International
regulations.
1. Ensure that the status of the auxiliary engines, oil purifiers, fresh water generators, aux.pumps
and air compressors are regularly checked, appropriate logs kept and any problems brought to
the attention of the 2nd Engineer. (*)
2. Carry out under the direction of the 2nd Engineer all necessary routine maintenance of the above
machinery to ensure good operational performance.
3. Carry out analysis and tests of all lubricating oils in service, renewing these where necessary.
4. Maintain an up to date inventory of all lubricating oils, and greases.
5. Helping the Chief Engineer on bunker operations and those associated with fuel, diesel and
lubricating oil transference.
7. Carry out general repair and maintenance work as directed by the 2nd Engineer.
* Machinery allocation between 3rd & 4th Engineers may be changed by Chief Engineer as he deems necessary.

* Operations/ - other than routine status checking all maintenance work

Maintenance is carried out under the direct supervision and with the
involvement of the 2nd Engineer.
JOB CHALLENGES Increasing his knowledge of plant operation and maintenance
RELATIONSHIPS With his superior and fellow officers as part of the vessel engineering team.
Appropriate certification and at least two years marine engineering with sound understand of his specialist
area and a good general knowledge of all the ships engineering activities.
Page - 39 -
th
(!) 4.5.14 JOB TITLE - ADDITIONAL 4 ENGINEER OR JUNIOR WATCHKEEPING ENGINEER
JOB PURPOSE
To carry out as directed watch standing and specific Engine Department maintenance duties designed to
contribute to safe economical engine and vessel operation in compliance with owner and International
regulations.
th
1. Same as the 4 Engineer.
th
2. An additional 4 Engineer is included into a Ships complement because vessel trade or
machinery including deck machinery (Cargo Pumps) make it necessary. He will be allocated
specific job responsibilities by the Chief engineer as required.

* Operations/ - other than routine status checking all maintenance work

Maintenance is carried out under the direct supervision and with the
involvement of the 2nd Engineer.
JOB CHALLENGES Increasing his knowledge of plant operation and maintenance
RELATIONSHIPS With his superior and fellow officers as part of the vessel engineering team.
Appropriate certification and at least two years marine engineering with sound understand of his specialist
area and a good general knowledge of all the ships engineering activities
Page - 40 -
(!) TH
4.5.15 JOB TITLE - ENGINEERING CADET OR 5 ENGINEER OR JUNIOR ENGINEER
JOB PURPOSE
To undergo training for eventual appointment in the Fleet as a qualified Engineering Officer in the Engine
department.
To be professionally trained in the art of being a Seaman /Marine Engineer / and a professional Mariner
leading towards the achievement of professional qualifications and Goals.
1. To understudy and assist other Officers in Engine and other departments as nominated by the Chief
Engineer from time to time.
2. To progressively learn the trade along the guide lines and task functions as outlined in the graduate
Engineers training record book, and to complete the various training modules in the correct time
allotted.
3. To carry out specific tasks as ordered by the Chief Engineer or other Engineering Officers under
whom he is delegated to learn / practise the task.
4. To complete assignments and Specific training tasks as directed by the company onboard and or
ashore.
As delegated and for training purposes only.
JOB CHALLENGES
To Uphold the objectives / Policies of the company and put the same into practice during the execution of
the tasks assigned and to work diligently and conduct in a professional manner.
Learn and cultivate “Profession Oriented” skills for self and professional improvement.
RELATIONSHIPS
With all members of the Ships Company in learning and appreciating they’re various job requirements and
functions on board.

Graduate Entry: - Bachelors Degree in Marine Engineering or equivalent as recognised by the Company as
equivalent with sound fundamental knowledge of engineering practices as foundation for building up
professional knowledge.
Page - 41 -
(!) 4.5.16 JOB TITLE - ELECTRICAL OFFICER / ELCTRICAL ENGINEER/ ELECTRO-TECHNICAL /

RATING (E/O/ EL-OFF/ E/E/ ETR)
JOB PURPOSE
Check the operational status of all electrical equipment throughout the vessel carrying out all necessary
maintenance and repair work under the direction of the Chief Engineer.
1. Monitor on a regular basis the status of all ship electrical equipment, especially motors, batteries,
lights, switchboards, impressed current protection, making such replacements as are necessary
and keeping the required logs.
2. Carry out, with the authority and under the direction of the Chief Engineer the overhaul and
maintenance of electrical equipment if necessary in collaboration with the second engineer and
engine room staff.
Note: For day to day maintenance work, Chief Engineer’s authority is delegated to the Second
Engineer.
3. Maintain an up to date inventory of the consumable electric stores informing the Chief Engineer of
any requirements.
4. Keep the Chief Engineer informed as to the status of all electrical equipment on board.
5. Carry out as directed by the Chief Engineer any specific assignments.
6. Carry out vibration checks as directed by Chief Engineer.
7. The E/O is to carry out maintenance of GMDSS equipments as directed by the Master / Chief
Engineer.
Can carry out replacements or maintenance of minor items. More significant maintenance work needs
the approval and review of the Chief Engineer. The jobholder then predominantly works on his own on its
execution.
JOB CHALLENGES
Gaining an understanding and knowledge of electronics and heavy current electrical engineering.
RELATIONSHIPS
*With the Chief Engineer in discussing and reviewing electrical work.
The jobholder may also be called up on to play a "lead role" where significant electrical maintenance or
repair work is required.
(!) Sound practical experience of marine applications.
TRAINEE, SKILLS & EXPERIENCE
(!) Must have certificate of proficiency as ETR or certificate of competency as ETO.

Page - 42 -
(!) 4.5.17 JOB TITLE - REEFER/ELECTRICAL ENGINEER / ELECTRO-TECHNICAL RATING

(R/E/E/ ETR)
JOB PURPOSE
In addition to the duties of Electrical Officer described in 4.5.16 the R/E/E when assigned to a reefer vessel
will also be in charge of operation of cargo hold refrigeration plant and related maintenance work. He will
report directly to the Chief Engineer for all matters related to the cargo refrigeration plant.
1. Start and stop the refrigeration plant for cargo compartments as per direction of Chief
Officer and or Chief Engineer. He will obtain, in writing the carriage conditions from the
Chief Engineer who is given it by Master or Chief Officer, and maintain them during the
voyage. Maintain record of all parameters in the reefer log and if required in charterer's
log sheet.
2. Monitor the plant parameters and cooling down periods and compare them with the
required values. Any deviation is to be reported to the Chief Engineer as soon as they
are detected.
3. Check and maintain fans, controllers, temperature sensors, data logger and or strip chart
recorders, Ozone plant and compressors, etc. in good order. Plan and carry out routine
maintenance work on compressors, condensers and controllers. In all maintenance work
the Second Engineer will assign him help.
4. Maintain record of all maintenance work and spare parts inventory. Prepare requisition for
supply of parts and material required.
5. Assist Duty Officer in checking the temperature and provide electrical power for reefer
containers when they are loaded on the ship. However if the containers are loaded during
such hours that R/E/E is having his rest then this job is to be attended to by the Duty Officer
and R/E/E called only in case of any difficulty. During the passage, the Duty Officer will
monitor temperature of container(s) but in case of any abnormality, repairs will be attempted
by R/E/E under supervision of Chief Engineer.
Page - 43 -
4.5.17 (Continued)
(!) REEFER/ELECTRICAL ENGINEER / ELECTRO-TECHNICAL RATING
* Can start and stop any equipment related to the reefer plant if he considers it necessary. However
he must advise the Chief Engineer about his action. All maintenance work is planned in consultation
with the Chief Engineer. Any assistance required is arranged by Chief or Second Engineer. The
officer then works entirely on his own.
JOB CHALLENGES
* Gaining clear understanding and knowledge of basic principles of refrigeration, thermodynamics,

compressors and control equipment.
RELATIONSHIPS
* With the Chief Engineer in discussing and reviewing status of reefer plant, cargo carriage conditions
and operation of plant.
* With the Chief Officer for starting & stopping plant.
KNOWLEDGE SKILLS AND EXPERIENCE
Extensive and sound experience as Electrical Officer, then served as trainee reefer engineer on a
refrigerated cargo carrier for a minimum of three months
(!) * Must have certificate of proficiency as ETR OR certificate of competency as ETO.

Page - 44 -
4.5.18 JOB TITLE ELECTRO TECHNICAL OFFICER (ETO)
JOB PURPOSE
To maintain Communication/Navigation Equipment.

Check the operational status of all Electrical Equipment throughout the vessel carrying out all necessary
maintenance and repair work under the direction of the Chief Engineer.
To assist in communication in case of technical difficulties.
Communication/Navigational Equipment
1. Monitor Equipment performance, carrying out Diagnostic Checks and undertake appropriate steps
for preventive maintenance and repairs.
2. Review equipment spare part inventory initiating requests for supplies where necessary.
3. To maintain Private Radio Accounts.
4. To guide in routing of messages for cost effectiveness.
5. To prepare monthly equipment status report as required by designated Shore Based Maintenance
Company.
6. Keep the Master informed as to the status of Communication/Navigational Equipment.
Electrical/Instrumentation
7. Monitor on a regular basis the status of all ship Electrical Equipment, especially Motors, Batteries,
Lights, Switchboards, Cathodic Protection; making such replacements as are necessary and
keeping the required logs.
8. Carry out with authority and under the direction of the Chief Engineer, the overhaul and Maintenance
of Electrical equipment, if necessary in collaboration with the Fitter.
9. Maintain an up to date inventory of the consumable Electrical Stores informing the Chief Engineer of
any requirements.
10. Keep the Chief Engineer informed as to the status of Electrical Equipment on board.
11. Carry out Vibration checks as directed by the Chief Engineer.

Page - 45 -
4.5.18 (Continued)
ELECTRO TECHNICAL OFFICER (ETO)
* Recommending to Master action to repair faulty Electronic Equipment.

* In consultation with Master, to liase with designated Shore based Maintenance Company for prompt
maintenance.
* Can carry out replacement or maintenance of minor items. More significant maintenance work
needs approval of the Chief Engineer.
JOB CHALLENGES
* Gaining an understanding and knowledge of electronics and heavy current electrical engineering.
* Equipment fault finding and repair.
RELATIONSHIPS
* With Master:
- Administrative assistance
- Upkeep of Communication/Navigational Equipment.
* With Chief Engineer:
- Discuss & review Electrical Work.

(!) * Must have certificate of competency as ETO
Rev.No. / Date :---
Page - 46 -
4.5.19 JOB TITLE PUMPMAN (6EP)
JOB PURPOSE
To ensure that all cargo handling systems are fully maintained and to operate them during cargo related
activities under the direction of the Chief Officer.
1. Regularly monitor the operational status of all cargo handling systems.

2. Bring all actual or potential problems with cargo handling systems to the attention of the Chief
Officer
3. Work with members of the Engineering Department in the overhauling and routine maintenance
of cargo handling systems and deck machinery.
4. Operate, under the direction of the Chief Officer all cargo system equipment during cargo related
activities.
5. Carry out deck machinery greasing routine as directed by the Chief Engineer or the Chief Officer.
* Operation - works to instructions given by the Chief Officer during cargo related
activities.
* Maintenance - works to established status monitoring timetables and on overhauls and
maintenance under the direction of the Chief Officer and Chief Engineer.
JOB CHALLENGES
* Ensuring that monitoring is carried out in an effective manner.
RELATIONSHIPS
* Works with Engineering staff on maintenance and overhaul.
Sound knowledge of cargo handling systems gained through practice experience over some years,
supported by specialist courses e.g. crude oil washing, pump operation. Possess the relevant STCW
certificate for the relevant ship type.
Rev.No. / Date :---
Page - 47 -
4.5.20 JOB TITLE FITTER OR MECHANIC (6EF)
JOB PURPOSE
Carry out maintenance and repair work on mechanical equipment throughout the vessel under the
nd
direction of the 2 Engineer.
1. Carry out with the authority and under the direction of the 2nd Engineer the overhaul and
maintenance of mechanical equipment if necessary in collaboration with the electrician.
2. Maintain an up to date workshop inventory informing the 2nd Engineer of any requirements.
3. Keep the 2nd Engineer informed as to the status of all mechanical equipment on board.
nd
4. Carry out as directed by the 2 Engineer any specific assignments.
Can carry out replacements or maintenance of a minor character. More significant maintenance work e.g.
nd
welding needs the approval and review of the 2 Engineer. The job holder then predominantly works on
his own on its execution.
JOB CHALLENGES
Gaining an in depth knowledge of new welding systems.
RELATIONSHIPS
With the 2nd Engineer in discussing and reviewing mechanical work. The jobholder may also be called
upon to play a "lead role" where significant mechanical maintenance or repair work is required.
Time served as mechanic, with extensive welding and general workshop experience and sound practical
experience of marine applications.
Rev.No. / Date :---
Page - 48 -
4.5.21 JOB TITLE RIDING FITTER
JOB PURPOSE
Carry out maintenance and repair work on mechanical equipment throughout the vessel under the
direction of the Chief Officer.
1. Carry out with the authority and under the direction of the Chief Officer the overhaul and
maintenance of mechanical equipment and renewal of steelwork as necessary.
2. Maintain an up to date workshop inventory informing the Chief Officer of any requirements.
3. Keep the Chief Officer informed as to the status of all mechanical equipment on board.
4. Carry out as directed by the Chief Officer any specific assignments.
Can carry out replacements or maintenance of a minor character. More significant maintenance work e.g.
welding needs the approval and review of the Chief Officer. The job holder then predominantly works on
his own on its execution.
JOB CHALLENGES
Gaining an in depth knowledge of new welding systems.
RELATIONSHIPS
With the Chief Officer in discussing and reviewing mechanical work. The jobholder may also be called
upon to play a "lead role" where significant mechanical maintenance or repair work is required.
Time served as fitter, with extensive welding and general workshop experience and sound practical
experience of marine applications
Page - 49 -
4.5.22 JOB TITLE BOATSWAIN (BOSUN), OR CPO
JOB PURPOSE
To plan and organise the deployment of deck crew to ensure that all assigned deck operations and
maintenance activities are effectively carried out.
1. Carry out by the appropriate deployment of deck crew, all those activities specified by the Chief
Officer.
2. Monitor deck crew's daily work ensuring it is done with safe working practices. To carry out Tool
box meeting daily with the deck crew for all tasks planned for the day prior start of work and also
on site with the deck crew as situation demands
3. Ensure that deck equipment, material, specially personnel protection equipment including
harness, safety lines etc. are maintained in the best possible manner.
4. Ensure that all deck stores are received, stored, kept in good condition and levels monitored and
controlled.
5. Provide direction and leadership to crewmembers, dealing where necessary with group or
individual personal problems, within established procedures.
6. Supports and assists the Chief Officer in carrying out vessels Garbage Management plan i.e.
handling processing, storage and disposal of ships garbage.
7. Keep the Master and Chief Officer fully informed on all crew activities bringing to their attention
potential problem areas. Maintain crew discipline.
8. Carry out watch standing duties as required.
9. Ensure that newly joined deck crew are made familiar with the handling of deck machinery,
specially the Windlass and Mooring Winches.
Which crew members to use based on an assessment of numbers needed and the abilities and
performance of individuals.
JOB CHALLENGES
* Determining the best allocation of crewmembers to tasks to achieve results.

* Dealing with actual or potential employee relations problem.
RELATIONSHIPS
* Sound working relationship with the Chief Officer

* Key interface with and motivation of deck crew.
* Key interface between senior officers and crew.
10 years deck experience, and a high level of emotional stability and maturity.
Rev.No. / Date :---
Page - 50 -
4.5.23 JOB TITLE ABLE & ORDINARY SEAMAN (Or GP1 & GP2)
JOB PURPOSE
To carry out as required any allocated maintenance or operational tasks or watch standing duties.
1. Carry out watch standing duties as directed by the officer on watch, bringing to his attention any
unusual situation.
2. Carry our maintenance tasks as directed by the Bosun on the ship fabric and deck equipment.
3. Carry out any operational duties connected with cargo related activities or manoeuvring as
directed by the Bosun.
4. Bring to the attention of the Bosun any ship defects or peculiarities of operation.
5. Carry out safety and security inspections.
Carries out tasks specifically as directed by the Bosun or officer of the watch and in line with ship internal
orders.
JOB CHALLENGES
To contribute to the creation of an effective shipboard team attitude.
RELATIONSHIPS
* With superiors when working with, or being briefed by them.

* With colleagues when working with them as members of a team.
Familiarity with the operation of most deck equipment e.g. winches, sandblasting equipment and with
several years shipboard experience, and certified helmsman. Possess the relevant STCW certificate for
the relevant ship type he is serving on.
Rev.No. / Date :---
Page - 51 -
4.5.24 JOB TITLE TRAINEE SEAMAN or DECK BOY
JOB PURPOSE
To carry out as required any nominated duties.
1. Carry out specific cleaning duties as directed.

2. Carry out the duties of mess boy as directed.
Acts as directly instructed.
JOB CHALLENGES
To carry out tasks efficiently as possible
RELATIONSHIPS
With crewmembers in the messroom while serving meals.
This is an entry point position, which can be carried out satisfactorily with minimum shipboard experience.
Rev.No. / Date :---
Page - 52 -
4.5.25 JOB TITLE OILER/FIREMAN/MOTORMAN OR GP1
JOB PURPOSE
To carry out watch-standing duties under officer supervision and to provide general assistance across the
full range of Engineering Department activities.
1. Check as directed by the Watch Engineer plant status, taking and logging machinery readings.
2. Bring to the attention of the Watch Engineer for his action any apparent malfunctions.
3. Carry out as directed by the Watch Engineer any actions necessary to ensure good Engine
Department operation.
4. Carry out cleaning duties both for specifically designed machinery and as directed by the 1st
Engineer.
5. Carry out maintenance duties with Engineer Officers, mechanic or electrician as directed by the
1st Engineer.
6. Assist in ship painting, provisioning, shore loading, cargo tank cleaning, if necessary under Chief
Officer supervision.
7. Carry out general ship maintenance duties as called upon to do so.
8. Carry out mooring and unmooring duties when required.
nd
9. Supports ships Garbage Management Plan as directed by the 2 Engineer
The jobholder carries out all activities under direct instruction from Engineer Officers both during and off
watch.
JOB CHALLENGES
To continuously improve his operating skill, and knowledge of the operation of all Engineering machinery.
RELATIONSHIPS
* With superiors in reporting and taking instructions.

* With colleagues as members of a working team.
Two to three years of shipboard experience as Wiper. Possess the relevant STCW certificate for the
relevant ship type he is serving on.
Rev.No. / Date :---
Page - 53 -
4.5.26 JOB TITLE WIPER OR GP2
JOB PURPOSE
To carry out as required any nominated Engineering duties.
1. Carry out specific cleaning duties as directed.

2. Carry out specific tasks involved with Engine Department maintenance and repair as directed.
3. Carry out mooring and unmooring duties when required.
JOB CHALLENGES
To carry out tasks efficiently as possible.
RELATIONSHIPS
This is an entry point position, which can be carried out satisfactorily with minimum shipboard experience.
Rev.No. / Date :---
Page - 54 -
4.5.27 JOB TITLE CHIEF COOK (PCO)
JOB PURPOSE
To ensure that meals are planned and prepared, using the contractor supplied provisions in the most cost
effective manner and meeting with the satisfaction of the ships officers and crew, under the guidance of
the Master.
1. Plan a programme of meals designed to make best use of available provisions and satisfy crew
preferences.
2. Ensure that palatable meals are consistently prepared in a timely and hygienic manner.
3. Ensure that all food is being effectively used with minimum spoilage.
4. Maintain the galley; provision storeroom and refrigerators in a hygienic condition.
5. Check prior to signing receipts that all provisions are satisfactory, bringing to the notice of the
Master those cases where this is not so.
6. Monitor and control provision inventories initiating requisition for additional requirements.
7. Ensure that all food is preserved in the best possible manner.
8. Ensure, through the mess man and mess boy that food is served to officers and crew in an
efficient and courteous manner.
9. Monitor and control linen and cutlery.
10. As designated support staff of Ships Garbage Management Plan he ensures correct processing
of garbage is done i.e. separating food wastes, plastics and domestic wastes, handling, stowage
and eventual disposal.
11. Supervise the job of 2nd Cook.
* Development of planned menus, for Masters approval.

* Deciding on the best means to prepare and preserve food.
* Allocating staff to the preparation of food.
* Acceptance or rejection of provisions supplied to vessel.
JOB CHALLENGES
* Ensuring that the planning and preparation of the food maximises simultaneously, crew
satisfaction and victualling budget.
RELATIONSHIPS
* Supervision of catering staff.
 Sensitivity to crew needs and reaction to the food provided.

Professional cook, with good preservation experience and with 3-4 years shipboard experience.
Rev.No. / Date :---
Page - 55 -
4.5.28 JOB TITLE 2ND COOK (OR CREW COOK)
JOB PURPOSE
To assist the Chief Cook in the preservation and preparation of food.
1. Assist the Chief Cook in the cooking of food and following his directions.
2. Assist the Chief Cook in preserving food.
3. Carry out provision checks together with the Chief Cook.
4. Clean the galley store rooms and refrigerators.
5. Carry out general and cabin cleaning duties when required, i.e. when only one Messman in ships
complement.
6. Assists the Chief Cook (PCO) in complying with ships Garbage Management Plan and complies
with his instructions in processing handling and stowage of same.
Operates under the directions of the Chief Cook.
JOB CHALLENGES
Learning to prepare better food.
RELATIONSHIPS
* Direct contact with crew.

* Working relationship with Chief Cook.
General shipboard experience does not need to be a specialist cook.

Rev.No. / Date :---
Page - 56 -
4.5.29 JOB TITLE MESSMAN
JOB PURPOSE
To contribute significantly to an acceptable shipboard standard of accommodation and meal service

directly for officers through cabin cleaning and meal serving and indirectly to all staff through linen
cleaning.
1. Ensure that all cabins of officers and senior staff are prepared and cleaned.
2. Prepare the officer’s messroom for meals, subsequently serving meals with politeness and
efficiency and then cleaning all dishes and utensils.
3. Bring to the attention of the Chief Cook (PCO) any messroom equipment requirements.
4. Wash all ships linen at the frequency specified in internal orders.
5. Control the linen and cleaning consumable stores as directed by the Chief Cook (PCO).
6. Maintain himself available to assist the Master whenever Port Authority representatives are on
board.
The jobholder can anticipate demand for extra cabins and prepare accordingly.
JOB CHALLENGES
To identify and suggest improvements to procedures and systems in the areas for which he is responsible.
RELATIONSHIPS
* With officers in the officers mess where it is necessary to provide service in a fair manner.
* With crew in relation to linen washing.
Some years shipboard experience and personal maturity.

Rev.No. / Date :---
Page - 57 -
4.5.30 JOB TITLE MESS BOY
JOB PURPOSE
To contribute to an acceptable shipboard standard of accommodation and meal service for non-officer
crew through the serving of meals and cleaning of crew quarters.
1. Serving meals in the crew messroom.

2. Cleaning of the crew messroom, including the cleaning of dishes.
3. Cleaning of crew quarters.
4. Assisting in the cleaning of the galley and refrigerated storeroom.
5. Assisting the messman in the cleaning of linen.
6. Carry out general and cabin cleaning duties when required.
JOB CHALLENGES
To carry out tasks efficiently as possible.
RELATIONSHIPS
This is an entry point position that can be carried out satisfactorily with minimum shipboard experience
Page - 58 -
4.6 CHANGING OF MASTER, OFFICER, CREW and FAMILIARISATION
4.6.1 Senior Officers

Certain overlap period is allowed when changing of Master, C/E, C/O and 2/E takes place
unless these officers have sailed on the same or sister vessel.
The Master and the Chief Engineer are to use Forms D20 + E8 respectively for hand-
over.
nd
The Chief Officer and 2 Engineer to give detailed written handing over notes to their
reliever to help them familiarise with the vessel
The Chief Officer is to complete cargo operation before handing over to the relief and
disembarking.
Senior Officers are briefed in their recruiting office with Wallem office through video link.
De Briefing is also done through video link as required.
Other officers and SEP Related Ranks

SEP related ranks are to prepare a handing over report (hand written also is
acceptable)for their reliever about their responsibility and equipment under their charge
and show same to the incoming staff prior disembarking. Master and the Chief Engineer
will ensure that this is followed and that the written handing over report is verified and
signed by the Master or the Chief Engineer as applicable.
4.6.2 Familiarisation of Emergency Equipment for newly joined personnel.
An "Emergency Familiarisation Card" is posted in each cabin.

This details for the occupant of the cabin his designated lifeboat number and emergency
station duty. Behind the card is a record of signatures which confirms that the occupant
has been advised the above detail, and that he has been made familiar with the location
of the EHQ, and all relevant LSA & FFA equipment on the day of his joining the vessel.
The Master is to hand over this card to the reliever on his joining. Normally the off-signer
will conduct a short familiarisation tour for the relief. In cases where the off-signer is not
on board, then the head of department will conduct this familiarisation.
4.6.3 Familiarisation Booklet for Safety and Shipboard Familiarisation ( Rank Specific)
All Officers will receive ship and rank specific book for Safety and Shipboard
Familiarisation from the Master or his deputy and it is the duty of the individual to have
this book updated and signed by the Master. Master are to ensure that all sub contractors
and other shore personnel, such as riding gangs are also given the familarisation booklet.
The incoming staffs will familarise themselves with the safety equipment and understand
their SEP responsibilities and will hand over their familiarisation card, ship and rank
specific familiarisation record book, and their personal Qualifications to the Master.
This book is to be checked and completed on his joining by the new staff within 24 hours
or prior to the offsigning of the person being relived.
Incoming Staff are referred herewith to the delegation of Masters “SEP Responsibilities”
flow chart in section 4.4
Page - 59 -
4.6.4 Record of Safety Familiarisation, Shipboard Training and shipboard Familiarisation
Individual officers / other ranks who are issued with this record for maintaining their own
records of Training and Familiarisation of various vessel to which they are assigned.
Section 1 of this booklet must be completed soonest after the Officer joins the vessel and
this section supplements the “ Emergency Familiarisation Card” as mentioned in section
4.6.2.
Section 2 is record of the various audio and video training and also other training the
officer has received and is issued pursuant to the STCW convention, Regulation 1/14.
VOD (video on demand) system has internal software, which maintains a record of video
training for each officer and crew. The vessel is sending the VOD export file to the
training centres where it is being uploaded into the shipmate. Hence, it is not required to
fill this section of the Training record book with training on VOD.
Section 3 is Confirmation of understanding of tasks which the Joining staff must

undertake before assuming duties. In the case of officers, this section of the booklet must
be positively completed prior to the officer being charged with the responsibility of an
independent watch.
The Crew, Petty Officer or the Officer who is familarised on joining is to sign on Page
18/19 (based on edition) of the training booklet. The Officer who carried out the
familarisation is to sign on Page 18/19 confirming that familarisation has been carried out.
Master is also required to sign on Page 22 of the training record book confirming that
familarisation has been satisfactorily carried out and that the joining seafarer holds all the
mandatory documents as necessary for the rank of the seafarer and the flag of the
vessel.
WALLEM SHIPMANAGEMENT LTD SECTION 5 Prepared by : Director (SID)
SHIPBOARD MANAGEMENT REVIEW AND VERIFICATION 3rd Edition : 31.1.06
Page -1-
SECTION 5 REVIEW AND VERIFICATION
5.1 SEP MEETINGS
5.1.1 Responsibility
WALLEM recognises that Safety and Environmental Protection is a Line Management
responsibility.
Masters’ as part of Line Management have a duty to actively encourage all Officers and Crew to
accept the principle that injuries and accidents to personnel, damage to the environment and
property, including ship’s equipment can be prevented. In order to achieve this they must
promote high standards of safety consciousness, discipline and individual accountability onboard
their ship.
The objectives of maintaining a high standard of Safety, Health and Environmental protection on
board is enhanced with Safety & Environment Protection committee meetings, Management
meetings and Tool box meetings.
5.1.2 Safety, Helath & Environment Protection Committee Meeting

Each ship will form a Safety, Health & Environment Protection Committee comprising
representatives from all sections of the Ship’s Company with the Master as Chairman.
Alternatively, the Safety and Environment protection committee meetings can be conducted with
the entire ship staff except the watch keepers. In any case, every alternate meeting should
include the entire ship staff except the watch keepers.
The purpose of the Safety & Environment Protection meeting will be to: -
 Manage the day to day safety and environment protection matters on board and to give
crewmembers a voice on safety matters.
 Highlight and solve safety-related problems on board. Situations that cannot be resolved
on board should be reported to WALLEM.
The Agenda for the meetings is to be drawn up in accordance with items in section 5.2. Minutes
of Safety, Health and Environment meetings should be kept and submitted by the Master to the
WALLEM Superintendent when he attends the vessel.
The minutes are to be signed by the Master, all department heads and selected crew members
(Bosun/ CPO and one Engine room crew).
A copy of the minutes of the Safety, Health and Environment Protection Committee meeting
should be kept on a clipboard in the ship’s office where it can be seen by all.
5.1.3 Management Meetings
The Management committee should comprise of the heads of all departments and other officers,
petty officers and crew members nominated by the department heads
At least one Management meeting every fortnight, except when the vessel's schedule
does not permit, in which case the vessel should have at least one Management meeting
every month.
The Management meetings are forums to discuss the work done since previous meeting, Plan for
future Jobs and to co-ordinate inter departmental work. During the meeting, risk analysis
including any work permit and isolation and tagging arrangement for the work being planned is to
be discussed. The management meeting will also discuss the Port calls expected prior next
meeting and will discuss co-ordination of all Port activities and details of the cargo operations.
Rev.No. / Date : Oct 2015
Page -2-
5.2 Conduct of Safety, Health & Environment Protection meeting
Ships Safety, Health & Environment meetings are intended to promote and improve awareness of
general safety and environmental issues.
A Safety, Health & Environment Protection meeting should be held at least monthly and as
soon as possible after any serious incident or accident within the company. The meeting
shall consist of all seafarers on board except the watch-keepers and would be presided by
the Master. The watch-keepers would be briefed later on the meeting by one of the senior
officers. The safety meeting after any serious incident or accident within the company
would be initated from the office.
The ship’s safety, health & environment meeting members shall assist in the implementation of
safety, health and environment policy.
For Hong Kong Flag vessels, please be in compliance with flag guideline 478 C which provides
details on the appointment and election of safety officials (which includes safety officer and safety
representatives) and their duties and authority including duties of safety committee. The flag
guideline 478 C is available in SMS DVD under Hong Kong Flag Merchant Shipping Information.
The Ships Safety, health & Environment Protection meetings is to discuss: -

1. Minutes of the previous meeting will be read out and discussed.
2. Recent incidents, accidents, near misses, and non-conformities experienced since the
previous meeting.
3. Safety aspects of impending operations.
4. Circulars, improvement notes and safety advisories sent from the office based on SIRIS
reports from other vessels in the fleet. Advisories on technical matters or on deficiencies
noted during inspections by PSC / Oil Majors on other ships are also to be discussed.
5. Improvements in safety awareness and environmental protection issues which could affect
the ship and other ships in the Company.
6. Shipboard safety issues will be discussed.
7. Pollution Prevention measures in place.
8. Suggestions will be solicited from staff on improving safety.
9. E-Mails, circulars and advisories from the office on Marpol issues and other safety matters
which have been obtained from Industry publication or P & I club notices or other relevant
sources. In many cases, the P & I club reports or MAIB / AMSA / USCG reports maybe sent
as attachments.
10. SIRIS Feedback, Safety digest and PSC digest.
11. Any issue related to compliance with the provisions of MLC 2006.
The Master in consultation with his senior officers will draw up an agenda for the meeting. The
ship staff will be notified of the agenda in advance.
The Safety representatives and the Ship’s staff is to be encouraged to give their opinions in the
meeting. The meeting will be held in a workshop fashion. The meetings should also be interactive
with lively discussions on matters of safety, health and environment including pollution prevention
measures and MARPOL issues should also be discussed during the meeting.
The meetings should be interactive instead of one way communication from the master or the
senior officers and the comments, suggestions for improvements, etc from various members
must be recorded in the meeting minutes.
Please refer to the review flow chart in section 5.12 which show the importance of the Ships
Safety, health & environment meeting in the review chain.
NIS and Norwegian registered vessels are to have a PEC meeting in addition to the above
meeting. The Members of the PEC and the schedule and frequency of the PEC meetings are to
be as per instructions in the Flag state rule book.
Page -3-
5.3 Office Feedback to Minutes of Safety, Health & Environment Protection committee
meeting
(!) Vessel will maintain the minutes of the meeting on board the vessel.
(!) Vessels are to send the minutes of the meeting to the Fleet Cell. The office response is to be
filed with the minutes.
5.4 MASTER’S REVIEW
Master's reviews are "Regular review to consider the need for system improvement".
Master's review is directed towards the system and should not interfere with the continuous
safety and quality improvements/corrective actions initiated by incidents/accidents or other things
"going wrong". For e.g. In case of an incident review of the “Process Loss” pertaining to an Oil
Pollution incident – it is evident that the system is not functioning as it should. The review
process should analyse and evaluate the existing procedures that were in use at the time of the
incident and initiate the changes required in the procedures to improve the process and thus
effect improved Loss Control.
Interpretation
"Regular Reviews" means that they are to be

(1) Planned in a systematic way
(2) Described in the shipboard manual system and outlined in a procedure covering
- Planning
- Execution and
- Documentation: Planning forms, reports, records etc.
Planning and Master's reviews shall cover all departments and shall be performed in co-
operation with the department heads.
Execution
The Master can include any element or function he finds relevant or necessary. The previous
accident /incident reports (SIRIS), Customer Inspection findings, Audit findings, Minutes of the
Safety, Health & Environment Committee Meetings and “SIRIS feedback” reports can be
considered as inputs for Master’s Review of the system. All such issues are to be addressed for
improvement of the system as a whole.
Masters review is consequently an open channel from the Master to the shore based
management, where he can present his views on the goodness of the management system. The
various procedures as outlined in the Manual and their implementation on board are an integral
part of Master’s review.
Direction
Vessel’s Half Yearly SMS Verification / Review Report is prepared and sent to the office
after the end of each Half year. Since it will be difficult for one Master to review the entire
system at the end of six months, the continuity of the review is maintained by being an
integral part of Master’s handing over notes.
The Master’s review is to be done at the time of handing over by a Master and a copy of the
Master’s review is part of the handing over notes. The Master’s review done at the time of the
Master’s handing over need not be sent to the office.
Page -4-
Documentation
- Records to be maintained on board for reference as well.

- The Half yearly SMS verification/ review report is to be forwarded to shore
based management as E-mail attachment at the end of each half year.

- Master’s Handing over notes are sent to the office.
Master to ensure that office responses are filed together with the feedback and maintained on
board as and when received.
The block diagram on procedure for system review elements for process improvement and risk
assessment are provided at the end of this section.
Master’s Review and Verification pertains to effectiveness of Shipboard Management

review and Verification of the following is the process.
1) That the specific objectives of the Company’s policies are achieved and functioning.
2) The duty instructions for each rank are correctly understood.
3) That each crew - member is qualified to do his job.
4) All Officers and Engineers should also prepare hand written notes for their relievers, which
should include status of the equipment under their charge. Master & Chief Engineer will use
the appropriate company Forms for hand over. Each outgoing officer & petty officer with SEP
responsibilities (see section 4.4) should prepare handing over notes (hand written is
acceptable) pertaining to SEP for incoming staff, which should be verified and signed by the
head of department.
5) If required, comments on the overlap period required for any rank for proper familiarisation.
6) Procedures for critical operations are set up and appropriate checklists for the operations are
used and signed.
7) Training onboard is carried out so that each rank knows his duties.
8) SEP Responsibilities are discharged as per the SEP delegation chart in section 4.4.
9) If required, suggestions on any change or amendment of company forms or policies.
The C/Engineer has a Soft copy of the manuals. If he has any suggestion for system
improvement, he should discuss it with Master during Management Meetings or include in his
handing over notes.
5.5 MASTER’S, CHIEF ENGINEER & CHIEF OFFICER’S INSPECTIONS
The Master accompanied by the Chief Engineer and Chief Officer must make a thorough
inspection of the ship including the main deck, various deck outside accommodation, poop deck,
accommodation and machinery spaces, at least once in seven days.
During the inspection, it shall be ensured that the seafarer accommodation is clean, decently
habitable and maintained in a good state of repair.
The inspection should cover all accessible areas of the ship so as to ensure provision of decent
working and living conditions on board for seafarers.
During these inspections particular attention is to be paid to the spotting of Safety Hazards, Risks,
Potential Process Loss items, Emergency Headquarters, the progress of maintenance programs,
the cleanliness of the ship and to the condition of foodstuffs, the safety of the vessel and the
environment and if such defects noticed remedial action to be instituted for recovery.
The safety equipment and the safety preparedness also will be evaluated.
Appropriate entries are to be made in the ship’s Official Log of the Master’s and Chief Engineers
weekly inspections. The results of the weekly inspections of the accommodation and the
Page -5-
corrective measures taken to be documented onboard.

In addition, the Chief Officer will make a daily inspection of unoccupied accommodation, public
rooms, mess rooms and storerooms and appraise the Master should there be any abnormalities.
For tankers, the Safety Officer will carry out a detailed inspection as per the Checklist in the tanker
operation manual. This is to be filled every month even through it is recommended that more
frequent inspections are done. A copy of the safety officer inspection checklist is to be sent to the
office along with the copy of the Safety meeting.
5.6 Inspections and Audits
5.6.1 Vessel Inspections
Each vessel will be inspected at least twice a year by Company’s Executive. As far as possible,
such inspection to be carried out by Superintendent in-charge of the vessel. However, if some
Executive is present in the port or area on some other business, then for economic reasons, he
can carry out the inspection.
The Executive who inspects vessels is to prepare a full technical report on the vessel’s condition,
safety standard and performance, as well as a brief statement on implementation progress of
Health, Safety & Environmental (HSE) Objectives & Programs. This report will include any
instructions/guidelines given to ship staff for upgrading vessel to required standards.
The maintenance and upgrading instructions as well as any noted deficiencies are to be entered
in the SMMS and to be followed up during subsequent SMMS exports to the office by the
vessel’s superintendent.
5.6.2 Internal ISM Audit
(!) Every vessel is to go through an Internal Audit once a year done by a Office executive. The purpose
of the audit is to determine whether the vessel is following Company’s Shipboard Management
System and whether the vessel’s condition is what the Owner expects.
The Internal audits needs to be carried out at a frequency of 12 Months and would be done
between 9 months to 12 month of the previous audit.
The Internal Audit may be arranged to coincide with a Superintendent’s routine vessel
inspection/attendance schedule.
When circumstances deem it necessary, the Internal Audits can be done by the incoming Master or
Chief Engineer prior to taking Charge of their duties. (In all cases the auditor must be qualified, i.e.
having attended a lead or Internal Auditor Course.)
(!) Audit NCNs and Observations must be addressed and corrective action taken by the vessel
priorImplementation due date. Once the corrective action has been implemented, the audit NC or
observation would be closed and closed copies sent to the vessel. The review of the verification of
effectiveness of the corrective action and preventive action would be carried out during next visit by
a Wallem executive.
5.6.3 Training visits

Marine Superintendent will carry out training on board as time permits during his visit on board
the vessel.
Marine Superintendent will carry out a Bridge Procedure audit during the attendance
Page -6-
A typical inspection will include the following: -

General impressions, Certification, Documentation and Information, Manning and Certification
Levels, Ship Management and Personal Safety, Pollution Prevention, Life saving equipment and
Procedures, Fire Fighting equipment and Procedures, Cargo/Ballast System and Procedures,
Mooring equipment and Procedures, Bridge equipment and Procedures, Radio/ GMDSS
Equipment, Engine Room and Steering Gear, Loadline Items, Emergency Response Capability,
Security procedures and equipments and Vessel Management System.
(!) In addition to the above, Marine Superintendents will also conduct Bridge Team Management &
Resource Management Training, Loss prevention and Personal safety training, ISPS and
security training and Marpol compliance training as time permits
The trainers will first have an opening meeting with senior officers to outline the schedule of the
training. The schedule would be flexible and would be adjusted to the vessels operational needs
(!) Depending on the vessels trading pattern and budgetary constraints, the ideal period for the
Marine Superintendent to conduct a comprehensive Audit & Training programme is 6-8 days,
depending on the vessel type. However, in some cases, because of the vessels trading it may
only possible for a Marine Superintendent to carry out an “In-Port” Internal Audit. This would be
for the period the vessel is in port and would be dictated by prevailing operational constraints.
(!) A comprehensive report together with recommendations will be prepared for the attendance.
Minor deficiencies noted during the audit will be brought to the Masters attention for early
correction by ship’s staff. The draft report, time permitting, Shall be shown to the Master before
the Marine Superintendent disembarks.
5.6.4 Owners and Charterers Inspections
Some owners and charterers may also carry out an inspection or audit either directly or through
their appointed companies. The observations from the Owners and charterers inspection and
audits are to be sent to the Fleet Cell.
Vessels should include the observations in the SMMS.
Vessels are to follow up to close the observation and update the Fleet cell as required.
5.6.5 External Audits by Class for ISM/SMC and ISO 9001, ISO 14001, OHSAS 18001
nd rd
All ships have an SMC valid for 5 Years with an intermediate audit anytime between 2 and 3
anniversary of the initial audit. The renewal audit must be completed before the certificate
expires and may be carried out from six (6) months before the expiry date.
The Company also has ISO 9001, ISO 14001 and OHSAS 18001 certification.
Page -7-
Certificate Year
0 1 2 3 4 5
ISM Initial intermediate Renewal
5.6.6 Closing of Audit Findings.

Master and Chief Engineer are required to attend to any Audit Non Conformity Notes (NCN)
and/or Observations generated during an Internal and/or External Audit and complete corrective
action and/or implementation in the given time frame. Vessel is to confirm the implementation
with statement or objective evidence as applicable. For guidance purposes, be informed that Non
Conformity Note (NCN), or Observation must be closed by the Lead Auditor/Class within 3
months of issue.
5.7 ISPS Audits
5.7.1 Internal ISPS Audit
Every vessel to go through an internal ISPS audit carried out by company personnel who have
attended CSO or SSO training courses. When circumstances deem it necessary, the Internal ISPS
Audits can be done by the incoming Master or Chief Engineer prior to taking Charge of their duties.
(In all cases, the auditor would have done the CSO or SSO course).
The Internal audits needs to be carried out at a frequency of 12 Months and would be done
between 9 months to 12 month of previous audit.
Audit Observations must be addressed and corrective action with immediate effect.
Verification of effectiveness of this corrective action is to be advised to office within 3
Months of audit date.
5.7.2 External ISPS Audit by Administration / RSO
External ISPS audits are carried out by administration or recognised security organisation (RSO),
on behalf of the administration. In some cases, the RSO could be the vessels class.
nd
All ships have an ISPS Certificate valid for 5 years with an intermediate audit between the 2 and
rd
3 anniversary of the initial audit. The renewal audit must be completed before the certificate
expires and maybe carried out from three (3) months before the expiry date.
Certifi Year
cate
0 1 2 3 4 5
ISPS Initial intermediate Renewal
5.7.3 PORT STATE CONTROL INSPECTIONS – Requirements for Hong Kong flag ships:
Please refer to Hong Kong Marine Department Security & Quality Advisory No. 23 (Establishing of
Quality Assurance System in the Ship management Company).
1. PSC inspection results will be gathered at least once every 2 weeks from the web-sites of
HKMD, USCG and other MOU to obtain PSC inspection data of all Hong Kong ships, ie own
ships and other HK ships and new PSC information, detentions and deficiencies.
2. Notify all ships in management about the PSC information, detentions and deficiencies to all
HKG ships to guide the Master to avoid a recurrence.
3. Examine PSC situation of own HKG ships, analyse causes of detentions deficiencies and trend.
Prepare improvement plans and follow up actions.
4. Compile performance statistics, improvement plans, review reports of own ships on the three
indicators – detention rate, deficiency rate and inspection without deficiency rate.
5. Review the effectiveness of improvement plans and actions.
6. Submit the performance statistics and relevant
5.7.4 Port state control – Panama Flag

Panama flag vessels to send the PSC deficiencies along with corrective measures to PMA as per
PMA notice 172
Page -8-
5.8 Incident/Accident Reporting, Feedback and Preventive Action
The (Safety Incident Reporting and Investigation System) SIRIS is the Wallem in-house
developed SIRIS program, for accident, near-miss and non-conformity reporting.
It has been established that behind each accident lie one or more root causes and it is necessary
to uncover these causes and learn from them. Near Miss and Non conformities have important
lessons.
Corrective Action is necessary to avoid a Recurrence of Non-Conformities

Preventive Action is necessary to prevent an Occurrence of Potential Non-Conformities
In accordance with our Objectives & Policies, and in order to provide a Safe Environment for our
Seafarers, the Management uses SIRIS as an Analysis Tool. To effect improvement, and in
order to have the necessary information, the officers and crew are to report Accidents, Near-miss
and non conformity in the SIRIS. The non conformities which can be immediately corrected are
to be reported through the BBS card. The non conformities requiring follow up are to be reported
through the SIRIS.
The SIRIS system is for Non Conformance noted by the shipstaff.
Other Non conformance’s noted by outside inspectors are treated as follows:
1. PSC Inspections – Copy of the report will be sent to the as E-Mail attachment to the fleet.
Superintendent and vessel will then have a dialogue to implement corrective action and close
the observations. Vessel will also send the PSC observations in the Infopath form.
2. External Audits – Copy of the report will be sent by the vessel to the Fleet Cell and the fleet.
The superintendent will then have a dialogue with the vessel to implement the corrective
action and the Marine Superintendnent will follow up and advise the Class of the corrective
action.
3. Internal Audits – Copy of the report will be sent by the vessel to the Fleet Cell. The Auditor
will send a copy of the NC/Observation note and the checklist to the Fleet Cell. Once the
corrective action is implemented, the Master will inform the Marine superintendent for closing
the NC/observations.
4. Other Inspections ( Charterers, Oil major etc) – Copy of the inspection report will be sent to
the Fleet Cell as E-Mail attachment. Corrective action would be taken and the Inspection
Company advised once corrective action is implemented.
Lost time injury is said to occur if a person does not report for work on the next workday
and this is ticked in the SIRIS.
The Fleeet Cell are responsible for checking and closing the SIRIS reports. Marine Safety would
review the reports and present relevant details at Management Review meetings.
In addition, SIRIS is to be compiled for incidents involving “Process Loss”.

Based on SIRIS Reports, WALLEM will provide feedback to its officers through SIRIS feedbacks,
(!) Safety digest, and Wallem Fleet Officers Meetings (WFOM). Certain important feedbacks would
be sent to the vessel by Email.
Vessels would be immediately notified by E-Mail of any major accident in the fleet. Master’s
would also be instructed to hold a safety meeting on receipt of the mail (as operational
parameters permits) to discuss the major accident. Vessels would also be immediatly notified of
(!) safety related information.
Fleet Personnel Accident Statistics will be compiled and analysed in the office. The trends and
finding from the analysis would be discussed during WFOM and video conferences. Important
trends that are noted with the compilation and analysis of the data would be discussed during
Page -9-
management reviews. Copy of the management review would be sent to all ships and the
training centers. To assist in compiling these statistics, the Masters and Chief Engineers are
encouraged to motivate their officers and crew to prepare SIRIS reports. “Blame Culture” is not
WSM's style and there should be no cause for concern of disciplinary action if and when an
accident or near-miss is reported. Feedback on accidents of lost time, Near- Misses and Non-
Conformities are essential for realistic analysis, experience feedback to other vessels and
eventually towards an overall improvement in our loss record.
WSM emphasizes that “ Safety Awareness “ is the duty of every man on board and every one
onboard must make a practice of checking all personal and shipboard safety equipment for its
immediate readiness and if found wanting should report it to the senior officer or Safety Officer.
PSC deficiencies need not be sent through SIRIS for non-tankers. They have to be sent by
Infopath file to the office for uploading into the Chemserve 3D Database. The Infopath
file should have all the deficiencies with corrective action and preventive action. Once the
Infopath file is uploaded into the Chemserve 3D, the superintendent would check the preventive
and corrective action and close out the PSC findings.
For Tankers as per (VIQ 2.4), please ensure that deficiencies issued during PSC
Inspections are raised as NC’s in the SIRIS system, and then closed out.
Refer to SIRIS User Guide for compilation and usage.
Remember that Loss Prevention in practice is transfer of Knowledge and experience. SIRIS will
assist in this transfer and we hope, assist in reducing accidents.
As all officers are encouraged to report to WALLEM via the SIRIS program, it is recommended
that the software be loaded in a PC, which is accessible to the maximum number of staff on
board.
While any officer can prepare a SIRIS Report, only the Master or his deputy should generate the
report. The Generated reports are to be sent as email attachments to the office.
The SIRIS report has Software encoding to ensure the full report is filled-out; if any "required"
fields are left blank, the report will not allow itself to be saved, and will prompt the user to fill in
the blank fields.
All SIRIS reports received via email will automatically be uploaded into our shore database,
where registered office users can refer them. It is therefore important that you send all
reports to the GADATA email address only - the SIRIS report format cannot be read at
other addresses.
SIRIS Version 2 is now in use. This version allows for correspondence between the ship and the
office on the report prior closing out the report. This provides an opportunity for the office to
obtain further details or clarification on any aspect of the report. On other occasions, the Office
may not require any further details on the report and there would be no further correspondence
prior closing the report.
Once the SIRIS Reports are analyzed (with or without further correspondence) in the office, the
report would be closed and an attachment would be sent to the vessel with Instructions to upload
the file into the SIRIS System. Once this file is uploaded, the SIRIS reports would be closed out
and this can be seen in the last section of the SIRIS report.
Hard copies of the SIRIS reports are not mailed to the office.
Page - 10 -
5.9 Accident / Incident Investigation
The accidents have been divided into 3 types based on the severity of the accident. Each of the
(!) accidents have a different authority, time line and close out process. These are outlined in the
table on the next page.
(!!) 5.9.1 Investigation requirements
All Accident / Incident should be reported by the SIRIS System which requires the Basic cause to
be identified. The level of investigation would be the same as the category of the accident.
The Person appointed to lead or carry out the investigation for Category I and Category II
investigations will not be connected to the accident. When a navigational or cargo accident is
investigated by office executive, the investigation will be done by a Marine superintendent. For
investigation of Machinery accidents by office executive, the accident investigation will be carried
out by another superintendent and not the superintendent who is in charge of the vessel. Near
Miss incidents with potential consequence equivalent to category I or II accidents would be
investigated as category I or II accident.
For both Category I and Category II Accident investigations, outside experts may be employed
depending on the nature of the case. This would be decided by the Marine Director or the
Technical Director.
Accident investigation for category I and II accidents will be carried out office investigator
(superintendent) who has completed the Accident investigation course. All New investigators will
carry out one accident investigation as an understudy prior to carrying out independent accident
investigation.
Close out of accident reports of Category I and II accidents involving technical issues or failures
would be by the Technical Director. All accident reports of category I accident I would be closed
by the Marine or Technical director. All accident reports of category II accident would be closed
by the Marine Safety.
In addition to SIRIS reports, enhanced SIRIS to be carried out for Category III if there is flag state
or port state or oil major involvement in the accident. This would be decided on a case by case
basis by the Fleet Manager in consulatation with Marine Safety.
SECTION 5 Prepared by : MSQR
REVIEW AND VERIFICATION 3rd Edition : 31.1.06
SHIPBOARD MANAGEMENT MANUAL- PART I Rev. Date : Dec 2016
Approved by : Directors
Page - 11 -
( !! ) 5.9.2 : Table of Category of Accident

Actual or Potential Consequences
Category of Personal Injuries Property Environmental damage Time Line for Authority for Close out for Investigation report
Accident damage reporting by ship accident
/Incident investigation
Fatality Damages with Major Oil spill or Gas To be reported Marine or Marine or Technical Director
implication of release within 1 hour or Technical Director
Financial (Major spill is a spill as soon as safe
I
Loss >150,000 above 1 barrel, 42 US to do so
USD gallons or 159 litres)
* In the case of Explosion/Fire on tankers, the accident investigation may be elevated to investigation for Category I or II by the Marine Director even if the loss is below
the stated amount. This would be based on the type of accident and nature of accident.
Personal Injury Damages with Minor Oil spill To be reported Director/ Managers Manager and above
leading to implication of (Spill in the water of 1 within 3 hours or in Marine safety in Marine safety
Repatriation or Financial barrel or less but more as soon as safe (MSQR / (MSQR /
II hospitalisation Loss >50,000 than a sheen in the to do so Compliance) and Compliance) and
USD but < water) Directors/Heads in Head and above in
150,000 USD Technical Technical
** In case of collision or Grounding, the accident investigation may be as per Category II even if the loss is below 50,000. This would be based on the type of ship and
the nature of accident and decided by the Marine Director
Personal Injuries on Damages with Spill contained on Board To be reported Enhanced Marine Superintendent or Technical
investigation would
board requiring implication of or minor sheen in the within 24 hours Manager for enhanced investigation.
be decided by
Treatment (includes Financial Loss water Director/ Managers
III First Aid Treatment <50,000 USD in Marine safety
cases, Injuries which (MSQR /
Compliance) and
restrict work & LTI
Directors/Heads in
without repatriation) Technical
SECTION 5
REVIEW AND VERIFICATION Checked by : Director (Marine)
MANUAL- PART I
Page - 12 - Approved by : Directors
5.10 SYSTEM REVIEW ELEMENTS FOR PROCESS IMPROVEMENT
System
Improvement Management Review
Masters Review
Accident/Incident
Investigation and analysis
Causality Information –
SIRIS
To implement Corrective
and Preventive Action.
Nonconformity
Identified and reported
Internal audit to verify

the system is in place
and functioning &
effectiveness on board
SECTION 5
REVIEW AND VERIFICATION Checked by : Director (Marine)
MANUAL- PART I
5.11 RISK ASSESSMENT
Hazard
Identify the Hazard Incident
"Process Loss" Accident
e.g. "Cargo damage "
Masters Review /
Review the whole Management Review
Reviews the Overall Assess the Risk
Process Periodically
Effectiveness Goodness "Extent of Loss"
Is the Revised process
and initiates corrective
good for the system -is Procedural Changes
it giving the required
results?
System Audits
Verification by
Monitor the Controls objective evidence of
for Effectiveness Procedures achieving
Correct Process in desired results.
place Control the Risk
By Having the Right
Procedures for
Corrective Action correct Process
Check List the
Procedure
Implement the
Control
Verify the correct
Procedure is in place &
Followed
Risk Can be Expressed as

Motivation
Awareness
Frequency of Consequent
Supervision occurrence of loss if the
Training an Event event does
occur
Education
Rules & Regulations
SECTION 5
REVIEW AND VERIFICATION Revised by : Marine Supdt (SID)
MANUAL- PART I
Page - 14 - Approved by : Managing Director
5.12 Ship/ Management Review Flow Diagram
Masters & Chief Engineers

Reviews
Ship Safety, Master SIRISs
Health & Audit Findings
Environment Customer Complaints
Class & Flag
Meeting Recommendations
& Quarterly Listings
Environmental Issues
Other inputs as necessary
Training of Staff
PMS
Manning Levels
Designated Charterers, P& I Clubs
Person Oil Majors etc., Inspectors
findings
Ashore
Recommendations &
Follow up
Directors
Managers Managing Technical
Superintendents Director Main/Area
In – Charge of
offices
Vessel
Managers
Superintendents
SECTION 6
WALLEM SHIPMANAGEMENT LTD Prepared by : Director FPD (JW)
MANDATORY REGULATIONS Checked by : Director FPD (SF)
SHIPBOARD MANAGEMENT AND CLASS CERTIFICATES 3rd Edition : 31.1.06
Page -1-
SECTION 6 MANDATORY REGULATION AND CLASS CERTIFICATES
6.1 National Legislation
All laws and regulations relating to the ship, crew and cargo made by the Flag State are to be
complied with at all times. Other regulations made by various governments, port authorities and
other regulatory bodies are to be complied with when applicable.
6.2 Annual Inspections, Mandatory reporting of incidents / accidents according to Flag state
administration requirements:
Please refer to Relevant Flag State Regulations regarding annual inspections and reporting
functions. For e.g.
Republic of Liberia – Maritime Law, Regulations, Notices and Requirements.(RLM-300) CD-ROM

available on all Liberian vessels.
Marshall Islands – The Administrator to be notified of any Marine Casualties, Marine Incidents,
Occurrences or Offenses from third parties less than 24 hours after they occur using the fastest
means available (Telephone, email or Fax). Please refer MI flag state guideline MG 6-36-2 for
details which is available in SMS DVD.
Hong Kong – Please refer HK flag guidelines for reporting of accidents and dangerous occurences
please comply with the reporting guidelines as per Section 12 of Cap 487 R which is contained in
the SMS DVD under HK Merchant Shipping Information.
PANAMA - With regard to deficiencies raised in an annual safety Inspections (ASI), it is required
to report to Flag State Section e-mail marsegur@amp.gob.pa using the prescribed Form (F-IASI-
01-01) within 30 days.
Similarly, Circulars for all flag states whose vessels are managed by the company are available in
the ‘SMS documentation’ DVD.
Masters are required to check requirements for the relevant flag administration and comply with
procedures for Annual inspections and mandatory reporting of incidents / accidents to flag states.
Complete the relevant casualty reporting form for the flag administration and send it to the office for
forwarding to the relevant department at the office of the flag administration.
6.3 Official log Books

Official Log Books - Flag State Regulations should be referred to for relevant entries.
Where there is no Flag State “OLB” the Company one should be used.
6.4 Renewal of Ships Certificates

The Master is responsible to check vessel certificates are valid at all times. The Latest status of all
certificates is to be filled in the SMMS by the Master and would be a part of the SMMS export file
that is sent to the office. If the vessel’s SMMS system is not working or vessel is not able to send the
SMMS export file in a timely fashion, the Master should send a Certificate status to the
superintendent at the end of each month. This would also be applicable if the office informs that the
SMMS Export file is not uploading into the shore database system.
6.5 Hull & Machinery Surveys

Master and the Chief Engineer should refer to Classification Survey Report for dates of surveys and
should plan to carryout their surveys in consultation with Technical Department. In case due to
trading pattern, these surveys have to be postponed the Master should inform Technical department
so that an extension on due date including any recommendation can be obtained from class.
Chief Engineers are allowed to carry out survey of many machinery items with the exception of Main
SECTION 6
WALLEM SHIPMANAGEMENT LTD Prepared by : Director FPD (JW)
MANDATORY REGULATIONS Checked by : Director FPD (SF)
SHIPBOARD MANAGEMENT AND CLASS CERTIFICATES 3rd Edition : 31.1.06
Page -2-
Engine Bearings and Pressure vessels which can only be done by the class surveyor. In all cases of
survey by chief engineer, photographs are to be taken and suitable Log entries made. In certain
cases, reports like Calibration reports would also need to be prepared as applicable. In all cases,
proper entries are to be made in the vessels SMMS system. Please refer to Section 4.8 of SBM II
for further details.
6.6 USCG
All vessels have been issued with latest edition of USCG TVEL / Cargo Vessel Requirements
and it should be complied with vessels in the US Trade. The latest edition of TVEL is available in
the SMS DVD.
6.7 General Letters

Please refer to the same for information on Mandatory regulations concerning Crew STCW in
SMS Documentation DVD, WSM – GENERAL LETTERS “Safety Section”.
6.8 Inspection of shipboard Medicine Chest

Please refer to appropriate Flag State regulations for carrying out regular inspections of the ship’s
Medicine Chest.
MLC standard A 4.1.4(a) requires regular inspection by a competent authority of the ship’s
Medicine Chest at intervals not exceeding 12 months.
6.9 Medical care
The Company shall provide seafarers health protection and medical care, including essential
dental care as comparable as possible to that which is generally available to workers ashore.
This includes prompt access to the necessary medicines, medical equipment and facilities for
diagnosis and treatment and to medical information and expertise.
The following General Letters contained under General Letters, Insurance Section in the SMS
Documentation DVD provides detailed guidelines
- General Letter No.4: D-8 Medical Report Form & Monthly Medical Reporting Format.
- General Letter No.5: Medical Matters, Company Policy
- General Letter No.6: Medical: Focus on Health.
For medical advise by Radio or satellite communication when the ship is at sea, Masters are to
contact respective Medical Advisory Services for the vessel .
The Contact details are given in MCCM manual, Appendix 7.
Seafarers shall be allowed to visit a qualified medical doctor or dentist without delay in ports of call
where practicable.
Seafarers Medical documents shall be maintained confidential and notified only to the company
office.
WALLEM SHIPMANAGEMENT LTD SECTION 7 Prepared by : Director FPD
Checked by : Director FPD
PERSONNEL
Rev.No. / Date : Mar 2015
Page -1-
SECTION 7 PERSONNEL
7.0 FPD POLICIES, AIMS & OBJECTIVES
To ensure all vessels are manned by professional, qualified, certified, experienced, medically fit
seafarers in accordance with national and international laws meeting customers’ requirements
and satisfaction.
The safety and welfare of our seafarers is of utmost importance to the company which entrusts to
these women and men the responsibility to operate and maintain the vessels according to
Wallem's Safety and Quality Management system.
Continually support better understanding of our business needs, corporate objectives, culture,
values, our operating procedures, policies and requirements.
Continually encourage and provide resources to our sea staff to upgrade their skills to improve
performance to enhance safety, quality, efficient operations and to serve our customers’ needs.
In ensuring compliance and a high performance environment, Wallem has in place the Just
Culture process.
The company will treat all seafarers fairly and respectfully without bias based on a seafarer's
colour, creed, gender, race or religion either in the employment of or in advancement of a
seafarer's career.
7.1 OBJECTIVE
FPD’s objective is to provide seafarers that are qualified, certified, experienced and medically fit.
The FPD is tasked with the overall management of seagoing staff and included in this is the task
of promoting a sense of loyalty and dedication by offering long term employment, service benefits,
and promotional prospects leading to a satisfying career path.
The FPD in close co-operation with our manning agents and WSM Representatives (where
appropriate) is also tasked to:
- ensure that all seafarers lined up for employment meet the national, flag state, Company, and
where applicable, customer’s medical standards;
- process the Contract of Employment for every lined up seafarer;
- ensure that all the seafarer’s training requirements are completed in preparation for his next
seagoing assignment;
- conduct a Pre-Departure Briefing or Orientation Seminar (PDOS) for all departing seafarers;
- apply for the appropriate flag state documentation based on the flag registry of the lined up
seafarer’s vessel of assignment;
- secure the necessary visa for the port of embarkation/transit country, as required;
- ensure that the travel arrangements and documentation of departing seafarers is complete;
PERSONNEL
Page -2-
- ensure that all departing seafarers are issued with uniform/working gear in accordance with the
Company or customer’s requirements;
- ensure that all seafarers under contract or their allotees are paid promptly and correctly; &
- where applicable, ensure that union agreements are established and maintained between the
Company and seafarers unions or the International Transport Workers Federation (ITF).
The FPD endeavours to provide seafarers to our customers in order that their vessels are:
- operated with the highest priority being given to the safety of human life at sea and with the aim of
preventing accidents, personal injuries and any loss of life;
- operated in a safe, cost effective and efficient manner with due regard for the value of the vessel
and the cargo onboard;
- operated in a manner that protects and conserves the environment, particularly the marine
environment;
- operated in a manner whereby the vessel complies with all national and international laws; &
- fully prepared to handle any emergency situation that may befall the vessel.
7.2 BUSINESS PRACTICES/ETHICS
The FPD recognizes and acknowledges that the purpose of the ShipMan or CrewMan Agreement
is to provide for a mutually beneficial and profitable relationship for the Company and our
customer (ship owner/operator).
Likewise, the FPD recognizes and acknowledges that the purpose of the seafarer’s Contract of
Employment and/or Collective Bargaining Agreement is to provide for a mutually beneficial and
profitable relationship for the Company and our customer (the seafarer).
The FPD shall not tender for, nor shall it secure any agreement, whereby if the agreement or
contract were correctly enacted upon, the resources of the FPD and/or its capabilities would be
shown to be insufficient for complying with the requirements of the contract.
The FPD shall not knowingly enter into any agreement or contract for the supply of seafarers
whereby it shall prosecute or abet in the participation of, or in any illegal activities by the customer,
his agents and/or representatives.
The FPD shall not knowingly enter into any agreement or contract whereby the enactment of
such an agreement or contract would render the Company, its agents or representatives liable to
participate in unsafe acts or practices.
The FPD is fully committed to upholding and maintaining the True North values of the Wallem
Group, with particular emphasis on:
- continually monitoring our standards of service, both collective and individual;

- being prompt and resolute in identifying and dealing with problems and issues;
- offering open and full communication with our customers (seafarers and ship owners);
- freely sharing our knowledge among our people and customers to the benefit of all;
- valuing our people, believing in teamwork and rewarding them for excellent performance; &
- making continual improvement a part of our management system.
PERSONNEL
Page -3-
7.3 COMMISSIONS PAID TO FPD STAFF OR STAFF OF OUR APPOINTED MANNING

AGENCIES
All staff employed/engaged by the FPD and our approved manning agencies are strictly
prohibited from exploiting the seafarers with regards to offers of engagement on
particular ships, employment with particular customers, the arrangement and payment for
shore based training courses as authorised by the FPD, payment of allotments and
issuance of joining cash advances.
The policy also prohibits staff employed/engaged by the FPD and our approved manning
agencies, from soliciting gifts from seafarers at the end of their seagoing assignment.
The senior management of all manning agents have signed a statement making it clear that they
(or any person employed by, or acting on their behalf) will not solicit or accept any joining fees or
commissions from seafarers being employed onboard Wallem Shipmanagement vessels. Copies
of these signed statements are on file with the FPD.
Proven contravention of this policy will result in immediate dismissal of the staff member
concerned, or the immediate termination of our agreement with, or our employment of, as the
case may be, the “recruiting party”. The matter will be reported to the local police and a report
filed with the local authorities against the errant staff member or the manning agency as
appropriate.
7.4 GLOSSARY OF TERMS USED
"Officer" - To imply a person who is licensed or holds a certificate of

competency entitling him to serve in a specific position. Electrical
Officers and trainees are deemed to be in this category.
"Petty Officer" - Fitter, Bo'sun, Chief Cook, Pumpman, Assistant Electrician are
deemed to be petty officers.
"Rating" - Persons serving onboard the vessel in the ranks of Able Seaman,
Ordinary Seaman, Motorman, Wiper, Cook, Stewards or
Messman.
"Seafarer" - To mean any person serving onboard the vessel regardless of

rank
"Crew" - Unless specified the ratings and petty officers may be generally
referred to as crew.
7.5 CONTINUAL IMPROVEMENT
The Company embraces the Oil Companies International Marine Forum’s (OCIMF) Tanker
Management Self Assessment (TMSA) philosophy and is committed to the concept of
continual improvement.
TMSA requires that WSM audits key manning sources on an annual basis and part of that
audit will be to ascertain and ensure that manning agents conduct crew quality checks at
least annually.
The FPD will arrange for annual second party (customer/supplier) audits in order to verify
compliance with our policies, standards and procedures as set down in this manual as
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well as the crew quality checks as required by TMSA. Records of these second party
audits are maintained by the FPD.
7.6 MANNING LEVELS (MLC 2006 – Reg 2.7)
The Company will ensure that all vessels under its management have a sufficient number of
seafarers employed onboard to ensure that the vessels are operated safely, efficiently and with due
regard to security under all conditions, taking into account concerns regarding seafarer fatigue and
the particular nature and conditions of the voyage.
Where the vessel’s age, trading pattern, nature of the voyage, etc dictates that additional seafarers
should be placed onboard, the Company will review any requests from the Master and/or Chief
Engineer and take up such requests with the owner.
Every vessel shall be manned by a crew that is adequate, in terms of number and qualifications to
ensure the safety and security of the vessel and the crew onboard, under all operating conditions, in
accordance with the Minimum Safe Manning Certificate (MSMC).
7.7 COMPETENCE & QUALIFICATIONS (MLC 2006 – Reg 1.3)
The Company shall ensure that all seafarers serving onboard are competent for their position based
on appropriate education, examination, training (both in house and external) and experience. All
seafarers must hold a valid certificate of competency appropriate for the rank in which they are
being proposed in accordance with the STCW requirements. Seafarers serving on specialised
vessels shall hold endorsements for that type of vessel.
Where the national authority issues a certificate of competency for non watchkeeping personnel, i.e.
Electricians, Chief Cooks & Messman, etc, seafarers should also be in possession of such a
certificate.
No seafarer shall at any time serve in a capacity higher than the certificate/licence that he is holding.
Where required, seafarers must, in addition to their national certificates, hold equivalent certificates
issued by the flag state of the vessel for which they are being proposed.
The Company is committed to provide continuity of employment and open opportunities for career
growth/progression. Therefore, the Master and senior officers onboard shall at all times encourage
seafarers to study and take examinations in order that they are in possession (wherever possible) of
a certificate of competency/licence higher than the position in which the seafarer is serving. In
addition to strengthening our manpower pool, this will also facilitate onboard promotion.
The Company has nominated the Chief Engineer as the Shipboard Security Officer (SSO) onboard
and the Chief Officer as designated back up. Therefore all Chief Engineers and Chief Officers
joining must have attended an SSO course and join with their SSO certificate on hand.
Second Engineers and Second Officers seeking promotion should also obtain SSO certification in
case the possibility of onboard promotion arises.
Persons in charge of medical care onboard who are not Doctors shall have satisfactorily completed
training in medical care that meets STCW requirements.
In addition, seafarers designated to provide medical first aid shall have satisfactorily completed
training in medical care that meets STCW requirements.
7.8 EXPERIENCE
As far as practicable, only experienced seafarers are to be assigned. Experience can be broadly
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categorised as “tanker” or “dry cargo”. It is essential that seafarers being proposed for tankers as
well as OBOs, FSOs, etc have tanker experience and are duly trained and certificated unless
specific instructions from the owners are received waiving such a requirement.
The rank for which a seafarer is being considered/proposed must be commensurate with the length
and quality of their experience.
In the case of deck officers, experience of vessel type and size for which they are being
considered/proposed MUST be taken into account.
In the case of engineers, experience with the make and preferably the model of the engine, on the
vessel for which they are being considered/proposed is preferred.
Hiring “on promotion” is a practice NOT acceptable to the Company. By definition, “hiring on
promotion” refers to the hiring of a seafarer that has never previously sailed for the Company,
therefore has no recommendation for promotion in their file, and has never sailed before in the
rank for which they are being engaged.
However, there are certain situations where, when additional steps have been taken in order to
mitigate the risk, then the Company may consider hiring such a seafarer. Cases are limited to
Cadets (Deck, Engine or Electrical) that have completed a structured training program in another
company, and thereafter have obtained a recognized certificate of competency, and have
undergone:
- WSM evaluation including computer based assessment plus in house training at a Wallem
Maritime Training Centre (WMTC) followed by a comprehensive report from WMTC upon
completion of his training which must clearly include a statement recommending the seafarer to
join a WSM vessel;
- a thorough pre-departure briefing; &
- a seagoing assignment as a Cadet or Junior Officer for 3 months for further evaluation of
promotion potential.
During this assignment, Master or C/E must continuously assesses the seafarer’s performance and
if at the end of the evaluation period, the seafarer is considered suitable for promotion, the seafarer
commences his overlap period with the incumbent Third Officer, Fourth Engineer or Electrician in
preparation for taking over the position.
Oil Majors have established their own experience matrices for officers/engineers serving onboard
vessels chartered by them. This requirement MUST be borne in mind when lining up
officers/engineers for tanker vessels.
Should the Company not be able to meet the oil major’s specific matrix requirements, the following
steps can be taken in order to mitigate the risk:
- additional shore based training including a more detailed pre-departure briefing arranged at
- the office of the technical manager or through video conference;
- additional onboard training carried out by ship’s staff or shore based Safety/Training
Superintendent; &
- additional parallel sailing/extended handover time with outgoing officer.
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7.9 SEAFARER TRAINING (MLC 2006 – Reg 2.8)
The Company is committed to continuously upgrade the knowledge and skills of the seafarers
serving onboard vessels under our management.
The Company recognises the need for a structured and systematic approach to seafarer training
in order to ensure that all seafarers onboard are well versed in both the Company culture and the
Company’s onboard management and computer systems.
The Company has established shore based WMTCs in our major seafarer engagement areas
and in addition, shipboard training is carried out by Marine Superintendents during attendance on
board.
General (Company) and WMTC specific TRAINING MATRICES and course schedules are
maintained for all in-house training centres and these are made available to FPD staff, manning
agents, Training Superintendents as well as onboard. Masters are instructed to post the “Training
matrices and the course schedules in public area notice boards (Saloons and Mess Rooms)
For seafarer’s on leave, all matrices are available on the Company website “www.wallem.com”
For seafarer’s on leave, all matrices are available on the Company website.
Training matrices also indicate refresher periods and it is the responsibility of the staff of the FPD
to ensure that seafarers boarding vessels are trained as per Company requirements.
The General WSM training matrix indicates rank specific training requirements, however, it is
appreciated that not all locations have a WMTC, therefore wherever possible, generic courses
shall be arranged locally, whereas WSM specific courses shall be arranged through a WMTC.
For countries where a WMTC has been established, the specific WMTC training matrix shall take
precedence over the General WSM training matrix.
For seafarers being engaged from areas where the Company has not established an in-house
training centre, the following steps can be taken to ensure that seafarers receive adequate
training/familiarization prior to joining:
- undergo training in a Government approved training institution;

- travel to the nearest WMTC; &
- a thorough pre-departure briefing, either by a Wallem Representative or with the technical
management office either in person or by video conference.
Seafarer’s should be trained as per approved Training Matrix prior to the seafarer joining.
In exceptional circumstances where training cannot be completed as required, the following

options WILL be considered in order to mitigate the risk of having untrained seafarers onboard:
- enhanced pre-departure briefing either locally or through the technical department/office;

- video conference with the Technical Manager/Superintendent and the Marine Superintendent (as
appropriate).
- extended handover (parallel sailing) with the outgoing officer in order to familiarise onboard; or
- the arrangement of a Training Superintendent to sail with the vessel.
7.10 CADET TRAINING/LIFE ONBOARD
ALL Cadets are to be seen as WSM’s future officers and therefore treated as such.
WALLEM SHIPMANAGEMENT LTD SECTION 7 Prepared by : Director FPD (JW)
Checked by : Director FPD (SF)
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Everyone onboard plays a vital role in ensuring that Cadets receive proper training and a well
rounded experience for the Cadet whilst they are onboard.
Senior officers are responsible for ensuring that Cadets are exposed to a wide range of shipboard
tasks, including cross department working time and experience.
Deck Cadets are to be given significant exposure to navigational watchkeeping, cargo operations
including stability calculations and mooring activities; whereas
Engine Cadets are to be given significant exposure to engine watchkeeping, ongoing maintenance
routines, diagnostics and fault finding as well as bunkering operations; &
Electrical Engineer Cadets are to be given significant exposure to engine watchkeeping, ongoing
maintenance routines and cargo activities, as applicable.
ALL Cadets are in possession of a Training Record Book, this MUST be reviewed by the respective
Senior Officers at the time that the Cadet joins and the Cadet’s training onboard planned accordingly.
Opportunities MUST be taken wherever possible to expose Cadets to uncommon

operations/activities when/wherever possible, i.e. new delivery from a shipyard, a drydock period,
preparation for lay-up or re-activation, etc, etc.
Cadets, as officers/engineers under training, MUST take all meals in the Officer’s Messroom
regardless of nationality. Contravention of this policy WILL result in disciplinary action against the
Cadet as well as the senior officers onboard.
7.11 ENGLISH LANGUAGE
English is the working language of the Company and the majority of communication between the
ship and the shore based office(s) will be in English. It is therefore a requirement that all Officers
must be able to communicate in English at a level appropriate to their position onboard.
Masters, Chief Officers and Chief Engineers must have an above average command of the English
language (both spoken and written) as it is they who will communicate directly with Owners,
Charterers, Local Agents, Ship Suppliers, etc.
Junior Officers and Engineers must be encouraged to improve their English language skills in order
to be proficient by the time promotion to a management level officer position arises.
Deck Ratings must have sufficient familiarity with the English language in order that they can
perform the duties of helmsman and also gangway security watchman under the requirements of
the ISPS Code.
For seafarers sailing on single nationality ships where a common language exists, the English
language requirements may be lower, however the standards set above will always apply.
7.12 BIAS – NATIONALITY, GENDER OR AGE
The Company will not exercise any bias based on a seafarer’s gender, colour, creed, race or religion
either in the employment of or in the advancement of a seafarer’s career whilst serving with the
Company.
The Company recognises that a balanced age and experience profile is most desirable and, in
general, the Company does not consider age (except for the minimum age stated below) as one of
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our main criteria when hiring seagoing staff.
No seafarer under the age of 18 shall be engaged by the Company.
However, statistics have shown, age is a factor when reviewing medical claims, therefore, when
considering a seafarer for employment, details of the ship, trading pattern, knowledge of the
shipping industry and common sense has to factor in.
Certain positions onboard ship are physically demanding and require fit, healthy and physically
active seafarers to fulfil this role effectively, i.e. C/O on a capsize bulk carrier.
Also amongst the ranks of Ratings, the Company does not want to see such entry level positions i.e.
Messman, OS, Wiper, etc being filled up by older seafarers as this will block the path of promotion
for younger, may be more aspiring applicants to join the pool.
Customers (ship owners) sometimes provide us with acceptable age profiles. Where such age
profiles conflict with WSM requirements, the age profile provided by the customer is to take
precedence.
7.13 FITNESS FOR DUTY - WORK/REST HOURS (MLC 2006 – Reg 2.3)
As per the Manila amendments to STCW Code (enters into force 01 January 2012), all persons
who are assigned duty as officer in charge of a watch or as a rating forming part of a watch and
those whose duties involve designated safety, prevention of pollution and security duties shall be
provided with a rest period of not less than:
- Daily - a minimum of 10 hours of rest in any 24-hour period;

- Weekly - 77 hours in any 7 day period.
The term “any 24 Hours” is interpreted and applied literally and is not linked to calendar days or a
fixed time of starting work or rest.
The hours of rest may be divided into no more than two periods, one of which shall be at least 6
hours in length, and the intervals between consecutive periods of rest shall not exceed 14 hours.
The requirements for rest periods laid down above need not be maintained in the case of an
emergency or in other overriding operational conditions. Musters, fire-fighting and lifeboat drills,
and drills prescribed by national laws and regulations and by international instruments, shall be
conducted in a manner that minimizes the disturbance of rest periods and does not induce fatigue.
Work schedules MUST be posted where they are easily accessible. The schedules shall be in the
working language of the ship and in English.
When a seafarer is on call, such as when a machinery space is unattended, the seafarer shall
have an adequate compensatory rest period if the normal period of rest is disturbed by call-outs
to work.
Records of daily hours of rest of seafarers are to be maintained to allow monitoring and
verification of compliance with the provisions of this section. The seafarers shall receive a copy of
the records pertaining to them, which shall be endorsed by the Master or by a person authorized
by the Master and by the seafarers.
Ship staff to ensure the work/rest hours records are accurately maintained on a daily basis. The
falsification of work/rest hours records is a serious violation and is not acceptable.
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In order to comply with the regulations, it is required that the Master shall ensure that the hours of
work and/or rest periods of each seafarer onboard are clearly recorded and available for
inspection.
In order to meet this requirement, the Company has provided ALL vessels under management
with the DNV Navigator software.
In addition, Master and Chief Engineer are to ALSO maintain records of their work/rest hours
regardless of the vessel’s type or flag of registry. As above, such records are to be available for
inspection.
Nothing in this section shall be deemed to impair the right of the Master of a ship to require a
seafarer to perform any hours of work necessary for the immediate safety of the ship, persons
onboard or cargo, or for the purpose of giving assistance to other ships or persons in distress at
sea.
Accordingly, the Master may suspend the schedule of hours of rest and require a seafarer to
perform any hours of work necessary until the normal situation has been restored.
As soon as practicable after the normal situation has been restored, the Master shall ensure that
any seafarers who have performed work in a scheduled rest period are provided with an
adequate period of rest.
Parties may allow exceptions from the weekly required hours of rest stated above provided that
the rest period is no less than 70 hours in any 7 day period.
Such exceptions from the weekly rest period shall not be allowed for more than two consecutive
weeks. The intervals between two periods of such exceptions onboard shall not be less than
twice the duration of the exception.
Daily hours of rest provided above, may be divided into no more than three periods, one of which
shall be at least six hours in length and neither of the other two periods is less than one hour in
length. The intervals between consecutive periods of rest shall not exceed 14 hours. Such
exceptions shall not extend beyond two day in any 7 day period.
A team to specifically monitor work and rest hours of seafarers on vessels under Wallem
management has been set up in Mumbai. Their email ID is portsuper@wallem.com
Procedure is as follows:
a. Vessels must plan in advance and draw out a work schedule for port calls. If a rest hour
violation is projected at the planning stage, the first step is to check the possibility of
avoiding the violation with better work scheduling.
If the rest hour violation is still projected, vessel must send the planning sheet with their
recommendations to avoid such situation to rest hour monitoring team (email as above).
The team will review the planning and recommendation received from vessel and then
informs technical superintendent in charge of the vessel with the remedial measure for
further follow up.
b. Vessels must also inform the team whenever there is a rest hour’s violation along with
their plans to limit such violation to less than two weeks. Vessel will then send a message
to the team once the two weeks have passed and loop is closed.
One option is to provide the vessel with additional seafarers in order to meet rest hours
requirements during busy periods. However sufficient advanced notice is required to
ensure that seafarers are properly processed (including all documentation) for joining.
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c. Vessels are required to archive monthly rest hours reports in DNV Navigator software.
After archiving the vessel must send the monthly rest hours report to
portsuper@wallem.com .
If the monthly rest hours report contains any violations in seafarer’s rest hours, the
message regarding monthly rest hours must be copied to Technical Fleet group email
address and the Technical Superintendent in charge of the vessel.
Vessels would also inform the Port Superintendents whenever there is a violation along
with their plans to avoid any further violation for next two weeks. They would then send a
message to Port Superintendent once the two weeks have passed and loop is closed.
d. Whenever the DNV Navigator software shows a violation code in the “Non Compliance of
Rules” column, the vessel must insert an explanation into the remarks column and where
applicable, make reference to any exceptions permissible under STCW.
e. The musters, fire-fighting and lifeboat drills, and other drills conducted onboard should be
arranged to minimize the disturbance of the period of rest. Adequate compensatory rest to
be provided to make up for any rest time lost when the period of rest is disturbed by a call-
out for drills and musters as these should not be deemed rest periods.
7.14 HEALTH - BODY MASS INDEX (BMI) & PRE-EMPLOYMENT MEDICAL APPROVALS
Body Mass Index (BMI) is a number calculated from a person’s weight and height. BMI provides a
reliable indicator of body fatness for most people and is used to screen for weight categories that
may lead to health problems.
The Company recognizes that being overweight or obese increases the risk of many lifestyle
diseases and health conditions, including the following:
- Hypertension;
- Dyslipidemia (for example, high total cholesterol or high levels of triglycerides);
- Type 2 diabetes;
- Coronary heart disease;
- Stroke;
- Gallbladder disease;
- Osteoarthritis;
- Sleep apnea and respiratory problems; &
- Some cancers.
Therefore as part of the seafarer selection process, the seafarer’s BMI must always be taken into
consideration.
The Company has set the following BMI limits, a seafarer with a BMI:
- 18 or below; or
- 30 or above
is considered temporarily unfit.
For seafarers from Northern Europe, the Indian subcontinent, Russia, Ukraine & Romania with a
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BMI of between 30 and 35 and where this, in the company doctor's opinion, is attributable solely
to physique with broad shoulders/large muscle bulk with main muscles clearly defined and not
obscured by subcutaneous fat and no co-morbid complications (eg. Diabetes, Hypertension,
Dyslipidemia etc), then the seafarer in question MUST undergo a stress/treadmill test.
If the results of the stress/treadmill test are average or above, seafarer can be considered "fit to
work", however, the seafarer MUST always be counselled on weight loss and ways/means to
improve their health.
BMI MUST also be taken into consideration during the seafarer’s pre-employment medical
examination and each of the Company’s accredited medical clinic have been provided with the
Company’s policy regarding BMI.
In addition to the WHO/ ILO guidelines and national medical standards in the seafarer’s home
country, the Company has also established medical standards with regards to:
- hypertension, high blood pressure (max 140/90);

- blood sugar levels;
- hepatitis B – healthy carrier. Can be given fit to work unless seafarer to be engaged in the
Catering Dept (Cook, Messman, etc);
- enlarged prostate gland;
- kidney/gall stones;
- other pre-existing illnesses on a case by case basis, i.e. non-toxic goiter, thalassemia trait, etc.
Wherever the seafarers test results regarding any of the issues above fall outside of expected
norms, the medical clinic refers the seafarer’s situation back to the Fleet Personnel Dept who will
review, and where necessary, secure clearance from the vessel’s P&I Club, prior to making a
decision on whether or not, the seafarer can be given “fit to work”.
7.15 DISCIPLINARY ACTION/DISMISSAL ONBOARD SHIPS
All seafarers engaged under contracts of employment onboard Wallem managed vessels are
expected to follow Company as well as national and international rules and regulations.
Contravention of rules and regulations can be dealt with by:
- the Master onboard;

- the national authorities, normally, the local Police; or
- the flag state, again, normally involving the national authorities and the local Police.
The Company does not wish to initiate disciplinary action against any seafarer onboard and
believes that through reasonable dialogue, such issues can be resolved without further need to
escalate the disciplinary action process.
Masters & Chief Engineers must always strive to achieve an amicable resolution to such issues,
however, when dialogue fails to achieve the desired results, contravention of Company rules
onboard the ships follows a simple disciplinary process:
- VERBAL WARNING (preferably in front of a witness who is the same nationality as the errant
seafarer) whereby the seafarer is verbally made aware of the infringement, made aware of what
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the Company’s rules, regulations, expectations are and the consequences of contravening the
same again in the future;
- failure to heed such a verbal warning results in a WRITTEN WARNING whereby the seafarer is
now formally made aware of the infringement, and again, made aware of what the Company’s
rules, regulations, expectations are and the consequences of contravening the same again in the
future;
- such a written warning is to be served to the erring seafarer in the presence of two witnesses
(preferably of the same nationality as the seafarer who has committed the offence) and written
warnings are to be noted in the ship’s Official Log Book by the Master together with the
signatures of the witnesses;
- failure to heed the written warning will result in a disciplinary hearing whereby the seafarer is now
served written NOTICE that a DISCIPLINARY HEARING will be convened (stating date, time and
place and giving details of the offence committed) by the Master in the presence of the seafarer’s
Head of Department and other witnesses, who where possible, should be of the same nationality
as the seafarer who has committed the offence. Serving of this notice must be witnessed by 2
witnesses and details entered into the ship’s Official Log Book;
- in the notice of disciplinary hearing, it must be made clear to the seafarer, that has committed the
offence, that he has the option to bring along a colleague who may be allowed to speak on the
seafarer’s behalf. It should also be mentioned that at the end of the hearing, the Master will make
a decision regarding the seafarer’s future stay onboard the ship;
- during the DISCIPLINARY HEARING, the Master must clearly explain the charge leveled against
the seafarer, permit the seafarer or his appointed spokesperson to speak in his defence, take the
statements of independent witnesses and ensure that a full transcript of records (minutes of the
hearing) are maintained;
- once all evidence and statements have been heard, the Master must make a DECISION
regarding the seafarer’s future stay onboard the ship. This decision must be announced during
the hearing and recorded as part of the minutes of the hearing. These minutes must be signed
by all persons present during the hearing. If any person refuses to sign, such refusal must also be
witnessed; &
- finally, brief details of the disciplinary hearing are to be entered in the ship’s Official Log Book.
Master must prepare accurate records of all steps taken for reference at a later date. Copies of
all log book entries, original written warnings, the original disciplinary hearing notice, the original
minutes of the disciplinary hearing and any original witness statements.
These documents are to be sent to the Fleet Personnel Manager from the next convenient port in
order that the Company is in a position to defend itself and the owner/customer from any claims
of unfair dismissal levied by the seafarer.
Master is free to seek advice from the Fleet Personnel Manager at any time during the process.
JUST CULTURE’ – HUMAN ELEMENT
Wallem understands that Human Element failures cannot be completely eradicated from a
complex process such as ship operation.
Our processes, procedures and training seek to reduce both the number of such incidents and
the severity of their impact.
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The way in which we respond following a Human Element failure is very important for the future
safety of our ships and people.
The extremes of "No blame culture" and "Zero tolerance culture" will not take Wallem where it
needs to go.
A "Just Culture" allows us to respond proportionately, professionally and consistently to Human

Element failures.
A "Just Culture" is founded on two principles, which apply to everyone in the Company:-
a) Human error, to some degree, is inevitable and the Company policies, processes and
interfaces must be continually monitored and improved to remove such errors:
b) Individuals should be accountable for their actions if they knowingly violate safety
procedures or policies of the Company.
Based on the philosophy of "just Culture" company has developed a flow chart, which will be used
to assure just treatment of all Wallem seafarers.
Our objective is to ensure a uniform approach towards the handling of cases, that have resulted
in an incident or accident. A swift and transparent process is required when dealing with such
cases. Evidence, reports, etc. are to be kept in Fleet Personnel database.
After completing a thorough investigation of the incident we shall follow the "Just Culture"
procedures in order to identify the actions to be taken.
Based on the investigation report Phase 1 of the process flow chart is to be followed. Phase 1 will
ensure that all cases are treated with the same scrutiny, consistency and objectivity to guarantee
a fair review has taken place. The same approach will be followed, regardless of the rank and
nationality of the seafarer in question.
In every case, regardless of final outcome, a written report is to be prepared and filed for the
purpose of accident prevention, ongoing awareness and further training.
If the Human Element failure results from negligent error, reckless violation of Wallem process
and procedure or deliberate sabotage or Malevolent Act, it will have disciplinary consequences for
the person involved.
The consequences may be a poor grade at appraisal, a written warning (4.18.4 of Fleet
Personnel Manual) or Dismissal (4.18.9 of Fleet Personnel Manual).
SECTION 7 Prepared by : Director FPD
WALLEM SHIPMANAGEMENT LTD Issue Date : 31.3.93
PERSONNEL 3rd Edition : 31.1.06
SHIPBOARD MANAGEMENT MANUAL- PART I Rev.No. / Date : May 2013
Approved by : Managing Director
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7.16 CHECKING OF JOINING CREW’S DOCUMENTATION
There have been several cases in the past where seafarers onboard have not been able to
produce documentation showing that the FLAG STATE is recognizing their NATIONAL certificate
of competency.
New joining seafarers MUST be in possession of either:
- the full term flag state licence;

- a CRA (Confirmation of Receipt of Application, normally valid for 3 months/90 days); or
- written proof of application.
Whilst it is the responsibility of the Fleet Personnel Dept and the Manning Agent to ensure that
seafarers have the right and complete documentation, it falls under the Master's responsibility to
verify that ALL of the seafarers onboard actually fulfill the flag state's requirements in this respect.
Master MUST therefore verify that ALL documentation is complete and valid at the time of the
seafarer's joining AND PRIOR TO THE OFF SIGNING SEAFARER BEING RELEASED FROM
THE VESSEL.
Other relevant documentation such as travel documents, visas or vaccination certificates,

etc MUST also be checked when seafarers sign on and any discrepancies reported as below.
Missing or expiring documents can result in major port state control problems; at worst resulting
in unnecessary and unacceptable delays and detentions.
Every time a new crewmember joins the ship, Master is required to send a written confirmation to
the FPD Crewing Supervisor in charge of the vessel (in FP Hong Kong or Mumbai) that:
- the Master has personally checked with each new joiner, that all relevant documentation is valid
and complete; &
- if any seafarer arrives without complete documentation, this is reported immediately to the
Crewing Supervisor in charge of the vessel (in either FP HK or Mumbai) with Cc to the Fleet
Personnel Manager. FPD will then check and update the Master as soon as possible.
Masters MUST ensure that these instructions form part of the handover notes presented to the
next incoming Master.
7.17 FLAG STATE DOCUMENTATION
The Company recognises that seafarers will be required to sail onboard vessels registered in
countries other than their own country of nationality and therefore MUST be in possession of the
appropriate documentation as required by the flag state of the vessel.
In almost all cases such documentation is issued based on equivalency wherein the flag state
recognises the certificates and/or licences issued to the seafarer.
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7.18 SEAFARER’S EMPLOYMENT AGREEMENTS (MLC 2006 – Reg 2.1)

The Company shall enter into a written employment agreement with the seafarer. This agreement
shall comply with the requirements of MLC Standard 2.1 para 4 a to k and para 5.
All employment agreements (Company form or per as national requirements) are to be produced
in English.
Both parties (Company and the seafarer) MUST have signed the employment agreement.
Prior to signing, the seafarer must be given an opportunity to examine the agreement and seek
clarification on any aspects of the agreement that they do not understand. This is to ensure that
the seafarers have freely entered into such an employment agreement with sufficient
understanding of their rights and responsibilities.
The Company (can be kept on file by the manning agency) and the seafarer must each retain a
signed original employment agreement.
Any Collective Bargaining Agreement (CBA) covering the vessel shall form part of a seafarer’s
employment agreement. A copy of all employment agreements and CBAs shall be available with
the both the Master and the Company in order that they are accessible for review by the seafarer,
a competent authority and the port state.
Seafarers shall be given a document containing a record of their employment (rank and dates of
signing on and off the vessel) prior to their disembarkation. This will usually take the form of
entries into the Seaman’s Book. If the seafarer is not in possession of a Seaman’s Book, the
Master may issue a certificate of service (in certain cases, national forms may apply).
7.19 SEAFARER’S MEDICAL CERTIFICATES (MLC 2006 – Reg 1.2)
It is MUST that prior to their joining, each seafarer holds a valid medical certificate, in English,
attesting that the seafarer is medically fit to perform the duties that they are to carry out at sea.
Medical fitness examinations are to be carried out by a duly qualified medical practitioner licensed
at the place of examination and/or who is recognized by the competent authority at the place of
inspection.
Validity of medical certificates including certificate issued for colored vision should be as per the
requirement of Flag State of the vessel.
In cases of seafarers with pre-existing illness(es) who require special dietary requirements or to
bring maintenance medication onboard, the FPD will send instructions to the Master in advance
or at the time of the seafarer’s joining.
Master and other senior officers are to comply with any instructions issued by the FPD regarding
a seafarers with pre-existing illness(es).
If the period of validity of the medical certificate expires during the course of a voyage, the
certificate remains valid until the next port of call where the seafarer can obtain a medical
certificate from a qualified medical practitioner, provided that this period does not exceed 3
months.
Masters MUST keep the FPD updated regarding any expiring medical certificates onboard as
such issues may influence the FPD’s relief planning.
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7.20 PAYMENT OF WAGES (MLC 2006 – Reg 2.2)
All seafarers are to be paid for their work monthly in accordance with their Contract of
Employment & Addendum (as may be appropriate).
As per MLC 2006 – Reg 2.4, paid leave is an “entitlement” and NOT compensation for work
performed onboard. As such, it is considered that paid leave can be excluded from the monthly
payment of wages as mentioned in MLC Standard A2.2.2, accumulated onboard and paid at the
time of the seafarer’s disembarkation from the vessel.
Entitlement for payment commences from the date of departure from the seafarers point of hire
with the intention to join the vessel.
Entitlement for payment ceases from the date of arrival at the seafarers point of hire, unless the
seafarer signs off on medical grounds and is hospitalised, wherein, basic wages are applied from
the date the seafarer disembarks the vessel until the date of arrival at the seafarers point of hire.
Part months are paid on a pro-rata basis. For calculation purposes, a calendar month is taken to
contain thirty (30) days.
Seafarer’s shall be given a monthly statement of their wage account including any appropriate
deductions.
Seafarers are permitted to make one home allotment/remittance from the vessel per month. This
remittance will be effected with no charge to the seafarer.
Any additional remittances in the same month will be charged at the prevailing bank telegraphic
transfer rate plus bank charges.
As part of their pre-departure briefing, seafarers are to be encouraged, for safety & security reasons,
not to retain large amounts of cash onboard the ship. As an alternative to keeping cash onboard, the
seafarer can choose to either:
- retain his earned wages in the Captain’s Cash Account onboard; or

- arrange to remit any excess cash that he holds onboard back to their bank ashore.
7.21 CASH TO MASTER (CTM)
Requests for CTM NEED only be sent by email to a single

designated mailbox CTM@wallem.com
The message will be automatically distributed for review, approval and final arrangement of
remittance.
Requests for CTM MUST have the CTM Requisition spreadsheet attached (latest version can be
obtained from WSM Accounts) indicating:
- the name of vessel;

- port of call where CTM required;
- ETA & ETD;
- local agent's details;
- breakdown of cash utilization (e.g. Sept Earnings US$40,000, FBOW for offsigners US$8,500,
Provisions supply US$3,300); &
- denomination of notes required.
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Master MUST make CTM requisition 7 to 10 days prior to vessel's arrival, thus enabling WSM
Accounts to arrange the remittance timely.
Master should refrain from making CTM requests for ports where it is known to be risky for cash
delivery or ports where it is known that high telegraphic transfer commissions apply.
In situations where CTM cannot be arranged and the vessel has offsigning seafarers, these
seafarers can be assured that the Company can arrange to settle their Final Balance of Wages
(FBOW) in US$ once they return to their home country.
Once onboard, CTM MUST be safely retained under lock/key/combination in the ship’s safe.
Masters are reminded that when a new vessel enters management, WSM HK FP will ask the
Master for the details of the ship’s safe including any combination.
There have been a number of cases in the past where the outgoing Master hasn’t passed over
the details of the combination to the incoming Master, or the Master has misplaced the safe
combination details and by keeping updated records on file, WSM HK FP has been able to assist.
WSM HK FP will annually request all vessels for an update regarding the details of the ship’s safe
including any combination, however, Masters can assist by updating whenever:
- the ship’s safe combination is changed; or

- the ship’s safe is renewed.
It is a requirement that the key(s) for the ship’s safe be in the possession of the Master at ALL times
and not left unattended, i.e. lying in a drawer.
Imprudent storage of cash outside of the ship’s safe or careless handling of safe key(s)/combination
by the Master is NOT covered by insurance.
In the event of any uninsured loss of Company cash, Master’s WILL be held personally liable to
reimburse the Company.
7.22 ONBOARD ACCOUNTING
The Master maintains an account of wages onboard which records the seafarer’s earnings, any
deductions, allotments made, etc during the month.
No seafarer should be allowed to advance any amount of money that exceeds the amount presently
contained in his onboard account.
The Company strongly discourages personal loans between seafarers and should any loan
agreements be made between two or more seafarers onboard, such loans must NEVER be
processed through the Master’s accounts onboard.
The Company does not bear any responsibility should a seafarer default on any loan agreement
made.
The Company has placed onboard its own Fleet Portage Bill Software which is to be used for:
- Captain’s Cash Account;

- Provisions Account;
- Bonded Sores Account; &
- Account Wages Report which includes:
o Earnings & Deductions;
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o Home Allotments;
o Overtime; &
o Cash Advances.
Completed Month End Reports MUST be sent by email to GADATA@wallem.com.
The seafarer’s Account of Wages Report MUST be printed onboard and signed by each individual
seafarer as appropriate. This MUST be sent by courier to the office together with any supporting
vouchers relating to the above mentioned reports. Seafarer’s shall be given a monthly statement
of their wage account including any appropriate deductions.
The Master is held personally liable for any overpayments or non deductions. Whilst the Company
will endeavour to recover said amounts from the seafarer(s) in question, the Master remains
indebted to the Company until such time that the full amount of over payment has been recovered.
7.23 BONUS PAYMENTS/SPECIAL WORK ALLOWANCES
Bonus payments are gratuities from the ship owner and/or the charterer and are paid at their
DISCRETION; they ARE NOT part of the seafarer’s salary and the seafarer’s have no rights
whatsoever to demand bonus payments.
Just because a charterer may pay a hold cleaning bonus after a particular voyage, the next
voyage may fall under a different charterer who may choose not to pay any hold cleaning bonus,
in such a case, the Master and the seafarers have NO RIGHT to ask the owner/charterer
regarding a hold cleaning bonus, in fact such action creates a great deal of bad feeling between
the charterer, owner and the vessel.
If a bonus is paid, receive it graciously, if not accept the fact and move on.
Despite Wallem's clear instructions to all senior officers, we are still experiencing cases where
Masters are deeply offending both vessel’s owners and the charterers by asking the charterers
directly for a hold cleaning bonus, special work allowances, etc.
The Company have made it clear on numerous occasions during Fleet Officer Meetings or during
pre-departure briefings with the senior officers, that there is a huge cultural difference between
Asia and the west when it comes to the subject of bonus payments.
In Asia, people understand that bonus payments are "the normal" meaning the traditional way to
"top up" the salary of the workers, however, this is not the case in western countries and in many
countries/industries, bonuses are not paid.
Seafarers MUST understand this difference and also appreciate that western people become
very upset when they receive requests for bonuses as they feel that the ship's staff are being paid
a fair wage for a fair day's work, therefore why are they asking for extra?
The Company appreciates that ship's staff may see this differently, especially around the time of
holiday seasons/festivals when everyone would like some more money in their pockets, however,
asking for a bonus of any kind is NOT acceptable and must not be done!!!!
Repeats of the same in the future will lead to disciplinary action against the seafarer concerned.
7.24 CHIEF STEWARD ALLOWANCE (If Applicable)
Based on Owners approval, chief steward allowance can be paid to an individual or apportioned as
per the tariff below to any seafarer that undertakes the respective task.
This allowance is paid to cover additional duties/responsibilities relating to the Catering Department
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which fall outside of the routine job description for such staff.
For seafarers that undertake the respective tasks and receive the additional allowance, NO
additional overtime shall be simultaneously earned for performing the same task.
Maintaining provisions accounts and inventory US$ 100/month; &
Maintaining bonded store accounts and inventory US$ 50/month.
Payment awarded as per above tariff MUST be reflected in the Fleet Portage Bill under the
respective seafarer’s earnings column.
NB – the allowance for the laundering of linen onboard DOES NOT fall under the Chief Steward
Allowance.
7.25 APPRAISAL REPORTING
The Company recognises the need for a systematic approach to evaluation of sea staff’s
performance, training needs, suitability for advancement and re-employment, therefore, the
following guidelines have been established.
The Company uses only one form for sea staff performance appraisal, the Seafarer’s Appraisal
Report (DE-17). The original of which is to be sent to the Fleet Personnel Dept, either HK or
Mumbai as appropriate. A copy always being retained onboard the ship for future reference.
The Fleet Personnel Dept will ensure that the appraisal report is uploaded into ShipMate (our
Crewmanagement database), thereby making it available for viewing by all other
interested/concerned parties, i.e. technical departments, manning agencies, Wallem
Representatives and training centres.
Appraisal Reports form an integral part of a seafarer’s de-briefing upon their return home,
(discussion re performance, areas for improvement, training needs, etc) therefore prompt
reporting, submission and circulation of appraisal reports are critical.
FPD Supervisors are to remind:
- Masters, when sending crew change details, to ensure that an appraisal report is made; &
- Tech Superintendents, when introducing senior officer candidates, to ensure that an appraisal
report is made for the senior officer scheduled to disembark.
The Master will complete the evaluation of Deck Officers, the Chief Engineer and the staff of the
Catering Dept. It is recommended that the Master discuss the evaluation of the Deck Officers
with the Chief Officer as may be appropriate.
As the Master is generally not sufficiently knowledgeable to comment on the technical knowledge
& skill of the Chief Engineer, any appraisal must be based on the Chief Engineer’s conduct,
attitude, judgement, leadership, co-operation and willingness to train junior staff.
The Chief Engineer will complete the evaluation of the Engineer Officers. It is recommended that
the Chief Engineer discuss the evaluation of the Engineer Officers with the Second Engineer as
may be appropriate.
The Chief Officer in conjunction with the Master and the Second Engineer in conjunction with the
Chief Engineer will complete the evaluation of Deck & Engine Ratings respectively.
Superintendents visiting or sailing with the vessel are required to report on all Senior Officers
onboard and following a sailing visit, are required to report on all Officers and Cadets onboard.
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Whenever there is a change of Senior Officer, the Superintendent in conjunction with the
Technical Fleet Manager must, preferably just before sign off or immediately following
disembarkation, complete an appraisal report. Such reports are to be passed to the FPD for
uploading into ShipMate.
Substantial importance is given to the evaluation of Junior Officers as these are the Company’s
Senior Officers of the future. Officer’s are to be evaluated:
- when the officer is mid way through their contracted period;

- when the Department Head (Master or Chief Engineer) are changing;
- to support any recommendation for promotion or demotion onboard; &
- when the officer himself is completing contract.
Appraisal of Ratings is to be carried out every 6 months (end March and end September) and
prior to the Rating’s disembarkation from the vessel. Common sense must apply here and if a
Rating is due to end contract within +/- 1 month of the end March and end September, then one
appraisal report will suffice.
In ALL cases when making an appraisal, training needs MUST be reviewed and noted on the
appraisal report form. Vessel’s have been provided with latest updates of training matrices.
Where a seafarer fails to meet expectations, the FPD is responsible for review, initiating and
seeing through the appropriate corrective/preventive action which may include, but is not limited
to:
- message to the Master that either he or the Chief Engineer (or both), counsel the seafarer with a
view to future improvement which must include training, supervision, re-evaluation etc. This
discussion must also make clear, the consequences of not meeting the company’s expectations
following a period of corrective/preventive action;
- message to the manning agency/Wallem Representative that they counsel the seafarer with a
view to future improvement which must include training, etc. This discussion must also make
clear, the consequences of not meeting the company’s expectations following a period of
corrective/preventive action; &
- in extreme cases, a message informing all concerned parties (as appropriate) that the seafarer in
question is to be considered not suitable for re-employment with the Company (NTBR). A copy of
which is to be made available in ShipMate.
When considering whether or not a seafarer should be made NTBR, the following must be taken
into account:
- any exceptional circumstances as to why performance was below expectations;
- length of service with the Company and standard of past appraisals on file;
- further discussion with the Tech superintendent or Marine superintendent making the report;
- following discussions with the seafarer themselves or feedback from the Wallem Representative
or Manning Agent, a judgement as to whether or not training will assist or the seafarer alone can
make the necessary changes in order to achieve the expected standard; &
- feedback from the training centre following a period of training.
The final decision with regards to making a seafarer NTBR (Not to be Rehired) or reversing an
earlier NTBR decision rests solely with the Fleet Personnel Director.
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7.26 PROMOTION (MLC 2006 – Reg 2.8)
The Company recognises the need for a systematic approach to career development and
promotion, and will, as far as practicable ensure that promotions from within the fleet are carried
out wherever conditions allow.
Senior Officers onboard are to encourage Officers and Ratings to obtain higher grade licences
and certificates of competency as soon as they have sufficient seagoing experience to do so.
Senior Officers onboard are also required to encourage Officers and Ratings to study the duties
and responsibilities of the next higher rank so as to be ready for promotion when the opportunity
arises.
Senior officers are encouraged to assist in the personal development of staff seeking promotions
to higher positions.
The following factors will be taken into account when giving consideration to a seafarer’s
promotion:
- certification & experience;

- seniority in rank (previous history in lower ranks will also be taken into consideration);
- past performance/ability (the seafarer appraisal process is linked to any decision regarding
promotion);
- conduct/attitude, loyalty, availability; &
- training, refresher training.
The Company’s promotion criteria for officers & engineers is given below:
- for a 3/O to be considered for promotion to 2/O, a minimum of 12 months actual sea service as
3/O is required, at least 6 months of which must have been served on the type of vessel where
vacancy is available;
- for a 2/O to be considered for promotion to C/O, a minimum of 15 months actual sea service as
2/O is required, at least 12 months of which must have been served on the type of vessel where
- for a C/O to be considered for promotion to Master, a minimum of 24 months actual sea service
as C/O is required, 12 months of which must be after securing his Class 1 licence, and at least 12
months of the minimum 24 months must have been served on the type of vessel where vacancy
is available; &
- for a 4/E to be considered for promotion to 3/E, a minimum of 12 months actual sea service as
4/E is required, at least 6 months of which must have been served on the type of vessel where
- for a 3/E to be considered for promotion to 2/E, a minimum of 15 months actual sea service as
3/E is required, at least 12 months of which must have been served on the type of vessel where
- for a 2/E to be considered for promotion to Chief Engineer, a minimum of 24 months actual sea
service as 2/E is required, 12 months of which must be after securing his Class 1 licence, and at
least 12 months of the minimum 24 months must have been served on the type of vessel where
vacancy is available.
Recommendations for promotion are to be reviewed by the Fleet Personnel Manager or the
Operations Manager (Mumbai) in conjunction with the Fleet Personnel Director and the Technical
Dept as required.
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Following promotion, a probationary period of at least 3 months applies. Following the successful
completion of the probationary period, the promotion will be confirmed, however if the Head of
Dept onboard feels that the seafarer has not met the requirements of the higher rank or that he
requires further evaluation time, then this will be discussed with the Fleet Personnel Dept and a
further course of action decided.
7.27 RELIEF PLANNING
The Company recognises the need for effective relief planning which includes planning for future
manning needs, long term relief planning, planning for new ships entering management and, the
communication of such plans within the Company, to our manning agencies, the Master and the
seafarer’s involved.
Relief planning is an ongoing process and to ensure that future manning needs can be met, the
FPD ensures that staff succession and recruitment planning is conducted which includes profiling
of competence and experience.
The ShipMate crew management system notifies users at specific time periods (normally 3
months, 2 months and 1 month) before a seafarer onboard is scheduled to complete contract.
Relief planning is to be conducted giving sufficient time for training, medical examination, visa
applications (as may be appropriate) and pre-departure briefing, etc.
Vessel’s operations, port rotation and cost effectiveness must always be taken into account when
planning reliefs, therefore good communication with the vessel and the Technical Dept is
essential.
When planning reliefs it is to be taken that (under normal circumstances):
- Master & Chief Engineer are not to be replaced at the same time;
- Master & Chief Officer are not to be replaced at the same time;
- Chief Engineer & 2nd Engineer are not to be replaced at the same time;
- in order to maintain continuity onboard, no more than 50% of the seafarers in any single
department (deck officers, engineers, deck ratings and engine ratings) are to be replaced at the
same time; &
- no seafarer (except a Cadet/Trainee securing sea time for a higher licence examination) should
under normal circumstances be engaged for any longer than 12 months onboard a Company
managed vessel. This also applies where extensions of contract are applied for.
For operational reasons, where the above requirements cannot be complied with, the issue must
be discussed ahead of time with the Technical Dept concerned.
It is always preferred that prior to a seafarer leaving the vessel, his future Date of Availability has
been established and passed back to the FPD in order to assist with long term planning.
In addition to the above, where a seafarer’s next vessel assignment is known or has been
planned, FPD must pass this information to the seafarer through the Master prior to the
seafarer’s disembarkation as this will assist the seafarer with his own vacation plan thereby
allowing sufficient time for training, medical examination, visa applications (as may be appropriate)
and pre-departure briefing, etc prior to his next assignment.
ALL seafarers are expected to complete the service period for which they have been contracted,
however, there are circumstances where early termination or extension of contract may be
requested.
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Requests for an extension of contract MUST be submitted through the Master no later than 2
months before the due date of contract completion. All requests for extension MUST have been
reviewed and approved by the Head of the Department.
When requests are received through the Master regarding a seafarer’s possible extension of
contract, the FPD are responsible for checking to see if there are equally competent and
experienced seafarers awaiting assignment before reviewing the request.
If active seafarers are on leave, awaiting assignment, priority is to be given to well reported
seafarers who have completed their vacation in order that good quality seafarers are retained
within the Company’s pool. FPD will then respond to the seafarer making the request for contract
extension.
Once an extension has been approved, the Company has the right to cancel or cut short the
extension period at its discretion based on operational convenience, i.e. ships leaving
management meaning excess seafarers in the manning pool or a cost effective port for crew
change.
In cases where a seafarer has their contract extension cut short, once the seafarer has been
onboard beyond their original end of contract date, such a seafarer would be deemed to have
ended their contract.
A seafarer may seek early termination of their contract, however, any expenses related to their
premature repatriation and the joining of their reliever will be dealt with as per the conditions
stated in their contract of employment or the Collective Bargaining Agreement (CBA) covering the
vessel.
7.28 HANDOVER PERIOD & HANDOVER NOTES
The Company recognises the need for a sufficient handover period between seafarers joining
and those disembarking from vessels. Therefore, when planning replacements, the following
shall be factored into planning where practicable:
Senior Officers – at least 2 working days, preferably 3 days;
In addition to the above, specific ranks should cover the following as part of their handover:
- Master to observe at least one manoeuvring operation as well as one port turn around*;
- Chief Officer to understudy one cargo operation – onboard tankers, this must be a discharge
operation, whereas onboard a dry cargo vessel, this could be a cargo loading or discharge
operation*; &
- Chief or Second Engineer to observe one port turn around and wherever possible, at least one
manoeuvring operation*.
- * This can be deviated from if the joining officer is not newly promoted or joining on his first
contract with the company and if having ships type specific experience in the ranking he is joining.
Junior Officers – at least 1 working day, preferably 2 days;

In addition to the above, specific ranks should cover the following as part of their handover:
- Second Officer to observe at least one full cargo watch operation and complete the passage
plan to the vessel’s next port*; &
- Third Engineer, Third Officer & Fourth Engineer to observe at least one full cargo watch
operation*.
- * This can be deviated from if the joining officer is not newly promoted or joining on his first
contract with the company and if having ships type specific experience in the ranking he is joining.
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Ratings – at least 1 port watch, preferably half a day.
In addition to the above, planning is to ensure that the outgoing Master, Chief Engineer and Chief
Officer only disembark immediately before the vessel’s departure (at the same time as the local
agent hands over port clearance).
However, it is appreciated that in some countries, immigration laws require that the disembarking
seafarer must have left the country before vessel's departure. In such cases, local immigration
laws must be followed.
In cases where a senior officer is serving his first contract with the company or is newly promoted
into the rank, the following may also be carried out in order to ensure that the officer is best
prepared for assuming his new position onboard:
- additional shore based training;

- more detailed pre-departure briefing arranged at the office of the technical manager or through
video conference;
- additional onboard training carried out by ship’s staff or Training Superintendent; &
- additional parallel sailing/extended handover time with outgoing officer.
Where, for operational reasons, the above handover period cannot be complied with, the issue
shall be discussed ahead of time with the Technical Dept concerned and especially in the case of
officers, more thorough handover notes are to be prepared by the offsigner and consideration is
to be given to the four additional items listed above in order to mitigate the risk.
The Company carries out pre-departure briefings either:
- face to face in the office of the vessel’s Technical Manager;

- by video conference or telephone from the office of the vessel’s Technical Manager; or
- face to face through a Representative of the Company at the manning or training centre.
In order to make these pre-departure briefings more effective, senior officers are required to
submit, by email, several days in advance of arrival at the port of handover, their “handover
notes” to the vessel’s Technical Superintendent & Fleet Personnel Supervisor.
Handover notes are then reviewed and a copy is passed by the Fleet Personnel Supervisor to the
officer assigned to join (sometimes through his manning agent/centre) and possibly the local
WMTC, in order that during the officer’s pre-departure briefing, the person carrying out the
briefing can review, comment on, clarify and emphasise some of the onboard issues as
mentioned in the handover notes.
Handover notes are to be written in English, typed whenever possible, however, if handwritten,
ensure that the handwriting is clear and readable.
7.29 REPATRIATION (MLC 2006, Regulation 2.5) & ENTITLEMENT TO LEAVE INCLUDING
SHORE LEAVE (MLC 2006, Regulation 2.4)
The Company recognises the right of the seafarer to be repatriated:
- at the expiry of their employment agreement;

- when their employment agreement is terminated by the ship owner or by the seafarer themselves
for justified reasons; or
- when the seafarer is no longer able to carry out their duties under their employment agreement or
cannot be expected to carry them out under the specific circumstances.
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Where the vessel is covered by a Collective Bargaining Agreement (CBA), the Company will
ensure that the terms of the CBA regarding repatriation are complied with.
Where the vessel is not covered by a CBA, the Company will ensure that the seafarer’s terms
and conditions of employment clearly specify:
- the circumstances under which the seafarer is entitled to repatriation; &

- the precise entitlements for repatriation, including destination, mode of transport, and items of
expense that will be covered during the seafarer’s repatriation.
Because of visa issues and legal liabilities (compensation claims) etc, seafarers will be
repatriated directly to their point of hire.
The Company DOES NOT require seafarers to make any advance payment to the cost of their
repatriation at the beginning of their employment.
In addition, the Company WILL NOT recover the cost of repatriation from the seafarer except
where it has been found that the seafarer has been in serious default of the seafarer’s
employment obligations.
The Company recognises the right of the seafarer to paid leave.
As per MLC 2006, Reg 2.4, paid leave is an “entitlement” and NOT compensation for work
performed onboard. As such, it is considered that paid leave can be excluded from the monthly
payment of wages as mentioned in MLC Standard A2.2.2, and accumulated onboard and paid at
the end of the contracted term.
This is clearly mentioned on the seafarer’s employment agreement as well as in the terms and
conditions of employment (where applicable).
In addition, the Company also recognises the right of the seafarer to be granted shore leave in
order to benefit their health and well being, provided that shore leave periods falls within the
operational requirements of their position as well and national, local as well as port, berth or
terminal regulations.
7.30 TRAVEL, TRAVEL ADVANCE & LOST BAGGAGE
All joining/repatriating air travel arrangements are made by the FP Dept in either HK or Mumbai
using either WSM’s or owner’s accredited travel service provider(s) as may be appropriate.
Seafarers are NOT authorised to make any travel arrangements on the Company’s account
without specific written authorisation from the FP Dept.
All joining seafarers are to be offered a travel advance of US$50/- prior to their departure from
their homeport.
This travel advance is to be used where the seafarer requires funds whilst travelling, i.e:
- to purchase food during long stopovers at airports;

- to purchase telephone cards, etc to contact local agent in case of no show, etc.
Seafarers taking the US$50 travel advance MUST sign a Travel Advance Voucher, a copy of
which will be hand carried onboard and presented to the Master as part of the seafarer’s pre-
joining documentation.
Master will deduct US$50 from the seafarer’s wage account unless the seafarer can produce
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receipts for any genuine expenditure whilst travelling which can be legitimately charged to the
Company account, in which case the seafarer will have these costs refunded.
Air travel will be by economy class and normal baggage allowance will be 30 kg (MLC 2006 –
Guideline B2.5.1.3 (d).
Some airlines may offer a higher baggage allowance and this will be passed on for the benefit of
seafarers, however, company will not be responsible for payment of any charges for baggage
exceeding 30 kg.
Seafarers being repatriated WILL be routed to their point of hire by the most direct route.
Because of visa restrictions and legislation holding the employer liable for medical and any other
expenses should the seafarer suffer injury or illness (even where seafarers have signed a Letter
of Indemnity), requests from seafarers to either “stay over” in the country of disembarkation or
“stop over” in another country on their way home will NOT be entertained.
In the event of a seafarer joining the vessel and his baggage having been misplaced during the
flight and not delivered during the vessel’s stay at the port of joining, then the seafarer would be
entitled to receive an inconvenience allowance of US$200 to buy items of immediate necessity.
Master shall co-ordinate with the local port agent in order that the seafarer be provided with
assistance to enable him to buy the items of immediate necessity.
In addition, Master MUST inform the FPD and the local agent immediately regarding the
seafarer’s lost baggage claim and if possible provide a copy of the claim document(s) filed at the
airport.
FPD will work closely with the Company’s accredited travel service provider in order to trace the
missing baggage and wherever possible have it delivered onboard prior to the vessel’s departure.
In the event, of the seafarer’s luggage not being traced, the seafarer would be compensated for
the loss of his baggage as per IATA regulations and the US$200 paid earlier would be adjusted
against the said IATA payment.
7.31 EXPENSES WHEN ACCOMMODATED IN A HOTEL
When joining or leaving a vessel and being accommodated in a hotel on Company account, the
following guidelines MUST be followed:
- Company will provide room with meals. If meals are not provided in the hotel, the Company will
arrange a suitable daily subsistence allowance;
- ALL purchases from the hotel mini bar will be for the seafarer’s account;
- If the stay in the hotel extends beyond 3 days, the seafarer may avail of laundry services on the
Company account. However, for a duration of stay of less than 3 days, laundry services will be for
the account of the seafarer;
- Pay per view movies will be for the account of the seafarer;
- Alcoholic beverages will be for the account of the seafarer; &
- Telephone calls/Internet usage (unless business related) will be for the account of the seafarer.
It is requested that upon check out from the hotel, the seafarer arranges to settle ALL expenses on
their personal account in cash or by credit card.
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7.32 FAMILY CARRIAGE

Permission for an Officer to carry family onboard is entirely at the Company’s discretion and the
Company is not obliged to give its reasons when permission has not been granted.
Certain categories of Officers engaged onboard Company vessels are offered the privilege of
carrying their family members for the duration as provided:
Master or Chief Engineer Full tour, wife and up to 2 children
Chief Officer or 2nd Engineer 4 months maximum, wife and up to 2 children
2nd Officer, 3rd Engineer, Electrical Officer 3 months maximum, wife only, no children
In all cases no child of less than two years old will be allowed to join any vessel under the
Company’s management.
Officer ranks not mentioned above as well as Ratings are not offered the privilege of carrying
their family members onboard.
The Officer's wife and Children (if applicable) will NOT be permitted to join during the first 6
weeks of the Officer’s tour of duty under the following conditions:
- when a new vessel comes into the management of the Company;
- when the Officer has just been promoted; &.
- any new entrant Officers serving for the first time on board the Company's managed vessel.
Some owners do not permit the carriage of wives and/or children onboard. In such cases, owner's
discretion will be adhered to.
On vessels, where families are permitted, no more than 4 families will be permitted onboard at
any one time AND numbers will be subject to there being sufficient life saving appliance capacity
and other constraints.
The wife of the Officer concerned will be required to undergo a medical examination prior to any
approval being given for her to join the vessel. Officer’s MUST note that a wife will not be
permitted to join the vessel if it is found that she is pregnant.
Officers are further reminded that any wife wishing to join any of the Company's vessels would be
required to sign a letter of 'Non-Pregnancy' and a 'Deed of Indemnity' covering herself and her
children.
Family joining is also subject to the Officer agreeing to bear the cost of insurance deemed
necessary by the Company and the amount of premium will be deducted from the Officer's
balance of wages onboard.
In the event of the officer's wife becoming pregnant whilst onboard, the Officer MUST
immediately report this to the Master and she MUST be repatriated at the Officer's expense from
the next convenient port.
When Officers are carrying families, they are required to maintain their own living spaces and no
shipboard assistance will be provided to clean and service their accommodation.
Cost of victualing for family members sailing onboard will be borne by the Owner, through the
ship’s operating expenses (opex) budget. Master must account for all meals taken onboard by
family members as “extra meals” as part of the monthly victualing accounts.
It is also a requirement for family members to hold all necessary visas regardless of the vessel's
trading pattern, i.e:
- USA B1/B2 visa;

- UK visa; &
- an Australian Maritime Crew Visa (MCV).
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such visas shall be obtained in advance of the family joining and the cost shall be on the Officer's
account.
Assistance to obtain such visas will be provided by the manning agency and the FP Dept.
FAMILY VISITS DURING PORT STAY/DRYDOCK, ETC

Permission for a seafarer’s family to visit/stay onboard is entirely at the Company’s discretion and
the Company is not obliged to give its reasons when permission has not been granted.
Seafarers engaged onboard Company vessels are offered the privilege of having their family
members visit/stay onboard provided that:
- written requests are received by the Company in advance of the vessel’s arrival. Request must
give full details (name, date of birth & relationship) of all family members that plan to visit the
vessel;
- their presence is permitted by wharf, terminal or dockyard security;
- all ISPS procedures for visitors have been complied with;
- the visit in no way affects the safety of the ship or continuity of shipboard operations;
- all costs incurred relating to the visit are to be borne by the seafarer concerned.
When seafarer’s families are staying onboard, they are required to maintain their own living
spaces and no shipboard assistance will be provided to clean and service their accommodation.
Cost of victualing for family members visiting the ship will be borne by the Owner, through the ship’s
operating expenses (opex) budget. Master must account for all meals taken onboard by family
members as “extra meals” as part of the monthly victualing accounts.
Seafarers are responsible/accountable for the behaviour/conduct of their family members at all
times whilst visiting/staying onboard.
Any contravention of Company rules/regulations will result in the family members being asked to
leave the vessel.
7.33 VISITORS
No female visitors, apart from the Officers' wives, and daughters are to be allowed onboard after
sunset, unless the Company's permission is obtained.
7.34 FIREARMS & PETS
Firearms and domestic pets are forbidden onboard.
7.35 UNIFORM/WORKING GEAR (Personal Protective Equipment - PPE)
Senior Officers onboard are to ensure that ALL seafarers are properly dressed at ALL times.
When working on deck, in the engine room, around the accommodation or in the storerooms or
refrigeration chambers, etc correct personal protective equipment MUST be worn.
Senior Officers MUST confirm with ALL new joining seafarers that they have brought onboard
with them boiler suits and a pair of safety shoes as issued by their manning agency.
The seafarer should be carrying with them as part of their joining documentation, a
Uniform/Working Gear Issue Slip that they have signed prior to departure from their point of
hire, signifying that they have been issued with and tried on for correct size/fit, the items of
uniform/working as appropriate for their rank onboard.
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Senior officers are to REGULARLY inspect the quality of PPE and ensure that sufficient stock is
available onboard.
Damaged PPE MUST be removed from service and destroyed. Senior officers are to also ensure
that the ship has sufficient stock of PPE at all times.
The sight of officers in clean, smart uniforms creates a very positive first impression for shore
visitors (Customs, Immigration, Local Agent, Ship Supplier, Owner, Charterer, visiting
Superintendent, etc) and when the vessel is alongside, you never know who will visit and when,
therefore when off duty, officers are required to wear uniform at ALL times.
Officers MUST wear uniform.
Uniform items are supplied by the company or an allowance is given to enable the officer to
maintain his uniform. Therefore uniform is to be worn as directed by the Master. However,
regardless of Masters instructions, uniform MUST ALWAYS be worn at the following times:
- Deck Officers on the Bridge, when approaching the Pilot station and at any time when the Pilot is
onboard; &
- for all meals taken in the Officer’s Messroom.
7.36 CREW WELFARE ONBOARD
The Company gives paramount importance to ensuring the ongoing welfare of the seafarers
serving onboard our managed vessels.
Recreational equipment and material MUST be available onboard, the Company contributes a
fixed amount of money each month which MUST be credited to the Ship's Welfare Fund, in order
to assist with the purchase of such.
The Welfare Fund is intended for the purchase of audio and video disks, magazines, sports
equipment, fishing gear, etc.
However, it must always be borne in mind that the Ship's Welfare Fund is for the benefit of ALL
seafarers onboard and decisions on what to purchase CAN ONLY be made after having held a
meeting to discuss this.
The Welfare Fund account MUST be maintained by an officer (NOT the Master) onboard, and a
statement of all monies coming into the fund and expenditure incurred MUST be made at the end
of each month and posted on the ship's notice board.
Invoices for all expenses will be maintained by the officer in charge of the fund.
It is not necessary that the ship spends full Welfare Fund contribution each month, the ship can
accumulate the Company's welfare contribution towards more expensive purchases, provided
such purchases are agreed following a meeting involving ALL seafarers onboard.
7.37 CREW MAIL
Private letters returned to the Company for re-direction because the seafarer is no longer
onboard the vessel will be returned to the manning agent’s office through which the seafarer
reports.
Seafarers MUST NOT use the Company address as their private mail address.
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Frequently we receive bank statements, etc with no ship’s name and are therefore unable to
forward. As the contents of such mail is considered important, the Company strongly advises
seafarers to use a contact address in their country of domicile as a permanent contact address.
Considering stricter Custom’s/Security regulations around the world, the Company is only able to
forward personal letters to seafarers onboard.
Parcels containing food, medicines, gifts, magazines, etc will NOT be entertained and shall be
disposed of.
Parcels containing magazines can be sent via the manning agent where they can be passed to
the next batch of joining seafarers to hand carry onboard.
7.38 ONBOARD MESS COMMITTEE (Food & Catering - MLC 2006 – Reg 3.2)
In order to ensure that seafarers have access to good quality food and drinking water and that these
are provided under regulated & hygienic conditions, a Mess Committee MUST be in place onboard
the ship.
In addition to the above, the Mess Committee MUST ensure that the food onboard remains
balanced, healthy, suitable for ALL nationalities (mixed nationality vessels) and within budget.
In order to achieve the above, the Mess Committee MUST ensure that:
- records (delivery notes/receipts) of all provision purchases are maintained and recorded onboard;
- Inspections of food storerooms (including refrigeration spaces) are made at interval of not more
than seven days and recorded;
- quality of drinking water is regularly monitored/tested and recorded;
- expired provisions are identified, removed from potential use and properly disposed of; &
- that at least 14 days of menu plans are available. Daily menus MUST be able to show that the
food available onboard remains balanced, healthy, suitable for ALL nationalities.
The Mess Committee MUST be chaired by the Master and should (wherever possible) include
representatives from the various departments onboard as well as various nationalities.
Normally, the Mess Committee should consist of a minimum of 3 and no more than 6 persons.
Recommended make up is Master as Chairman, 1 Officer (Deck or Engineer), 1 Rating and the
Chief Cook, total 4 persons.
Mess Committee MUST meet at least once per month, or more frequently if required and all
meetings should be minuted to provide a brief record of discussions. Copy of the minutes signed
by all in attendance MUST be placed on a public notice board for all seafarers to read.
The Master is responsible to oversee the activities of the Mess Committee, verify that the vessel
is sufficiently stocked to cover any eventualities and will assist in placing orders and co-ordinating
with suppliers to ensure that provisions are delivered onboard in the most economical manner.
The responsibilities of the Mess Committee will include:

- to act as channel to improve the quality and quantity of food provided on board within the
constraint of the budget provided by WSM;
- to monitor the victualing costs incurred, to ensure that monies are spent effectively and correctly;
- to prepare the menu for meals onboard and act as a channel for suggestions and improvements;
- to carry out checks when provisions are received to ensure that items are being
received correctly and in good order;
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- to ensure that with good planning, optimum use of the allocated resources is made, including
contingency measures such as stocking up on non-perishable items to provide for an unexpected
long stay at anchorage or stoppage at sea;
- to ensure that with proper planning, optimum use is made of the available resources, including
human resources; &
- planning of menus for special occasions, i.e. Diwali, Christmas, New Year or Chinese Spring
Festival.
The Mess Committee must be active in making sure that acceptable standards of victualing are
maintained onboard the vessel at all times. If any seafarer has any doubts or concerns about the
standards onboard, these concerns must be brought to the attention of your Mess Committee
representative and discussed during the regular Mess Committee meetings.
Proper victualing onboard is a shared responsibility and encompasses the most important
elements of life onboard, i.e. health, safety and welfare.
The proper application and verification of victualing funds to each and every seafarer onboard is
key to achieving this.
A number of cases have been reported of mismanagement (basically theft) of the victualing funds
onboard, in some cases leading to discrepancies in the victualing accounts of up to US$5000
onboard one ship.
Neither owners nor insurance will cover such losses, therefore, we are left with no choice but to
"work off" the discrepancy over a period of time, which to the detriment of all onboard, means a
reduction in foodstuffs. Therefore the selfish actions of one or may be two persons negatively
effects all onboard.
Clearly this is grossly unfair to our seafarers and we, as a Company, take such matters very
seriously.
Therefore, it is highly recommended that the Mess Committee appoints one member other than
the Master to assist the Cook with, and verify the month end provision inventory.
Once the month end victualing accounts have been finalised, they MUST be reviewed and
countersigned by ALL the members of the Mess Committee in order to ensure transparency.
Any commissions, rebates or discounts obtained in respect of cash payments to suppliers MUST
be reflected in the victualing accounts in order that such savings can be utilised in the future to
purchase additional foodstuffs which will be to the benefit of ALL seafarers onboard.
7.39 VISITS TO DOCTOR
The Company shall provide seafarers health protection and medical care, including essential
dental care as comparable as possible to that which is generally available to workers ashore. This
includes prompt access to the necessary medicines, medical equipment and facilities for
diagnosis and treatment and to medical information and expertise.
Seafarers shall be allowed to visit a qualified medical doctor or dentist without delay in ports of call
where practicable.
Seafarers Medical documents shall be maintained confidential and notified only to the company
office.
The Master is the person on board responsible for medical care and he shall make an accurate
assessment of the seafarer’s condition, after which if he thinks that a visit to the Doctor is
required, he MUST make arrangements through the local agent.
the MLC 2006 does not identify any particular treatment – other than ‘essential dental care’ – as
this would be a matter for national laws or regulations.
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Medical Forms: While no particular form is required under the MLC 2006, the third edition of the
International Medical Guide for Ships, 29 published in 2007 by the World Health Organization
(WHO) on behalf of WHO, ILO and IMO, contains the following forms for this purpose in
Annex A:
- A Ship Master’s Report – To be completed by the ship’s master, assisted by the second
officer. This form should be filled in the ship’s medical log and provides a brief but
sufficiently comprehensive record of every medical case managed on board.
- A ship’s identity and navigational status form - to be used when requesting evacuation
of an injured or sick seafarer.
- A patient health status form – providing the most important aspects of the medical
history, medical treatment and other pertinent medical information that should accompany
a patient being evacuated to an on-shore medical facility.
- A primary physician’s report form (REQUEST FOR MEDICAL ATTENTION D-8
FORM) – which an on-shore physician assigned to the care of a sick or injured seafarer
should use to note all pertinent details of the case.
- If the above mentioned forms are available in a prescribed format within the
circulars and marine notices of the flag administration, then that format should be
used to record the items described above.
An editable copy of the forms is available in SMS Documentation DVD.

The purpose of these forms is to facilitate the exchange of medical and related information
concerning individual seafarers between ship and shore in cases of illness or injury.
The completed REQUEST FOR MEDICAL ATTENTION D-8 FORM (D-8) must be sent to the
company.(to Fleet Cell).
7.40 MEDICAL REPATRIATION (P&I) CASES, DEATH ONBOARD OR PERSONS MISSING AT

SEA, PRESUMED DEAD
The handling of medical repatriation, death onboard or persons missing at sea cases from
vessels under full technical management is a joint effort between the Fleet Personnel and the
Marine Depts.
From the Fleet Personnel perspective, the Fleet Personnel Manager takes charge of the case
and works closely with the Fleet Personnel Supervisor responsible for the vessel, with the Fleet
Cell and Insurance deparments as may be required.
Local medical attention is to be coordinated with the local port agent and the local P&I
Correspondent as may be appropriate.
Once the medically offsigned seafarer has been deemed “fit to travel”, the FP Dept will make the
necessary travel arrangements. If medical support (additional doctor, etc) is required for the
seafarer during the flight then this must be discussed/approved between the owner & P&I Club
prior to flight arrangements being made.
When making flight arrangements for the seafarer and additional doctor (as applicable) visa,
transit visa & destination visa requirements must always be borne in mind.
Any additional support for the seafarer, i.e. wheelchair assistance prior boarding and upon
landing, must be made known to the travel service provider at the time of making the flight
arrangements.
Manning agent is to be regularly updated in order that they can inform the seafarer’s family,
especially with regards to his arrival flight details and meeting arrangements upon arrival.
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If special arrangements are required for meeting the seafarer upon arrival in his home country,
these must be passed to the local P&I Correspondent there with copy to the manning agency and
owners/customers.
In the unfortunate situation where a seafarer dies onboard the ship or whilst ashore, procedures
as provided above are to be followed and once the body is released by the local authorities,
arrangements for transporting the body home are normally made by the local P&I Correspondent
because of Customs issues, with copy to all concerned parties.
Master must make an inventory of said belongings; have this inventory witnessed by 2
seafarers onboard preferably of the same nationality as the deceased. Original inventory is to be
placed together with the deceased’s belongings prior to sealing the baggage, with a copy retained
onboard, a copy passed to the local port agent to facilitate Custom’s clearance, etc and a copy
sent to the Fleet Personnel Manager.
Fleet Personnel Manager in conjunction with the Master, local port agent and P&I Club local
Correspondent as may be required, is to make all necessary arrangements to return the
seafarer’s personal belongings to his family.
In the unfortunate situation where a seafarer is reported missing at sea presumed dead, the
major difference is that there will be no body to take care of upon arrival next port or return to the
next of kin. The local Police at the first port of arrival following the incident will be involved in order
to establish the cause behind the seafarer going missing.
Also in such a case, there will be no Death Certificate, but a statement from the
Consulate/Embassy based on the nationality of the seafarer, stating that the person is missing at
sea, presumed dead must be obtained. This will need to be arranged for by the local Agent or P&I
Correspondent.
FPD will endeavour to work together with the Flag State authorities in order to get them (the Flag
State authorities) to issue a Death Certificate or equivalent statement that can be provided to the
seafarer’s next of kin.
To assist, a Death Onboard or Missing Persons at Sea checklist (Company Form DE-25)
covering the actions required during such events has been prepared and must be used to ensure
that effective communication is maintained and that no items are over looked.
7.41 DESERTION
The following documents are to be forwarded to the Company in all cases of desertion:
Master’s Report stating:
- date & time seafarer last seen onboard;

- date & time seafarer first reported missing;
- date & time of ship’s departure from port.
- Detailed inventory of belongings - have this inventory witnessed by 2 seafarers onboard
preferably of the same nationality as the deserter. Original inventory is to be placed together with
the deserter’s belongings prior to sealing the baggage, with a copy retained onboard, a copy
passed to the local port agent to facilitate Custom’s clearance, etc and a copy sent to the Fleet
Personnel Manager.
- Statements, if any, by fellow seafarers.
Log Book entries (Deck/Engine/Official Log Book Extracts) duly authenticated.

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7.42 PROHIBITED ITEMS
The carriage of contraband, firearms, dangerous weapons, i.e. swords, throwing stars, etc,
explosives, i.e. fireworks and knives (unless required for work onboard, i.e. Chief Cook) is strictly
prohibited.
Seafarer’s should also be aware that in certain countries, very strict penalties (including
imprisonment) apply for the possession of pornographic material on personal computers, mobile
phones, etc.
There have been a number of cases where seafarers have trustingly bought second hand
computers or mobile phones and unbeknown to them, pornographic pictures were lying buried in the
unit’s memory.
In addition to the above, the carriage of domestic pets or other animals (except as cargo) onboard is
also strictly prohibited.
Prior to joining, ALL seafarers have signed a declaration clearly stating that they are aware of the
Company’s policy on such matters.
Any seafarer contravening this policy will have their employment terminated immediately.
7.43 TRADING
Trading in any shape or form by any seafarer is strictly prohibited.
Any seafarer contravening this policy will have their employment terminated immediately.
7.44 THEFT OF COMPANY OR SHIP’S PROPERTY
Removal of Company or ship’s property from the vessel without permission of the Master or the
Company constitutes theft.
All seafarers MUST be aware that the Master has been given the right to inspect cabins as well as
the seafarer’s personal baggage at any time during the seafarer’s tenure onboard the ship.
Should such inspection reveal the unauthorised possession of Company or ship’s property, the
seafarer concerned will have their employment terminated immediately.
7.45 CUSTOM’S REGULATIONS
ALL seafarers are required to comply with regulations made by the local Custom’s Authorities.
Seafarers are required to openly and honestly complete all Custom’s Declarations prior to arrival in
port.
Contravention of this advice constitutes smuggling and any seafarer contravening this policy will
have their employment terminated immediately.
7.46 ALTERATIONS TO SHIPBOARD FIXTURES & FITTINGS

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No alterations to the structure, fixtures, fittings and decoration of the ship are to be made without
Master/Chief Engineer’s knowledge and/or Company approval.
No alteration to electrical fittings onboard may be made without the specific permission of the Chief
Engineer.
When personal electrical items are being used within the accommodation (including TVs, music
systems, personal computers, mobile phone chargers, etc) due regard must be made to:
- voltage;
- rating; &
- the number of appliances connected concurrently to one power outlet.
Verification is to be carried out during the Master/Chief Engineer’s weekly inspection of
accommodation and cabin spaces.
7.47 LOSS OF PERSONAL EFFECTS (MLC 2006 – Reg 2.6)
When any seafarer suffers total or partial loss of, or damage to, their personal effects whilst serving
onboard as a result of wreck, loss stranding or abandonment of the vessel as a result of fire,
flooding or collision, excluding any loss or damage caused by the seafarer’s own fault or through
theft of misappropriation, the seafarer shall be entitled to receive compensation from the Company
up to a maximum of US$3000.
When filing any claim for lost or damaged property/personal effects, the seafarer shall certify that
any information provided is true to the best of their knowledge.
7.48 ITF VISITS
The majority of Company managed vessels are covered by ITF approved Collective Bargaining
Agreements (CBAs), those not covered are national flag, i.e. owner and flag registered in the
same country.
Therefore the vessel should have no problem with ITF inspectors anywhere in the world.
Company policy is to maintain good relations at all times with ITF and their affiliated unions,
therefore should an ITF inspector or a representative from an ITF affiliated seafarer’s union board
the vessel, Master, officers and ratings are required to be courteous and be co-operative at all
times.
There have been cases in the past where the Master decided to ''send the ITF inspector away''
and did not allow him onboard which made ITF feel (incorrectly of course) that the vessel was
not properly crewed nor well managed and the Master's action aroused too much suspicion.
Masters MUST allow an ITF affiliate/inspector access to the vessel, providing that all ISPS
procedures for visitors have been complied with and the visit in no way affects the safety of the
ship or continuity of shipboard operations.
It is however, VERY important that the Master MUST stay with the ITF affiliated union
representative/inspector AT ALL TIMES when the ITF affiliated union representative /inspector is
onboard.
The Company has no objections to the ITF Representative looking at the Fleet Portage Bill (FPB)
and hours of work/overtime records, however, please note that they are NOT to take away any
photocopies of such records.
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On all Company managed vessels, our seafarers have signed English language Contracts of
Employment. Again, the Company has no problem with the Master showing the seafarer's
contracts to any ITF affiliate/inspector during his visit onboard, however NO copies are to be
made and retained by the affiliate/inspector.
As a matter of good practice, please always make sure that there are no complaints amongst the
crew which could and should be readily resolved onboard as soon as any problem/grievance
arises.
The Company provides money every month for seafarer's welfare items, Master MUST ensure
that this money is being properly spent on crew welfare and that a Statement of Account showing
what has been purchased and the balance in the account is posted in the Messroom for all
seafarer's to read. This should also be shown to the ITF inspector if required.
If the ITF affiliate union representative/inspector requests to see any documents (Master
need NOT volunteer to show anything unless asked by the ITF affiliate/inspector) the list of
documents given below are those that Master can show if indeed the ITF affiliate/inspector
should they ask to see any documents:
- Current Crew List;

- Safe Manning Certificate;
- WSM Employment Contracts;
- Fleet Portage Bill;
- Overtime records, work & rest hours; &
- CBA (as applicable), which of course contains the same rates of wages as shown on the Fleet
Portage Bill and any union membership card, as applicable.
The Company is sure that the vessel is well always maintained, the crew are well fed, properly
paid and in possession of safety gear as required for safe working onboard.
The Company has no objection to an ITF affiliate/inspector walking around the vessel; however,
they MUST be suitably dressed with regards to PPE, i.e. appropriate footwear AND accompanied
by the Master AT ALL TIMES.
In addition, the Company has no objection to an ITF affiliate/inspector holding a meeting with the
seafarers onboard; however, the Master MUST be present throughout the whole meeting.
Following a visit of an ITF affiliate/inspector, for sake of good order Master to send the Fleet
Personnel Dept a report regarding the ITF visit and informing if the ITF affiliate/inspector made
any comments about the ship prior to their disembarkation.
During an ITF visit, if anything is unclear, or if Master wishes to speak to the Fleet Personnel Dept
by phone to clarify any matters, please do not hesitate.
7.49 ONBOARD COMPLAINT PROCEDURE (MLC 2006, Regulation 5.1.5)
In order to ensure compliance with the Maritime Labour Convention (MLC) 2006, the Company
recognises the need for a structured and systematic approach to the resolution of seafarer
originated complaints onboard vessels under our management.
The Company will ensure that a copy of the MLC 2006 Convention in English is kept on board.
The Company also recognises the fact that the ship is the most suitable place for seafarer’s
complaints to be aired, discussed and resolved.
If a seafarer has a complaint related to their rights to decent conditions of work, social security
and welfare, health and safety protection, accident prevention, accommodation and recreational
facilities, sexual harassment, discrimination because of race, colour, religion, sex, national origin,
handicap, age or ancestry - or any other matter related to alleged breaches of common decency,
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respect and placement – vessels’ management (Heads of Departments and senior officers) will
contribute to and in case required, also manage and govern the mutual, fair, effective and
expeditious handling of any such complaints.
Such complaints should as far as possible be resolved at the lowest level possible in line of
immediate superiors. However all seafarers shall have a right to pass their grievance directly to
one of the senior officers or to the Master or any competent authority of their choice as descired
under MLC 2006.
For clarity:
Deck Ratings should address their complaint to the Bosun as the senior most Deck Rating, if the
Bosun cannot resolve the issue, the complaint MUST be brought to the attention of the Chief
Officer. If the Chief Officer is unable to resolve the issue, the complaint MUST be brought to the
attention of the Master;
Engine Ratings should address their complaint to the Fitter as the senior most Engine Rating, if
the Fitter cannot resolve the issue, the complaint MUST be brought to the attention of the Second
Engineer. If the Second Engineer is unable to resolve the issue, the complaint MUST be brought
to the attention of the Chief Engineer and/or Master;
Catering Ratings should address their complaint to the Ch/Cook as the senior most Catering
Rating, if the Cook cannot resolve the issue, the complaint MUST be brought to the attention of
the Master;
Deck Officers should address their complaint directly to the Master; whereas
Engine Officers & Electricians, etc should address their complaint directly to the Chief Engineer, if
the Chief Engineer cannot resolve the issue, the complaint MUST be brought to the attention of
the Master.
If the grievance is against Master, all seafarers shall have a right to pass their grievance to chief
engineer or directly to the company.
Seafarers are safeguarded against the possibility of victimization for filing complaints. The term
“victimization” covers any adverse action taken by any person with respect to a seafarer for
lodging a complaint which is not manifestly maliciously made. Lodging a complaint is without
prejudice to the seafarer’s right to seek redress through other appropriate and acceptable means
elsewhere.
Seafarers making any complaint have the right to be accompanied and to be represented by
another seafarer of their choice (mutually agreed between the seafarer and representative)
onboard the ship – to attend any meetings into the subject matter of the complaint.
Officers and/or crew members shall, within five (5) days from the date of the alleged occurrence
of the grievance, bring the matter to their Immediate Supervisor, Department Head, the Master or
his or her appointee, who in the chain of command dealing with the grievance shall have a further
five (5) days each to bring about a solution to the matter, provided that this time limit is
appropriate to the seriousness of the matter.
If the complaint cannot be resolved onboard, the decision of the Master shall govern at sea and in
port with regards to maintaining safety and harmony onboard the vessel until such time as the
complaint has been reviewed and a response has been received from the Company.
The Master shall however, as soon as possible after the meetings onboard failed to resolve the
issue at hand, refer such complaint to the relevant Fleet Personnel Manager (HK, Mumbai,
GmbH, etc) and ensure that the seafarer is made aware that his complaint has been passed on
to the Company, as well as ensuring that the complainant is kept updated as may be required.
PERSONNEL
Page - 39 -
The Company shall endeavour to resolve the complaint within 15 working days following receipt
and wherever possible, keep the complainant updated through the Master.
ALL complaints and the decisions taken MUST be recorded and for this purpose, the company
has provided Company form DE-38 (Onboard Complaint Record).
Blank copies of this form MUST be made available to the seafarers at a convenient location(s)
within the shipboard accommodation.
Once a final decision has been reached, a copy of the completed DE-38 MUST be provided to
the complainant for their records.
Seafarers MUST recognise and respect that complaints may be unjustified. Unjustified
complaints can be categorised as, but not limited to, those made with the ulterior motive of:
- personal revenge;
- discrediting others;
- highlighting own excellent entirety at the expense of others;
- complaints made in order to have greater personal rights than others and greater personal rights
than can be justified;
- preparing a counteraction for any later expected personal prosecution or reprimand for ones own
negligence or breach of obligations;
- exclusively made for the purpose of demonstrating personal power, self-assertion, self-
satisfaction and self-importance; &
- breaching Company policy.
Any specific arrangements for the implementation of these procedures may be decided by the
management team onboard of each vessel, and will take into account existing policies,
procedures, facilities available and any other circumstances particular to that vessel. However,
any arrangements put in place must be in accordance with the main requirements of this general
procedure for reporting a complaint.
Seafarers MUST be able to observe transparency and uniform enforcement of this procedure, for
which reason the administration of the above mentioned should, as far as possible, be enforced
alike regardless of vessel type.
However nothing in these procedures shall prevent, or impede a vessel’s management from
implementing a more flexible procedure. This could be to resolve a complaint at a lower level
than dictated by this procedure if deemed necessary for well-grounded reasons and because of
legitimate consideration to the well-being of seafarers and to the Head of the Department of the
seafarer or the seafarer’s superior officer.
Complaint Filing Procedure
a. The Complainant (seafarer filing the complaint) or their mutually appointed representative (as
appropriate) MUST complete Part A of Company form DE-38 (Onboard Complaint Record).
b. Incomplete and/or unsigned complaint forms WILL NOT be accepted.
c. Once the form has been received by the senior most rating/Head of Department, Chief Engineer
or Master, the recipient MUST sign and date for receipt only. The complaint MUST be reviewed
to ensure that the complaint is justified, the opinion of the Master or a senior officer can be sought
at this time.
d. If the complaint is unjustified, the Complainant and their Representative (if appropriate) MUST be
informed of the reason(s) why and Part A of Company form DE-38 updated.
PERSONNEL
Page - 40 -
e. If the complaint is justified, a mutually agreeable date shall then be set for a meeting (hearing) in
order to discuss the complaint. This date MUST allow the recipient sufficient time to investigate
the complaint, speak to other persons that may be involved, have a contribution, etc.
f. If, following the initial meeting, the complaint is resolved to the satisfaction of the Complainant,
the Complainant as well as the senior most Rating/Head of Department and the Master is to sign
and date Part B of the form.
g. If, the initial meeting under Part B, involved the senior most Rating and the complaint remains
unresolved to the satisfaction of the Complainant, a further meeting shall be arranged involving
the Head of Department (i.e. Chief Officer, Chief or Second Engineer), if none of these officers
have been involved at an earlier stage of the complaint process. Part B of form DE-38 (a second
sheet) can again be used to record details of this meeting.
h. If, following the meeting as per Part B, the complaint remains unresolved to the satisfaction of the
Complainant, a further meeting shall be arranged involving the Master if the Master has not been
involved at an earlier stage of the complaint process, refer to Part C of form DE-38.
i. If, following the Master’s mitigation meeting, the complaint is resolved to the satisfaction of the
Complainant, the Complainant and Master are to sign and date Part C of the form.
j. If, following the meeting as per Part C, the complaint remains unresolved to the satisfaction of the
Complainant; the Master is now required to refer the complaint to the Company as per Part D.
k. NB – in the case of a justified complaint and regardless of the outcome, Parts A to C must
ALWAYS be completed prior to Company referral.
l. Once the Company’s assessment and recommendation is received, a copy MUST be made
available to the Complainant and the Master MUST make the Complainant aware that if still
unsatisfied, the Complainant has the right to seek redress through other appropriate and
acceptable means elsewhere. The Master MUST then provide the Complainant with the contact
details of a competent authority at the vessel’s Flag State or his home country, details of which
can be obtained from section 7.54.
For Masters only
m. Once the Complaints Procedure is completed, the original of form DE-38 MUST be filed onboard
and kept for a period of not less than two years. There is no requirement for a copy to be sent to
the Company. If a copy is required, it shall be requested on a case by case basis.
n. The contents of this document are to be considered as confidential – and filed and stored
accordingly under the authority of the Master.
o. Port or Flag State inspectors have a legitimate right to be shown the content of this form in order to
ascertain, that the vessel’s management fulfilled the obligations of MLC Regulation 5.1.5.
p. Should the vessel leave the Company’s management within the two year retention period stated
above, the originals of the appropriate forms MUST be forwarded to the Fleet Personnel Dept for
filing.
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Page - 41 -
7.50 TRAVEL & PERSONAL EFFECTS
All seafarers will join or leave the vessel on travel arrangements made by the Company. When
travelling by air, economy class travel will be provided with a baggage allowance of 30kg. Any
extra baggage above 30kg will have to be carried at personal expense.
7.51 FAMILY VISITS
Wives and children are allowed on board in accordance the Rules laid down by the Company ,
subject to the numbers allowed on board not being exceeded, and one place always remaining free
for the company's use.
Officers who wish to bring their families on board must obtain the permission of the Company and
have completed the Company Indemnity form. The Master may make special ruling he considers
necessary for safety and efficient operation of the ship and must consider Port and Terminal
Regulations before granting permission to allow children on board. When children are on board the
Master must ensure that parents maintain proper control of them.
A wife must give a written declaration whilst joining that she is not pregnant and is otherwise fit to
undertake the voyage.
Officers will always be responsible for ensuring that their families are in possession of necessary
travel, health documents and visa's for the country where the vessel is foreseen to trade to. In the
event of vessel calling ports where visa is required and families do not hold the visa then they are to
be signed off at previous port of call. All expenses being to officers account.
The officer and his family are required to issue a letter of undertaking indemnifying the vessels,
Master, officers and crew, Owners, Managers and Charterers for any injury or sickness that they
may incur whilst sailing onboard.
The officers are obliged to pay premium for the insurance cover, which Company arranges for the
families. It is to be made clear that whereas Company will assist in recovery of any claims but will
not be responsible for any claims if the Insurers reject the claim on basis of any exclusion clause in
the Policy.
Schedule of premium is detailed in SMS Documentation DVD, WSM – GENERAL LETTERS. The
schedule is subject to change advice of which will be given to vessel.
Whilst the vessel is in port the officers families may visit the vessel subject to Master's permission
and local regulations.
7.52 Monthly Documentation Status Report -
At the end of each month, Master MUST prepare

a report on status of crew documents onboard and send to respective FPD.
If Master notices any discrepancy in the documents of onboard crew, he MUST then immidiatetly
inform FPD. FPD will ensure proper handling of such matters and will assist Master in all
possible ways and means. This includes taking necessary dispensation from Flag State, as
required.
PERSONNEL
Page - 42 -
7.53 GENERAL LETTERS
2 Black Files removed from SMS & amended contents transferred to SMS DVD.
7.54 Contact details of competent autorities -
- Contact information of the MLC representative designated by the Company for handling
onboard complaints:
Hong Kong Contact Person: Ms. Kinny Pun

General Manager, Fleet Personnel Dept.
Wallem Shipmanagement Ltd.
(!) 9/F Dorset House, Taikoo Place,
979 King’s Road
Quarry Bay, Hong Kong
Phone +852 2876 8385
Mobile +852 6971 6349
Email – kyhp@wallem.com
India Contact Person: Capt. Sandeep Sharma

Director, Fleet Personnel Dept.
Wallem Shipmanagement India Pvt. Ltd.
1st Floor, Valecha Chambers, Andheri new link road,
Andheri, Mumbai – 53
Phone 91 22 40432306 ext306
Mobile 91 9870855451
Fax 91 22 40432346
PERSONNEL
Page - 43 -
- Contact information of competent authority at Flag State:
Bahamas The Director of Labour,

c/o The Bahamas Maritime Authority,
Shirlaw Street, P.O Box N-4679,
Nassau, Bahamas,
Email: stcw@bahamasmaritime.com
China People's Republic of China
Maritime Safety Administration, 11 Jianguomennei Avenue
Beijing 100736, CHINA
Tel: +86-10-65292595/65292866
Fax: +86-10-65292852/65292245
Email: china_psc@msa.gov.cn
Cyprus Dept. of Merchant Shipping (DMS), Head Office Kyllinis Street
Mesa Geitonia
CY-4007 , P. O. Box 56193 , CY-3305 Lemesos
Limassol CY 4007 Cyprus
Tel: 357 25 848100/265/266
Fax: 357 5 848200
Tlx: 2004 MERSHIPCY
Email: shipcontrol@dms.mcw.gov.cy
Denmark Danish Maritime Authority,
Vermundsgade 38 C,
DK-2100 Copenhagen
Tel. +45 39 17 44 00 FREE +45 39 17 44 00
Facsimile: +45 39 17 44 01
Gibraltar (United Gibraltar Maritime Administration Watergate House
Kingdom) 2/8 Casemates Square Gibraltar GX11 1AA Gibraltar (United Kingdom)
Tel: 350 200 46862, 350 56939000
Fax: 350 200 47770
Email: maritime.survey@gibraltar.gov.gi
Hong Kong Mercantile Marine Office,
Hong Kong Marine Department,
3/F., Harbour Building, 38 Pier Road, Central, Hong Kong.
Tel : (852) 2852 3075
Fax : (852) 2545 4669
E-mail : mmo_mdd@mardep.gov.hk
Indonesia Directorate of Sea and Coast Guard (DitKPLP) Gedung Karya Lt.12
Medan Merdeka Barat No.8 Jakarta Pusat
Jakarta 10110 Indonesia
Tel: 62-21-3505705 ext 4038
Fax: 62-21-3507574
Email: ditkplp@dephub.go.id
Isle of Man Principal Surveyor (Standards)

Isle of Man Ship Registry
Peregrine House, Peel Road, Douglas, Isle of Man
IM1 5EH, British Isles
General e-mail: marine.survey@gov.im
Liberia Office of the Deputy Commissioner of Maritime Affairs,
Republic of Liberia:
Department in charge: Investigations
Telephone number: (Office hours) +1 703 790 3434
(After-office hours) +1 703 963 6216
Email address: MLComplaints@liscr.com
PERSONNEL
Page - 44 -
Malta Registrar – General of Shipping and Seaman

Merchant Shipping Directorate,
Authority for Transport in Malta Transport Centre, Marsa
(Tel): +356 2125 0360
Email: mlc.tm@transport.gov.mt
Marshall Islands Office of the Maritime Administrator, M.I.,
C/O Marshall Islands Maritime & Corporate Administrator, Inc.,
Seafarer’s Identification & Certification,
11495 Commerce Park Drive, Reston,Virginia 20191-1507, U.S.A.
Tel: 1 703 620 4880
Fax: 1 703 476 8522
Website: www.register-iri.com
Email: seafarers@register-iri.com
Norway Norwegian Maritime Directorate,
Haugesund N-5514, Norway - P.O. Box 2222
Tel: +47 52 745 000
Fax: +47 52 745 001
Email: postmottak@sjofartsdir.no
Panama General Directorate of Seafarers

Panama Maritime Authority
Phone: (507) 501-5059/66
Fax: (507) 501-5210
Email: labormar@amp.gob.pa , afundora@amp.gob.pa
mlc@segumar.com; mlcsegumar@amp.gob.pa
Tel. (507) 501-4241 International Technical Office of Segumar
Singapore The Seafarers Management Department (SMD)
Maritime and Port Authority of Singapore
460 Alexandra Road #21-00, PSA Building, Singapore 119963
Tel 6 375 6224
E-mail : mmo_mpa@mpa.gov.sg
St. Vincent & The Commissioner For Maritime Affairs
Grenadines Piraeus Office, Vincentian house
8 Kantharou & Sahtouri Street, GR-185 37, Piraeus
Phone: +30 210 4286976
Telefax: +30 210 4185184
E-mail: cons_svg@hol.gr
Thailand Marine Department
1278 Yotha Road, Taladnoi, Samphanthawong, Bangkok 10100,
Tel:- 0-2233-1311-8
Fax:- 0-2236-7248
Email – marine@md.go.th
United Kingdom Maritime and Coastguard Agency Southampton Marine Office Ground
Floor Spring Place
105 Commerical Road Southampton SO15 1EG United Kingdom
Tel: 44 23 80329 329
Fax: 44 23 80329 351
Email: MOSouthampton@mcga.gov.uk
Vanuatu Deputy Commissioner of Maritime Affairs
c/o Vanuatu Maritime Services Limited
39 Broadway, Suite 2020,
New York 10006
Tel: +212 425 9600
Fax: +212 425 9652
Email: email@vanuatuships.com
PERSONNEL
Page - 45 -
Vietnam Vietnam National Maritime Administration (VINAMARINE)

Vinamarine Building, 8 Pham Hung Street
Hanoi, VIET NAM
Tel: +84 4 7683192
Fax: +84 4 7683058
dktbtv@vinamarine.gov.vn
hiennv@vinamarine.gov.vn
- Contact information of the competent authority in the seafarers’ country of residence:
Angola Maritime Institute of Ports of Angola Rua Rainha Ginga, No. 74

Andar Luanda Angola
Tel: 244 222 390 034
Fax: 244 222 311 582
Telex : 3352 marport an
Email: dnmmp@netangola.ao
Australia Australian Maritime Safety Authority Level 3, 82 Northbourne
Avenue Braddon ACT 2612 GPO Box 2181, Canberra, ACT 2601
Canberra Australia
Tel: 61 2 6279 5048
Fax: 61 2 6279 5058
Email: psc@amsa.gov.au
Austria Bundesministerium für öffentliche Wirtschaft und Verkehr Oberste
Schiffahrtsbehörde
Radetzkystrasse 2
1030 Vienna
Tel: + 431711625900
Fax: +431711625999
Bangladesh Department of Shipping
BIWTA Bhaban, 141-143 Motijheel C/A
Dhaka 1000,
Bangladesh
Phone : +880 9555128-9
Email : info@dos.gov.bd
Website : http://www.dos.gov.bd
Canada Transport CanadaMarine Safety - Ottawa,ON Tower C, Place de
Ville 330 Sparks Street, 10th Floor Ottawa,ON K1A 0N8 Canada
Tel: 1 613 991 3142, 1 613 991 3131
Fax: 1-613-991-4818
Email: clifford.harvey@tc.gc.ca, harveyc@tc.gc.ca
China Authority: Maritime Safety Administration/Ministry of Transport
11# Jianguomennei Avenue, Beijing,
China 100736
Telephone number: +86 10 65292452
Email: china_psc@msa.gov.cn
Ethiopia Ministry of Transport and Communications Transport Authority
Rail and Water Transport Regulatory Department
P.O. 2504 , Addis Ababa, Ethiopia
Tel: 251 011 551 02 44
251 011 552 57 32
251 011 551 07 15
Email: motr@motr.gov.et
PERSONNEL
Page - 46 -
Ghana Ghana Maritime Authority

No. E354/3, 3rd Avenue, East Ridge
Accra Ghana
Tel: +233302677702, +233244037367
Fax: +233302677702
Email: Inusah.a.nasir@ghanamaritime.org
India Authority: Directorate General of Shipping Authority
Telephone number(s) +91-22-25752042/43/44,
Fax number +91-22-25752029/35
Email address: dgship@dgshipping.com
Indonesia Authority: Directorate General of Sea Transportation
Gedung Karya Lt 12,
Jl Medan Merdaka Barat No. 8
Jakarta 10110
Telephone number(s): +62 21 3811308/ 3813269/ 3447017
Fax number(s): +62 21 3811786/ 3845430/ 3507576
Malaysia Marine Department Headquarters
P.O. Box 12,
42007 Port Klang , Selangor Darul Ehsan
Tel: 60 3 368 6616
Fax: maurnorwa60-3-368-5289
Mauritius Ministry of Public Infrastructure, National Development Unit, Land
Transport and Shipping
4th Floor, New Government Centre Port Louis
Mauritius
Tel: +2302012115, +2302013710, +2302164852
Fax: +2302012827, +2302161612
Email: shippingdivision@mail.gov.mu
Myanmar Director Seaman Employment Control Division -SECD
Department of Marine.,
Dawbon Shipyard street.
Phone : +95-1-558902
Fax : +95-1-558901
Norway The Norwegian Maritime Authority Inspection Department
P.O. Box 2222 Haugesund 5509 Norway
Tel:+47 52745000
Fax:+47 52745001
Email: postmottak@sjofartsdir.no
Pakistan Mercantile Marine Department
Ministry of Ports & Shipping, 70/4,
Timber Hard, N.M. Reclamation,
Keamari, Karachi,
Pakistan
Tel: - (92)+021-99263014 to 99263017
Fax: - (92)+021-99263018
Email: info@mercantilemarine.gov.pk
Philippines Authority/Contact person: Philippine Overseas Employment
Administration/
Ms. Viveca Catalig
Deputy Administrator, Employment and Welfare
Telephone number: +63 2 722 1195
Fax number: +63 2 724 3646
Email address: da_catalig@yahoo.com.ph
Poland Gdansk Harbour Master's Office
Harbour Master's Office, ul. Przemyslowa 4 Gdansk 80-542
Poland
Tel: + 48 58 343 05 10
Fax: +48 58 343 75 12
Email: kpgdan@umgdy.gov.pl
PERSONNEL
Page - 47 -
Romania Romanian Naval Authority

Mr. Liviu Grogore
Telephone number(s): Office: +40 241 616124 / +40 241 616104
Email address: lgrigore@RNA.RO
Russia Russian Maritime Register of Shipping
Postal code: 191186
Country: RUSSIAN FEDERATION
City: Saint-Petersburg
Address: 8, Dvortsovaya Naberezhnaya
Telephone: +7 812 6050550
Fax: +7 812 3141087
Email: pobox@rs-class.org
Sri Lanka Director General of Merchant Shipping
Ministry of Ports and Highways, Merchant Shipping Division
1st Floor, Bristol Building, 43/89 York Street
Colombo 1, Sri Lanka
TeL : +94112435127, +94112430305
Fax : +94112435160
e-mail : dmsmos@sltnet.lk
Sweden Swedish Transport Agency
Civil Aviation and Maritime Department Inspectorate Office
Gothenburg Box 12110
Gothenburg SE-402 42 Sweden
Tel:+46 771 503 503
Fax:+46 31 422 713
Email: sjofart.iog@transportstyrelsen.se
Thailand Marine Safety and Environment Bureau Marine Department
1278 Yotha Road Sampanthawong Bangkok 10100
662 2341070
662 2382309
MSEB@thaimail.com
United Kingdom Maritime and Coastguard Agency Inspection Branch
Spring Place 105 Commerical Road Southampton SO15 1EG
United Kingdom
Tel: 44 2380 329 343
Fax: 44 2380 329 104
Email: psc.headquarters@mcga.gov.uk
Ukraine Ministry of Transport and Communication of Ukraine
Inspectorate for Training and Certification of Seaferers
25, Olenivska str., Kyiv 04080 UKRAINE
Tel: + 38 (044) 463 7250
Fax: + 38 (044) 463 7156
Email: srdskiev@registr.uct.ua / itcskiev@kv.ukrtel.net
Vietnam Maritime Safety and Security Department, Vietnam Maritime
Administration
No. 8 Pham Hung Road Cau Giay District Hanoi Viet Nam
Tel: +84 437683194
Fax:+84 437683641, +84 437683048
Email: safetydept@vinamarine.gov.vn
SECTION 8
TRAINING Checked by : Director (Marine)
MANUAL- PART I
SECTION 8 TRAINING
8.1 OVERVIEW OF WALLEM TRAINING AND EVALUATION SYSTEM
For Shore For Ship Personnel

Personnel Skill Recruiting Centres
Knowledge
(!) Training Director Based (for Evaluation)
Based
Fleet Personnel
(Records
/Evaluation)
WSM Needs Training Plans/Programs

Statutory For New Entrants -Familiarization
Certificates & For New Joiners -SEP Introduction Awareness
Courses as Existing Personnel -Ship Specific Safety Training
Per STCW 95 Promotions -Professional Skill Training
New Developments in -Special Equipment and Products
Technology for all -Understudying of Next Rank
Personnel -Briefing at Recruiting centres.
-Briefing /de Briefing at WSM
-Rotation in the Office
-Special Operations /VLCC/STS
At WMTC
Marine Resource , Bridge Team
HAZMAT , SEP Training
Auditors Training, SMMS (PMS) WSM Training Process
Computer Training, OPA-90 / DLP-OPA 90 -Shipboard Safety Familiarization
Safety Officer, Environmental Officer, etc** -Shipboard Training Manual (Solas)
-Regular on board Drills & Videos
(!) By Marine & Technical On various assorted subjects to
Superintendents Improve awareness and skills
-Professional Skill Training
Bridge Team*(Only Marine Supdt)
-Special Equipment and Products
Personal safety
-Overlap /Understudies /Projects
Emergency drills
Marpol compliance training
Roadmap for safety and operational excellance
Training Records
1.Record of Courses
2.Familairisation Card WSM Reviews Analysis for Training Needs
3.Personal Record of -Recruiting Centers assessment of statutory training
Training and -Department Heads Reviews of Training Records
Familiarization -Masters review of Record of Training & Familiarization
4.Log Book records -Superintendent’s direct assessment during Audits
5.Appraisal records -Masters/Depart.heads/ Superintendent’s Appraisals.
6.ComputerEvaluation -Appraisals at Training /Recruiting Centres.
7.Cadets Record Book -Computer based analysis of existing knowledge levels. (S.E.T.S)
(Deck and Engine)
** List of all Training courses available at WMTC and their schedule is available on the
Wallem Website. Visit www.wallem.com for obtaining the schedule during the leave period.
SECTION 8
TRAINING
MANUAL- PART I
8.2 Ship Staff Training – Self Help

All* vessels are provided with the following material: -
i) Videos: - Videotel On Demand (VOD)

Videotel Marine International library consisting of about 150 Video-training titles specific
to vessel type and another set of CBT titles.
In addition to the above-mentioned videos, vessels are from time to time, supplied with
various equipment’s operational and/or maintenance videos.
ii) Books:
WALLEM has a standard list of publications to be maintained based on vessel
type and vessel trading pattern. Many of these books are required to be carried
as per statutory requirement. However, these books are also an useful tool in
training of officers and crew. Refer to general letter 68 in safety section of
General letter II for details.
In addition, some reference books are provided as follows for training of officers
and crew.
- Tanker Operations Reference Books.
- Bulk Carrier Practice.
- Reefer Manual
- For Tanker Operations:
1. Measuring Cargo
2. Heating Cargo
3. Pumping Cargo
4. Tank Cleaning
5. Various tanker Specific Industry standard books.
- Training and Maintenance Manual for Life Saving Appliances.
- Safety / Loss Prevention Guides- Personal Injury prevention.
- Publications from P & I Clubs.
* (“All” does not include certain vessels where Owners do not approve supplying such training aids)
8.3 On - the - job - training
The Company encourages each category of Officer to guide and professionally train his juniors.
When deemed necessary senior officers who are soon to be taking charge as Master or Chief
Engineer shall overlap with their predecessor to learn the specific of vessel and/or trade.
8.4 On Board Safety Training
Further to section 5.6.3 and depending on vessels trading pattern and budgetary constraints, a
Company Training Supdt will normally attend each vessel at intervals of 1 to 2 years for a
Training Voyage or lengthy port stays. This will be a follow on to and in conjunction with the
Internal Audits. The Training would require 3 to 5 days in addition to time for Safety Audit. Total
time on board Is therefore is about 6 to 10 days for both Safety Audit and Training.
In addition to an equipment examination and an audit of safe practices and procedures,

instructions in the form of both lectures and practical training will be given.
Syllabus for training will include but is not limited to Accident Prevention, Fire Prevention,
Emergency Response Procedures, Fire Fighting Techniques, Enclosed space Entry, Rescue
Resuscitation & First Aid Cargo Hazards, Breathing Apparatus, Fixed and Portable Safety
Equipment, Abandon Ship Procedure/ Man Overboard, Survival at Sea, Use and Maintenance of
Equipment, Safety in Cargo Handling, Tank Fires and Explosions, Hazardous Properties of
hydrocarbons. Pyrophoric Scale, Inert Gas Operation, Gas Detection Equipment and Tank
Atmosphere Control, Ship/Shore Interface, Pollution Avoidance, Marpol compliance, security
procedures etc.
SECTION 8
TRAINING Revised by : Marine Supdt (SID)
MANUAL- PART I
Lectures and training to Officers will generally be at an advanced level than that provided to
Ratings. Exercises will be conducted with an aim of testing and improving the effectiveness of the
Ship’s Emergency Organisation. Where necessary the training superintendent may be asked to
conduct courses in compliance with the STCW Convention.
Whilst a Training Superintendent is on board the Master and the chief Engineer must extend
utmost co-operation have all crew exposed to their training, and as time permits for safety
discussions.
The Training superintendent issues a Memo to the vessel on the observations and minor
deficiencies noted during the visit. This is entered in the SMMS and would be available in the
office when the vessel sends the next SMMS export file. Corrective action date is to be entered in
the SMMS by the vessel when the corrective action is completed.
Officers are to have their Shipboard Training Record Book endorsed by the Training
superintendent.
8.5 Oil Spill Prevention and Containment Training

As per vessels' Oil Spill Contingency Plan and/or Vessel Response Plan / SOPEP an exercise is
to be regularly practised and all ship staff made aware of equipment available on board and it's
location. Tanker /OBO Officers and crew also undergo a Distance Learning Program in
‘Shipboard Pollution Response Training” ( OPA 90).
8.6 Wallem Fleet Officer Meeting (WFOM) and Training Sessions

These are held for ships' officers and office staff on a regular basis where experts from the
international shipping industry are invited to give lectures on safety, legal issues, technical issues,
quality assurance, and protection of the environment and pollution prevention and other topics of
interest.
WFOM are arranged for officers at various crewing centres. It is a forum for informing officers of
current issues and future goals of the company, discussions with respect to safety, discussing
any accidents experienced within the fleet, technical upgrade and other relevant issues. Office
staff from the Managing Director and others attends, present papers and brief the officers on the
subject matters and encourage active dialogue.
8.7 New Entrants

New entrants to the Deck and Engineering departments are given pre-joining training; the deck
cadets do a 3 months intensive pre-sea training and engine cadets do 3 months of workshop
practice.
Both department cadets do the courses required by the STCW Convention.

Deck cadets have Distance Learning Program and a Record Book detailing schedules, which
must be completed before they complete their required sea time.
8.8 Specialist Courses
Various specialist courses are available at WMTC. Tanker officers participate in Liquid cargo
handling course. Engineers and electrical officers participate in Machinery maker's courses,
including those on automation and control systems, Boilers and water treatment, and various
types of pumps.
WMTC has special courses on PLC (Programmable Logic Circuit) & SCADA (Supervisory
Control and Data Acquisition). The PLC and SCDA course helps the candidate to get knowledge
on SCADA and PLC controllers which are extensively used in cargo and main engine operations.
As more and more cargo and engine room operations are computer controlled, these computers
control the PLCs for opening of valves, starting of cargo pumps etc.. And the whole set of PLCs is
controlled by the SCADA controller. Data acquisition in the ship’s machinery begins at the PLC
level and includes meter readings and equipment statuses, which are communicated to the
SCADA. Data is then compiled and formatted in such a way, that the Duty Officer in the Control
SECTION 8
TRAINING Revised by : Marine Supdt (SID)
MANUAL- PART I
room can make appropriate supervisory decisions.
8.9 Office Staff Training
Office staff are regularly sent for various professional courses and their experiences are passed
to others as a debrief note or memorandum on their return.
Oil Spill Management Training is provided for the Superintendents and Managers to train them to
respond to Oil Spills.
Training seminars for office staff are held frequently at Head Office.
8.10 Wallem Maritime Training Centre (WMTC)
Our in house training centres (WMTC) in India, Manila, Qingdao and Ukraine provides modern
simulator and audio-visual training courses.
Many value courses are conducted at WMTCs’ and a full list with the schedule and frequency is
available at the Wallem website www.wallem.com. The complete list of courses with their
schedule and frequency are also available at the recruiting centres.
The list below is not exhaustive but details some of the courses :
01. Safety Orientation Courses for Officers / Crew

02. Officer of the Watch and ROR Training Course.
03. Marine Resource Management Course.
04. Bridge Resource Management Course.
05. Basic Computer Course.
06. SMMS Orientation and Refresher Course.
07. ISM Internal Auditors Course.
08. OPA-90 Training Course
09. HAZMAT Course.
10. Environmental Officer Course
In addition to the above, various Specialised Courses are conducted at covering varied and
related topics, designed to improve the sea going personnel’s skill and knowledge.
Officers and WALLEM employees are urged to utilise the Courses accorded at the Training
Centre for their individual professional improvement.
New courses are added based on review of training needs by the management. Officers and
Wallem employees are to check with WMTC on any new courses introduced. Details of the new
courses are forwarded to the ships as and when they are scheduled.
OPERATIONAL PROCEDURES
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SECTION 9 OPERATIONAL PROCEDURES - GENERAL
Pollutant Control Measures where relevant to ship type

and applicable
Oil & Petroleum products Relevant procedures in the Ship Type Specific Operation Manual
Noxious Liquid Substances Relevant procedures in the Ship Type Specific Operation Manual
Dangerous Goods Relevant procedures in the Ship Type Specific Operation Manual
Garbage Relevant procedures in the Ship Type Specific Operation Manual
Sewage Relevant procedures in the Ship Type Specific Operation Manual
Ballast water Control / Including Relevant ballast handling procedures in the Ballast Water Exchange
transfer of micro organisms Manual (Ship Specific)
Vapour Emission from cargo VOC Manual on tanker
Vapour Emission from Engine Mapol Annex VI manual

exhaust
Halons ,CFC’s Relevant procedures in the Ship Type Specific Operation Manual For
Reefer ships & WALLEM for sub contractor control for supply or gases
and stores.
Anti-fouling paints / TBT WALLEM for sub contractor control for supply of paints and chemicals
for compliance with IAFF convention
Noise Pollution WALLEM for sub contractor control for compliance with ILO standards.
Vibration See Sec 9.6 and 9.7 below.
9.1 POLICY BASED OPERATING PROCEDURES
WALLEM remains committed to protect the environment from pollution caused by above pollutants
and controls are implemented as indicated in the list appended.
9.2 SAFETY PROCEDURES ---------- Refer to Company Safety Manual.
9.3 BRIDGE PROCEDURES ----------- Refer to Bridge Procedures Manual.
9.4 SHIP SPECIFIC OPERATIONAL PROCEDURE - Refer to the Ship Type Specific Operation
Manual.
9.5 SECURITY PROCEDURE ----------- Refer to Ship Security Plan

( All officers and Crew have to carry out their security duties as described in the SSP of the
vessel).
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9.6 NOISE
Exposure to excessive noise may lead to permanent hearing disability.

A risk assessment must be carried out to identify potential noise hazards and implement
measures to minimise the impact.
Risk assessment should include the following:

1. Identify the sources of the noise and tasks which may give rise to exposure.
2. Identify the risk of hearing impairment.
3. Identify the degree of interference to speech communication essential for safety
purposes.
4. Identify and characterize the sources of noise and the exposed workers.
5. Evaluate the effectiveness of existing noise prevention and control measures.
Control Measures:
1. Placing noisier machines together away from quieter areas.
2. Minimising human intervention in noisier areas.
3. Use of personal protective devices including ear protectors.
4. Find alternate means of carrying out the task which eliminates the noisy process.
5. All personnel in the vicinity of a noisy machine or process to use adequate PPE.
6. If elimination of a noisy process or equipment as a whole is impracticable, try to
separate individual sources of sound.
7. Once the causes or sources of noise are identified, an attempt should be made to
control or reduce the nosie at sources as follows:
- Noise generated by impact – eliminate the impact by either reducing its velocity or
changing from metal to plastic or rubber, cushioning or coating the surfaces of
impact.
- Noise from moving parts can be reduced by dynamic balancing of rotating parts or
widening of gaps so that moving parts just miss obstructions.
- Reduce noise generated in fluid flow by reducing the velocity of flow and
avoidance of unnecessary air-jets.
- In case of steam pressure, ensure that lines are properly warmed up and increase
pressure gradually to avoid water hammer.
- Periodic maintenance and repair of moving parts including gear teeth, bearings,
belts.
- Minimising the time during which such equipment is run.
- Use an enclosure or block or shield to protect the worker from the source of noise.
- Use an acoustic booth or shelter to prorect the worker in a noisy environment and
minimise his exposure.
8. Minimise by proper organisation the time spent by the worker in a nosiy

environment.
9. Train ship’s staff in the proper use of personal protective appliances.
10. Inform staff about the long term effects of noise and the effects that a noisy
environment will have on their general safety.
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9.7 Vibration
Exposure of workers to hazardous vibration mainly comprises of:
- Whole body vibration when the body is supported on a surface which is vibrating.
- Hand-transmitted vibration, which enters the body through the hands and is caused
by various processes in which vibrating tools or workplaces are grasped or pushed by
the hands or fingers.
In order to protect workers from the adverse effects of vibration, the vessel must carry out
a risk assessment to identify the sources of vibration that present a risk to safety and
health and implement measures aimed at minimising such vibration.
The Risk assessment should include the following:
- Identify and characterise the sources of vibration and exposed workers.

- Identify ways in which vibrating tools are used and determine whether high risk uses
can be eliminated.
- Whether workers have been adequately trained in the use of the tools and aware of
the dangers of hazardous vibration to health.
- Whether vibration can be reduced by the use of supports.
- Vibration of the head or eyes as well as vibration of displays themselves can affect
the perception of displays.
- Body or limb vibration can affect manipulation of controls.
Control Measures:
- Ensure that installation of machinery is carried out according to makers’ instructions

and with proper supports.
- The machinery is properly secured.
- Avoid resonance frequencies of component parts of machinery and equipment.
- Use anti-vibration mats.
- Handles of tools should be gripped as tightly as possible.
- Heavy tools should be supported to permit a lighter grip.
- Many of the measures listed in the control of noise in section 9.6 will also be
applicable for the control of vibration.
- Check machinery and tools for worn bearings, unbalanced rotating parts, loose bolts,
damaged gear, blunt cutting tools and neglected lubrication all combine to increase
vibration levels.
- Workers should be encouraged to report any conditions such as numbness or
tingling of fingers.
- Workers should be educated of the hazards and risks of prolonged use of vibrating
tools.
Page -4-
9.8 HIGH & LOW TEMPERATURES:
Hot workplaces can cause heat exhaustion, dehydration, heat cramps and heat strokes,
and may exacerbate existing health conditions such as such as heart problems, high or
low blood pressure, respiratory conditions and kidney disease.
Measures that might be taken include encouraging staff to wear appropriate clothing
which enables arms and legs to be uncovered to assist with cooling, and allowing them to
drink plenty of cool water at regular intervals and avoid standing for long periods. The
shipboard management to allow the staff to take breaks in cooler and/or less humid areas
or transfer some work to cooler and/or less humid areas, or negotiate to alter working
hours so that work can be done in the cooler parts of the day such as early morning.
The risk to the health of workers increases as conditions move further away from those
generally accepted as comfortable. Risk of heat stress arises, for example, from working
in high air temperatures, exposure to high thermal radiation or high levels of humidity,
such as those found in engine room and when vessel is in high temperature/humid
regions.
Cold stress may arise, for example, from working in cold weather conditions and in cold
stores/reefer compartments.
Risk Assessment for workers health from working in either a high or low temperature
environment needs to consider both personal and environmental factors.
Personal factors include:

- Body activity
- The amount and type of clothing available.
- Duration of exposure.
Environmental factors include:

- Ambient temperature and radiant heat
- If the work is outside, sunlight, wind velocity and the presence of rain or snow.
- Working near high or low temperature equipment/machinery
Control Measures to include the following:

- Introducing engineering measures to control the thermal effects in a workplace
environment, for example heat effects, may involve insulating any plant which acts as
a radiant heat source, thereby improving air movement, increasing ventilation rates
and maintaining the appropriate level of humidity.
- The radiant heat effects of the sun on indoor environments to be adequately
addressed.
- Where ship staff is exposed to cold and it is not reasonably practicable to avoid
exposure you should consider, for example, providing adequate warm clothing,
restriction of exposure by, for example, re-organizing tasks to build in rest periods or
other breaks from work. This will allow the ship staff to rest in an area where the
environment is comfortable and, if necessary, to replace bodily fluids to combat
dehydration or cold.
- If work rates cause excessive sweating, ship staff may need more frequent rest
breaks and changing into dry clothing.
Page -5-
- Medical pre-selection of employees to ensure that they are fit to work in these
environments.
- Use of suitable personal protective clothing (which may need to be heat resistant or
insulating, depending on whether the risk is from heat or cold).
- Acclimatization of workers to the environment in which they work, particularly for hot
environments.
- The high/low temperature parts of any operating machinery or equipment to be
adequately lagged or barriers in place to avoid hot/cold burns.
- Training in the precautions to be taken; and supervision, to ensure that the
precautions identified by the assessment are taken.
9.9 EXPOSURE TO SMOKE
The exposure to smoke is divided in two parts:
- Exposure to tobacco smoke

- Exposure to smoke emitted from the exhausts (ME, Auxiliary machinery, boilers etc.)
and due to any fire incident onboard.
Exposure to Tobacco Smoke:
Risk Assessment:
Risk assessment to be considered include but are not limited to the following:
1. Harm to health of ship staff and others who may be affected from the effects of
Environmental Tobacco Smoke
2. Fire safety due to the failure to adequately dispose of cigarette waste or the
proximity of smoking areas to combustible materials e.g. oxygen supplies
3. Level of supervision/observation required for service users when smoking
4. Harm to property due to the effects of Environmental Tobacco Smoke
5. Increased incidence of violence and aggression
Control Measures:
- Smoking to be done only is the designated smoke rooms. No smoking while in bed
and in public areas.
- Adequate “No Smoking” notices to be posted conspicuously.
- The designated smoking rooms to have effective ventilation facilities to inhibit
tobacco smoke accumulating inside the designated smoke room and entering in
other compartments
- Suitable honey comb/metallic ashtrays to be in use for precautions against fire as per
guidelines in safety manual.
- Adequate safety matches onboard.
- Maintaining the fire alarms, fire detectors for satisfactory operation and compliance
with diligent fire rounds onboard.
- Smokers to duly regard the sensibilities of personnel who are averse to smoking due
personal, religious, cultural or health reasons.
Page -6-
Exposure to Smoke (Other than Tobacco Smoke)

The main source of smoke onboard vessels is from emissions from exhaust stacks of
main engine, auxiliary engines and boilers. The other source of smoke emission onboard
is in an event of a fire incident on board.
Risk Assessment:
Risk assessment to be considered include but are not limited to the following;
- Exposure to smoke, a concentration of toxic and irritating components can lead to

incapacitation or death.
- The threat of reduced visibility.
- Hot smoke can cause pain and injuries
- Arrangements of escape ways (layout, sign, illumination, railing, etc.)
Control Measures:
- Exposure to smoke emissions from the funnel stack to be avoided, no personnel to

go to the top of the funnel stack prior adequate risk assessment and control
measures are in place.
- Vessel to consider altering the course if required to avoid exposure to smoke
emissions from engine/boilers exhausts if the work area is exposed to these
exhausts due relative direction of wind.
- Adequate ventilation to be provided for areas exposed to smoke or smoke emissions.
- Monitoring the atmosphere for presence of toxic gases i.e. CO and CO2 for spaces
exposed to smoke to ensure the values are below the TLV-TWA
- Compliance with enclosed space entry procedures as per safety manual.
- Emergency exit signs and markings with photo-luminescent stockers/placards to be
adequately provided to indicate way to emergency escapes/exits.
- Maintaining the fire alarms, fire/smoke detectors for satisfactory operation and
compliance with diligent fire rounds onboard.
- Training of personnel and regular fire drills onboard as per the annual drill matrix in
the safety manual.
- Familiarization with the vessel with respect to the working areas and accommodation
areas including emergency escapes/exits.
9.10 HANDLING CHEMICALS
Hazardous chemical agents include:
- Substances brought into the workplace and handled, stored and used for processing
(e.g. raw materials, solvents, cleaning agents, glues, resins, paints);
- Substances generated by a process or work activity (e.g. fumes from
welding/soldering, dust from machining of wood, solvent vapours from painting, dust
from quarrying);
- Substances or mixtures produced by the work process including by-products,
residues or waste.
- Chemical agents can be considered hazardous not only because of what they
contain, i.e. as a constituent or chemical ingredient, but because of the form or way in
which they are used at the workplace e.g. hot water used as steam can cause very
severe burns and control measures need to be specified to prevent harm.
Page -7-
Some examples of the effects of hazardous chemicals include:
- Skin burns or irritation caused by contact with a corrosive liquid;

- Being overcome or losing consciousness following inhalation of toxic fumes;
- Suffering acute symptoms such as headache or nausea within hours of inhalation;
- Poisoning by absorption through the skin of a toxic substance;
- Asthma;
- Dermatitis;
- Cancer occurring years after exposure to a carcinogenic substance;
- Genetic damage to offspring occurring years after exposure to a mutagenic
substance.
Risk Assessment to be considered include but are not limited to the following:
- Think about raw materials, substances generated or emitted by the process and final
products
- Consider all persons who may be affected Information on health hazards can be
found on packaging labels. Information may also be obtained from Safety Data
Sheets or other information provided by the supplier, from trade magazines, from
plant/equipment suppliers or from specialists working in your industry.
- Is fire or explosion a risk?
- When is it possible for spills or splashes to occur?
- Under what circumstances might substances can be breathed in swallowed or
absorbed through the skin?
- Are exposures likely to be significant? This depends on the duration and frequency of
exposure as well as the concentration of the substance involved.
- What malfunction or accident could result in a serious exposure?
- The threat of fire or explosion needs to be guarded against.
Control Measures:
- Material Safety Data Sheet (MSDS) to be available in and consulted as appropriate.

- Only trained & authorized persons allowed in storage area notices posted at entrance.
- Corrosives to be stored in designated, hazard labeled area (location specified);
adequate ventilation provided.
- Acidic and alkaline corrosives to be kept in separate zones as per local notices.
- Spill control materials along with adequate PPE such as Rubber gloves, eye wash,
fresh water, visor, suitable eye protection, apron etc. to be provided (AS per the PPE
chart) to be kept in designated siding at store entrance; minimum quantities
(specified) to be maintained same to monitored and re-order as required.
- Inspect incoming containers to ensure they are compatible, properly labeled and not
damaged or corroded. (in line with training provided).
- Damaged or leaking containers to be handled as per Operating Procedures.
- Emergency eye-wash station and safety shower (If provided) to be checked on a
regular basis.
- Dispense only at designated location (well ventilated location, spill tray fitted for spill
collection, free of fixed ignition sources, earthing and bonding facilities
provided,warning notices posted).
- ALL IGNITION SOURCES TO BE EXCLUDED; use of mobile phone or other
portable electrical equipment prohibited.
- Dispense from only one container at a time.
- Open containers must not be left unattended.
- Ensure all containers are securely closed when dispensing is complete and well
Page -8-
secured for seaway.

- Hygiene measures: eating and drinking not permitted when handling chemicals
DECK PROCEDURES
Page -1-
SECTION 10 DECK PROCEDURES
10.0 DECK PROCEDURES
Further to Instructions in Company’s Safety Manual: -

10.1 Sub Contractors and Other Shore Personnel
Master are to ensure that all sub contractors and other shore personnel, such as riding
gangs, whilst working onboard apply Health, Safety and Environment standards at least
equal to those of WALLEM. When such personnel are onboard for a voyage they must
sign vessel's 'Articles' and their duties during an emergency must be explained prior to
sailing from the port at which they join. They would be given the familairastion booklet and
they must sign the last page to confirm their understanding. Chief officer/designated should
brief them as mentioned in the Familarisation booklet,
Sub Contractors and shore Personnel must sign LOI as per General Letter 3 in Insurance
section of General Letter Part II. Master to keep signed original on board. Copy is to be sent
to the office only on their instructions.
10.2 Emergency Procedures
While it is the responsibility of all ship's personnel to avoid accidents it is equally important
for there to be an efficient Emergency Organisation onboard all WALLEM ships.
It is the Master's responsibility to see that all ship's personnel are familiar with: -
(i) Raising the alarm and reporting an emergency;
(ii) Their duties as members of the ship's Emergency Organisation;
(iii) The duties of others in the Emergency Organisation.
The safety of everyone onboard depends upon the ability of ship's personnel to meet the
unexpected and it is the Master's duty to ensure that the ship's Emergency Organisation is
ready to cope with all likely contingencies. An explanation of how the Emergency
Organisation is to be structured and guidance on dealing with various contingencies (fire,
rescue from enclosed spaces etc.) is given in the Safety Manual, which is to be studied by
all Ship's Personnel.
10.3 Musters, Emergency Exercises and Boat Stations
Musters, Drills or Emergency Exercises are to be conducted weekly and their times and
types varied so that all Ship's Personnel are thoroughly familiar with their duties. Please
refer to Chapter 3 of the Safety Manual, which has a matrix “ Yearly Program for
Emergency Exercises.
Emergency exercises may be followed by Boat Stations or may be conducted separately as

decided by the Master. When a major change (i.e. about 25%) of the Ship's Company
occurs at any one port Emergency Procedures as per Section 10.2 above must be
explained to all new joiners before sailing from that port and an entry made in the deck log.
Within 24 hours of leaving the port an Emergency Exercise and Boat Stations must be held.
The purpose of Emergency Exercises is to prepare for emergencies and this should be
borne in mind when they are organised, so that they are as realistic as possible. On no
account are they to be allowed to degenerate into a periodic chore with no substance of
reality. Attention is particularly to be paid to communication procedures during Exercises.
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The Master must ensure that each of the Officers is given the opportunity to take charge
during Exercises, bearing in mind the possibility of causalities in a real emergency.
All Emergency Exercises are to be recorded in deck and engine room logbooks.
During each fire drill, the Emergency fire pump is to be tried out to ensure that it is taking
proper suction and that the delivery pressure is sufficient.
In the event of actual emergency Officers must remember that their leadership and firm
conduct will, together with realistic training experience, be the best guard against panic,
injury or loss of life.
Officers directing an actual emergency operation in any part of the ship must keep the
bridge informed so that the Master is able to maintain an overall picture of the situation and
a co-ordinated action achieved.
10.4 Emergency Muster Bill
The Chief Officer is responsible to the Master for the preparation of the Emergency Muster
Bill, which must be revised when any crew change takes place and before the ship puts to
sea. A suitable number of the Emergency Muster Bills must be displayed throughout the
ship so that all Ship's Personnel can become familiar with them.
The Chief Officer must ensure that all newly joining personnel are made fully acquainted
with the requirements of the Emergency Muster Bill, the meaning of the various signals
which will be used in a local emergency and general emergency and the Boat Stations to
which they are assigned.
10.5 Emergency Signals
i. THE SIGNAL FOR ANY LOCAL EMERGENCY ONBOARD (FIRE, RESCUE, MAN
OVERBOARD ETC) WILL BE THE CONTINUOUS SOUNDING OF THE
EMERGENCY ALARMS ACCOMPANIED BY 4 (FOUR) LONG BLASTS ON THE
SHIP'S WHISTLE. This will be the signal for all Ship's Personnel to proceed to
their emergency stations as detailed on the Emergency Muster Bill.
ii. THE SIGNAL FOR GENERAL EMERGENCY, OR BOAT STATIONS, WILL BE 7

(SEVEN) OR MORE SHORT BLASTS FOLLOWED BY 1 (ONE) LONG BLAST
ON THE SHIP'S WHISTLE, REPEATED ON THE EMERGENCY ALARMS. This
will be the signal for all Ship's Personnel to proceed to their Boat Stations as
detailed on the Emergency Muster Bill.
iii. The order to abandon ship will be given only by the Master or Officer deputising for
him.
10.6 Fire Prevention
The greatest care must be exercised to prevent an outbreak of fire on board. All Officers
must be thoroughly conversant with the contents of the Safety Manual, which contains
precise and detailed instructions on fire prevention and fire fighting, including Exercises and
Training.
The Master must bring the attention of Officers and Ratings to the possible origins and
dangers of fire. Constant vigilance in all aspects of fire, from prevention to cure, will
minimise this real DANGER.
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Page -3-
Efficient fire patrols are to be maintained on board as required by Chapter 2 of the Safety
Manual. Particular care is to be exercised at times of high risk, e.g. during repairs and lay-
up periods.
Care is to be exercised in the handling of electrical appliances and lights to ensure that they
are of the required standard and that it is safe to use them. Appliances powered by ship's
supply are not to be left switched on and unattended.
10.7 Fire Precautions in Port
In port the Master must post notices of how to summon the Fire Brigade, together with such
other shore services, as he may consider necessary. One notice must be in a conspicuous
position in the accommodation.
In the event of fire in port the closest liaison between the ship and shore authorities is to be
maintained. Shore authorities and others may be unaware of the danger due to loss of
stability by the use of large quantities of water and are to be reminded of this where
necessary.
When welding or other "hot work" is to take place the precautions listed in the Safety
Manual are to be followed. Port regulations must also be complied with. All hot work
certificates are to be signed by the Master.
The Master must ensure that sufficient personnel remain onboard in port to form an
Emergency Squad as defined in Chapter 2.5 of the Safety Manual.
10.8 Smoking
The dangers of fire resulting from careless smoking must be appreciated fully by all ship's
personnel and the instructions on smoking followed. It is the duty of all Officers to explain
and enforce the instructions set out in the Safety Manual.
Smoking in bed is prohibited.
At sea smoking is permitted at the discretion of the Master and will be restricted to cabins,
mess rooms, wheelhouse and engine control room.
* For Danish flag vessels – please refer to additional restriction on smoking in Appendix 9 of
Tanker Operation Manual
In port or at cargo buoy moorings or during ship/ship, ship/barge operations, smoking will be
subject to Terminal or Harbour Regulations. In the absence of these, smoking will be
restricted to one designated room for Officers and one for Crew in the after part of the ship.
On no account will smoking or the carriage of matches be permitted anywhere on the open
decks, in pump rooms, store rooms or paint rooms. Lighters are forbidden on tankers.
Ashtrays on all vessels are to be of the approved “honeycomb” type.
10.9 CO2 / Halon Fire Extinguishing Installations
In compartments such as engine rooms fitted with CO2 /Halon systems, care is to be taken
to ensure that the audible alarm is working and that sufficient time is allowed for evacuation
before CO2 or Halon flooding.
All ship's personnel are to be familiar with the tone of the CO2/ Halon alarm and to
understand that immediately it sounds they are to evacuate the space with all speed.
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10.10 Breathing Apparatus

All Officers and all member of the Emergency Squad shall be capable of using the
breathing apparatus on board and shall be familiar with the stowage positions of the
equipment.
10.11 Fire Detection Systems

In ships fitted with these systems all Officers are to familiarise themselves with their
operation. Regular checks, as laid down by the manufacturers, are to be strictly carried out.
Vessels are to have a regular routine of checking the fire alarm sensors and call points. A
few sensors are to be checked every week so that the entire cycle is completed in the
stipulated period as stated in the Vessels PMS.
10.12 Maintenance of Safety & Lifesaving Equipment

All fire fighting, lifesaving and safety equipment onboard, including fire appliances and
alarms in the machinery spaces, should be regularly examined and maintained by an
Officer delegated by the Master (as per PMS/SMMS) to ensure that they are in good order
and readily available for use. When necessary a responsible Engineer Officer must be
detailed to assist the delegated officer during the maintenance of engine room fire
appliances and fire-main hydrants and isolating valves. The operation, uses and location of
the emergency fire pump and other emergency machinery and gear must be thoroughly
understood by all Officers. The emergency alarm must be tested at noon each day when
the vessel is at sea.
10.13 Lifeboats and Life-rafts

When lifeboat drill is held at sea, if weather and other circumstances permit, boats should
be swung out, davits, equipment, ladders, all standing rigging such as shackles, suspension
chains links, turnbuckles and life-rafts checked and lubricated as necessary and lifeboat
engines run and tested. Lifeboats are not be swung out when vessel is making way
through the water without the maintenance strop in place.
Detailed procedures are in place for lowering lifeboats and are available in SMS DVD
General Letter 16 & 17 in General Letters Safety Section. These procedures have to be
strictly complied with when lowering lifeboats
All lifeboats are to be lowered and manoeuvred in the water at intervals not exceeding 3
months and the engines run at full power both Ahead and Astern. When for any reason this
routine has not been possible, the Master is to inform the Company with the very valid
reason and find the best opportunity to lower lifeboats. Every opportunity should be taken to
practice this exercise when the ship is in sheltered waters.
At all times safety of personnel is to take precedence in considering the feasibility of

launching boats.
On vessel fitted with on-load release enclosed lifeboats, Master and all officers are to make
themselves thoroughly familiar with the release mechanism and instill confidence
among themselves and the Crew in handling such boats. There has been numerous
accidents with such boats due to crew unfamiliarity with the on-load release mechanisms.
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A lifeboat designated as an accident and emergency boat (rescue boat) must be kept ready
for immediate use. A special crew must be selected and trained for duty in the accident
boat, which must be under the charge of an experienced Deck Officer. This crew must
have regular practice musters and the boat should be launched into the water and used
whenever possible. The Master must ensure that appropriate arrangements are made for
the proper provisioning of lifeboats at all times. All lifeboat stores are to be kept fresh by
periodic replacement.
10.13.1 Free Fall Lifeboats
Free Fall lifeboats need additional precautions due to the nature of their launching
system. It is important that all protective covers and any obstructions in the boats way is
removed prior launch. The boats slings and rigging should be properly cleared prior
launch. All occupants should take their place and have their seat belts fastened prior
launching. Also, all doors and hatches are to be closed. The instructions given herein are
only for general guidance and vessel to follow the launching instructions given in the
lifeboat manual and in the launching instructions at the embarkation platform should be
strictly adhered to for safe and rapid launching of boat by free fall method.
Non inflatable Lifejackets are not to be worn when launching the free fall lifeboat as this
may cause injury to the person. Inflatable lifejackets can be worn during launching but
they should only be launched after the boat is waterborne.
During drills with free fall lifeboats, Simulated launching can be carried out if the boat is
not launched by free fall. Please refer to 3.21.1 in section 3 of Safety Manual for details.
10.13.2 Launching of Lifeboats
Most Lifeboat accidents have occurred during training drills. Vessels are not to lower
lifeboats when making way through water. Detailed Instructions on launching lifeboats
and on Maintenance of lifeboats have been given in SMS Documentation DVD, WSM –
GENERAL LETTERS “Safety Section” also provides useful reading on Lifeboats.
The assigned operating crew need not be onboard lifeboats during launching,
unless the Master, with the authority conferred to him by paragraph 5.5 of the ISM
code, considers this necessary after considering all the safety aspects.
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Rev.No. / Date : October 2008
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10.14 Security - Unauthorised Entry
The political climate in many parts of the world is such that acts of violence may be
committed at any time and in any place. The victims of these acts are not necessarily
connected with the reasons for them.
When the ship is in port or at anchor a watch must be kept against intruders from the shore
or from small craft.
Unauthorised persons must not be allowed on board and the Deck OOW must ensure that
he is aware of the identity of all persons boarding the ship
Particular vigilance is required at ports where there is a risk of stowaways and at ports
where illicit traders operate.
Refer to Ship security Plan (SSP) for detailed instructions and follow the procedures
detailed in the SSP.
10.15 Protective Clothing and Equipment
Persons engaged in any work, which involves risk to health, or injury should be provided
with protective clothing and equipment offering adequate protection against the hazards
involved.
10.16 Lighting
All parts of the vessel in which persons may be working or passing should be suitably and
effectively lit.
10.17 Guard Rails around Openings
Any opening, through which a person may fall, including open hatches, should be
adequately and securely fenced or otherwise guarded so as to prevent a person falling.
10.18 Means of Access
Proper access will be provided to the ship whilst alongside or at anchor. Safety nets are to
be rigged below gangways, brows etc.
10.19 Entry into Enclosed Spaces
The precautions listed in chapter 7 of the Safety Manual are to be followed.
10.20 Hot Work
Prior undertaking any hot work outside the designated space in the Engine Room
Workshop on board a tanker, WALLEM is to be informed and authorisation obtained. The
procedures listed in Chapter 11 of the Safety Manual are to be complied with when hot work
is undertaken.
All Hot work permits including those for Engine Room are to be approved and signed by the
Master after the Chief Engineer (or Chief Officer in cases of work outside the Engine Room)
has completed the necessary safety checks listed on the permit.
All Hot Work Permits along with the authorisation E-mail from the office (as applicable) are
to be filed as records on board and only sent to WALLEM when requested.
DECK PROCEDURES
Page -7-
10.21 Greasing & Lubrication Routines
The Chief Officer in consultation with the Chief Engineer will prepare the planned system for
greasing and lubrication of all machinery and equipment.
Many personal accidents have occurred while greasing winches and windlass. Toolbox
meeting is to be carried out prior greasing of winches/windlass. Sufficient number of skilled
personnel to be designated for the job and good communication and risk assessment to be
carried out prior greasing of windlass / winches.
10.22 Departure/Arrival and Safety Check Lists
Master to verify these checklists are completed as give in ship type specific operation
manual “Appendices” , Safety Manual and Bridge Procedures Manual.
10.23 Safety & Pollution Exercises
Master is to make sure that all ship personnel are well trained for all emergencies including
Pollution Prevention. Chief Officer is training and Safety Officer and will be guided by the
Master.
10.24 Check List for Various Emergencies
Checklists for various Emergencies are listed in the MCCM and all ship personnel are to be
well trained about their duties in these Emergencies. A blank set of these checklists are to
be maintained on the Bridge.
SECTION 11
ENGINE ROOM PROCEDURES Revised by : Marine Supdt (SID)
Page - 1 - Rev.No. / Date : Nov 2013
Section 11 ENGINE ROOM PROCEDURES
11.1 General Responsibilities
A high standard of cleanliness is to be maintained in the engine room and other machinery
spaces in order to reduce the risk of fire. Combustible materials such as oily rags and
waste must not be allowed to accumulate. It is particularly important to prevent any
accumulation of oil, which might constitute a fire hazard. The Engineer OOW must at
regular intervals inspect all accessible places in the engine room and report to the Chief
Engineer immediately any leakage of oil is discovered. Flammable stores, such as small
drums of oil and paint, must be stowed together in a safe, secure space.
Chemicals must be stored away from paints and lub oils and preferably kept in a well-
ventilated and secure locker. Proper handling instructions and Hazard notice to be
displayed prominently and appropriate personal protection be readily available.
Paints must be stored in the dedicated paint locker & away from chemicals & lubes and
never in the steering gear compartment. Working drums or pots must be, if necessary,
kept to a minimum for daily work & should be kept in a fire safe area of the E/R, preferably
in a compartment with a sprinkler system.
Engineers on joining the ship must take themselves familiar with all emergency procedures,
the layout of the machinery spaces, pipe lines, connections, escape hatches, watertight
doors, the location and operation of emergency engine and oil fuel cut-out switches etc and
with the positions and use of all extinguishing appliances and their controls.
Engineer Officers' attention is drawn to "Engine Room Instructions" which are to be

displayed in the engine room of all WALLEM ships and which supplement this Manual.
11.2 Chief Engineer's Standing Orders
Information for the Engineer OOW regarding the correct running conditions for machinery
would be in manufacturer’s manuals. These should show the normal operating
temperatures, pressures and other conditions for the various items of machinery in the ship,
as laid down by the maker, together with permissible variances. Chief Engineer’s standing
order should include the importance of taking action based on the latest Oil analysis
report, such as draining of F.O. tanks based on the analysis report. The Chief Engineer's
Standing Orders are to be displayed in the engine control room and must contain clear
instructions as to the circumstances in which he is to be called by the Engineer OOW.
11.3 Relieving Watchkeeping Engineers
The Engineer OOW should not hand over the watch to the relieving Engineer Officer if he
has any reason to believe that the latter is apparently under any disability which would
prevent him from carrying out his duties properly. The Engineer Officer relieved must not
leave the engine room until he is satisfied that his relief is fully acquainted with all
temperatures, pressures and other running conditions. The relieving Engineer Officer must
not take over the watch until he has read and signed any orders or instructions left by the
Chief Engineer.
SECTION 11
Page - 2 - Rev.No. / Date : Jan 2012
11.4 Engine Room Log Book
All Engineers are reminded that the engine room logbook is an important legal document,
which may be called for as evidence at Official Enquiries and other legal proceedings. It is
essential therefore that this is kept in a neat and orderly manner and that all entries be
strictly accurate; in the event of a wrong entry being made a thin line should be drawn
through it and the correction entered above or alongside. The Officer making it must initial
the correction.
The time of completing relevant CHECKLIST (see ship type specific operation manual
“Appendices”) is to be logged.
All relevant sections of logbooks must be completed. Engine room logbooks will be
periodically inspected by Company representatives.
The logbooks must be retained on board.
11.5 Engine Room Bilges
Engine Room bilges should be attended to regularly to prevent any risk of fire. Correct
interpretation of Marpol 73/78 is imperative before any bilges are transferred or pumped out.
Engine room bilges must be pumped into a IOPP Supplement A/B designated holding tank
and then pumped ashore or out to sea only after passing through an approved separator.
E.g. Bilges pumped overside through the separator, in a special area, can only be done if
there is an automatic stopping device fitted. Ref. Marpol / Annex.1 Reg. 10 (3)(b)(vi).
The 3 way valve must be periodically checked for correct operation.
Correct entries are to be made in the Oil record book. Ref. Marpol 73/78 Annex.1 Reg. 20
and Appendix III Part I.
Tankers should consider availability of slop tanks.
General Service / Ballast pumps in the engine room must NOT be used for
pumping bilges.
IN ALL CASES PRIOR PUMPING OVERBOARD, CHECK WITH THE BRIDGE
11.5.1 Oily Water Seperator(OWS)
WALLEM places the utmost importance on the proper operation of the OWS. OWS is
only to be operated under C/E’s direct supervision, only in daytime, after confirming from
the bridge that vessel is 50 miles away from the nearest coastline.
The OWS and Pipelines to be painted and maintained in a different colour to the rest of
the engine room equipment for easy recognition.
C/Eng taking over, must within one week of his joining, is to check that bilge pumping
arrangement is as per original line drawing.
OWS spares are to be maintained as critical spares in the PMS System and vessel
should have sufficient OWS spares at all times.
Please refer to section 11.15 for details on the sealing of the discharge section of the
OWS piping and the procedure to break the seals for maintenance or PSC inspection.
Engineer training should include familiarization in the operation and maintenance of the
OWS including the data logger of the equipment.
SECTION 11
ENGINE ROOM PROCEDURES Checked by : Director (Marine)
MANUAL- PART I
11.6 Main Machinery

The responsibility for preparing the main engine for sea or standby is held by the Chief
Engineer.
The Chief Engineer is to see that a checklist suitable to the type of installation is completed
and prominently displayed in the engine control room.
Regardless of whether other personnel are involved in preparation and testing of systems a
designated Engineer must ensure that all procedures are correctly implemented and report
to the Chief Engineer that the main machinery is ready in the standby condition. He will
then make an entry to this effect in the engine room logbook, and inform the Duty Officer or
the Master.
11.7 High Pressure Fuel Pipes

It is the Chief Engineer's responsibility to see that all oil pressure pipes and fuel oil pipes
and fittings are inspected regularly to ensure that any leak, which could cause a fire,
contamination or give rise to a hazard is detected at an early stage and then rectified.
11.8 Boilers
Boilers are to receive the close attention of the engine room staff and boiler treatment
procedures are to be carried out according to instructions issued by the Chief Engineer.
Where boiler level sight glasses are fitted they should always be maintained in a fully
operable condition and tested daily.
11.9 Unattended Machinery Spaces (UMS)

Under UMS conditions, the standby Engineer Officer must be called immediately when the
engines are put on "Standby" or any alteration in speed is anticipated.
The engine control room is to be manned during all manoeuvring operations.
When operating under UMS conditions the bridge must be informed when all personnel are
clear of the engine room and it must be ensured that "Dead Man's Alarm" is deactivated.
Where such alarm is not fitted other suitable procedure must be established.
The UMS checklist from Type specific manual is to be carried out prior to exiting the engine
room .
Normal U.M.S. Machinery Space Alarm when Engine Room Unmanned.
When an alarm is received with the vessel in UMS condition in the accommodation area, the
Duty engineer would inform the Bridge that he is proceeding to the Engine room. Once in the
Engine room, the Dead Man alarm is to be activated if he needs to go outside the ECR. On
returning to the ECR, the deadman alarm is to be deactivated after informing the Bridge. He will
inform the Bridge again on leaving the engine room.
If no Dead Man alarm is ftted, a system must be established to ensure that the OOW on the
bridge is made aware that a single person entry is made into the engine room during UMS
period, prior entering engine room. Contact with the bridge to be maintained at predermined
interval not exceeding 20 Mins. If such reporting telephone call is overdue, the officer on the
bridge should inform the Chief or Second Engineer who will investigate the reason. Ships with
Dead man alarm should set the alarm for 20 minutes.
11.10 Main Engine Defects
If the Engineer OOW considers it necessary to stop or to slow the main engine when
underway he must advise the Deck OOW and the Chief Engineer immediately. The latter
must advise the Master of the cause and probable duration of the stoppage. Whenever
possible the bridge and the Chief Engineer should be consulted before stopping or slowing
the main engine, to enable the Deck OOW to take the necessary precautions for the
SECTION 11
MANUAL- PART I
navigational safety of the ship.
11.11 Overhauling Machinery
Repairs aboard requiring shore workshop assistance may be carried out only if they are
absolutely essential. When such repairs are necessary the Master may make
arrangements only after first obtaining Company permission, except in an emergency.
The routine cleaning and survey of boilers, engines and auxiliary machinery is to be carried
out by the ship's engine room staff. The Chief Engineer is to consult the Master before any
major work of this nature is undertaken. Advantage is to be taken of every opportunity in
port, subject to port regulations, to open up, overhaul and survey machinery and boilers. A
good risk assessment needs to be carried out prior to overhauling in Port.
Engineer Officers are to understand that early attention to faults in boilers and machinery
may prevent damage and consequential expensive repairs, disruption of the ship's
programme and claims against the ship.
11.12 Standby Procedures
Attention is drawn to section I in the Bridge Procedures Manual on standby procedures for
engine manoeuvres and these must be observed.
When the order to "Standby Engines" is received from the bridge, members of the engine
department must attend at their stations immediately.
The engine room clock is to be synchronised with the bridge clock at noon each day and
also before manoeuvring the main engine.
.
11.13 Air Pollution
Please refer to requirements of MARPOL Annex VI on Air pollution and comply.
11.14 Sewage
Please refer to Regulations for the Prevention of Pollution by Sewage from Ships, Annex IV
of MARPOL 73/78 and comply.
11.15 Seals on OWS Discharge Pipe & Bilge valves
The Bolts on the flanges of the discharge pipe of the OWS have been sealed with
numbered seals on all ships. A hole of 6 mm diameter has been drilled in the
protruding part of the bolt for each of the diametrically opposite bolt on the relevant
flanges and seal inserted in the hole. The seal numbers are entered in the “OWS seal
certificate” in the certificate section of the SMMS. Similarly, the bilge valves to the Fire
and G.S. Pumps are to be sealed.
The opening of any flange would require the seals to be broken. When any of the seals
are required to be broken for maintenance purposes, prior approval from the office is to
be obtained. If the Seals require to be broken for inspection of discharge section of OWS
by PSC inspectors, the Chief engineer is to call office on phone to obtain approval and
follow this up in due time by E-mail. The seals are not to be removed unless
authorised by the office.
Once the pipes has been fitted back after maintenance or PSC inspection, new seals are
to be fitted in place, office to be informed by email giving the new seal numbers and the
OWS certificate details in the SMMS to be amended to reflect the new seal numbers in
use along with the date.
SECTION 11
ENGINE ROOM PROCEDURES Checked by : Director (Marine)
MANUAL- PART I
C/Eng on joining would check the seal number on the flange bolt with the numbers in the
SMMS. Any discrepancy is to be immediately reported to the office.
11.16 Manning of the Engine room
Even in a UMS ship, there are various circumstances when it will be necessary to man
the engine room.
The Engine room should always be manned once Engines are on Standby and ready for
Manoeuvring when approaching Port or departing ports at any other time when Standby
engines are given.
In Addition, It is therefore necessary to man the Engine room in the following

circumstances:
(i) At All times when required by the Master

(ii) At all times when vessel is manoeuvring under pilotage or otherwise.
(ii) Areas of Heavy Traffic like Singapore Straits, Dover Strait, Gibraltar Strait., etc
(iv) Congested Waters with fishing Traffic like Taiwan Strait and areas around China,
Korea and Japan with heavy fishing traffic.
(v) Poor Visibility
(vi) When wind force greater than BF 8 (35 Knots) weather at sea, anchor
or berth.
(vii) At the discretion of the Chief Engineer
The Engine room should always be manned in pilotage water, so that there is always
an engineer available in the event of an emergency.
11.17 Engine Room Levels

(!) The Engine room levels are mentioned in the Bridge Procedure Manual.
SECTION 11
MANUAL- PART I
11.18 Control of all portable pipes
Flexible portable pipes are required on board for the portable pump (Wilden) or for
transferring lube oil from drums and fresh water transfer pipes, etc.
Following measures to be followed for control of portable pipes on board:
1. All portable pipes are to have their use/function purpose painted on them.
2. All portable pipes are to be kept in a locker which is locked and key kept with
C/O and Master.
3. A note book to be available in the locker in which is recorded who has taken out
a pipe(s) on what date and time and for what purpose, and the date and time
when it is returned.
4. Inventory of portable pipes to be on the door.
5. To have this working smoothly and ensuring no one is unnecessarily implicated
in any wrong doing, the process must be carefully controlled by C/O and 2/E.
6. Superintendents and Auditors will check this locker and compliance of
procedures.
7. The reason for any use of portable pipe should be explained to all crew members
involved with the operation.
11.19 Hazards of Common Cooling Systems
Vessels fitted with Common cooling systems for Main and auxiliary engines are exposed
to the following hazards:
1. If any leaks in the cooling water system cannot be controlled, it may result in
loosing the entire cooling water.
2. This will result in rapid rise of Main Engine and Auxiliary engine temperatures and
hence loss of propulsuion and black out.
3. Loss of chemicals used for treating the cooling water.
4. Result in filling up of engine room bilges.
The Engineer officer is to be well versed with the cooling system arrangements and the
measures to take in an event of any leaks developing in the system. Isolation valves to
be well maintained to ensure integrity and operational funcationality at all times.
Extra precautions to be in place and due regard to be given for cases where as per the
original ship design the isolation valves are not provided to isolate individual units or Main
Engine from Auxiliary engines.
SECTION 12
CARGO OPERATION Revised by : Marine Supdt (SID)
PROCEDURES Rev.No. / Date : Jan 2012
MANUAL- PART I
SECTION 12 CARGO OPERATION PROCEDURES
12.1 General
In the event of any conflict of interests between the Charterers and the Owners, WALLEM
must be consulted.
Always refer to WSM’s SMS DVD for general guidance on cargo matters.
Bulk carriers and Tankers are to check the appendix of their ship specific manual where
“Guidance on performance of voyage with utmost dipatch’ provides detailed notes
12.2 Care for Cargo
The Master and Deck Officers are responsible for all cargoes carried in the ship. This
entails their correct receipt, stowage, and care in carriage and discharge. In this respect all
available cargo information obtained from Charterers and/or shippers and used. Should
information be scanty WALLEM must be consulted.
Master or Chief officer should not hesitate in seeking advise from charterers or Wallem
Office if they do not have experience in handling or Loading/Discharging of nominated
cargo.
12.3 Supervision when working Cargo & Shipkeeping in Port
A deck Officer is to be on duty at all times when cargo is being worked.

The Duty Deck Officer is to ensure that Port Regulations, especially those referring to the
safety of the ship, are complied with and he is to arrange for rounds of inspection to ensure
that all emergency equipment is ready for instant use. In port the Deck Officer is to be
supported by an adequate number of Ratings for cargo work.
The Duty Engineer Officer is to ensure that ship's services are fully operational, machinery
is operating safely and pollution regulations are being complied with. Fire fighting
equipment must be maintained in a constant state of readiness and this should be verified
during machinery space rounds of inspection.
At all times there must be an adequate number of officers and ratings onboard to maintain
the vessels security and safety, taking into account all circumstances. This is construed to
be sufficient personnel to form an Emergency Squad as defined in Chapter2.5 of Safety
Manual.
A Port/Cargo logbook is to be maintained by the Chief Officer and duly completed by
the OOW. The time of completing a relevant checklist is to be recorded in this log. This log
is to be used for any standing orders or other instructions in respect to cargo operations.
12.4 Charter Parties
When the ship is on charter, the Master is to be conversant with the terms and conditions of
the charter party and must ensure that such conditions are met. He is to ensure that Notice
of Readiness (NOR) is tendered to charters or their representative as soon as possible after
the vessel has arrived and he is satisfied that his ship is ready to receive or discharge cargo.
This may often require that the NOR is passed by telex to the charterer's agents on arrival.
12.5 Cargo Documentation
All cargo documents applicable to a voyage or time charter are to be filed onboard and be
readily available.
12.6 Delivery/Re-delivery Survey Reports
Whenever a survey of the ship's conditions undertaken for the purpose of time charter
delivery or redelivery the Master is actively to participate to ensure that the surveyor
accurately record the vessel's condition as well as the bunker quantities.
SECTION 12
MANUAL- PART I
12.7 Bills of Lading
The Master is to be conversant with all bills of lading and the terms and conditions thereof.
He is to ensure that he is in possession of copies of bills of lading covering the current
voyage. He is not to sign bills of lading endorsed "Freight Prepaid" without confirmation
from the shipowners that it is in order to do so. In no circumstances should the Master sign
pre-dated bills of lading.
When loading bulk cargoes it is essential that the ship's figure is carefully calculated, taking
into account ullage and temperatures for liquids, or by draft survey for bulk solids.
If the difference between ship and shore figures differs by any amount a formal Protest
should be noted and full details advised to shipowners and WALLEM.
For various reasons original bills of lading may not be available for presentation to the ship
when the ship arrives at the discharge port. No cargo is to be discharged unless either the
cargo receivers present the original bills of lading to the Master, or advice has been
received from shipowners that a suitable indemnity has been obtained. Due to the increase
in frauds associated with the transfer of ownership of bulk cargoes, especially oil cargoes,
this rule is to be strictly enforced, even though delays may be incurred. In order to minimise
these delays the Master should contact cargo receivers before arrival and advise them that
original bills of lading are essential before discharge commences. These must be
personally received by the Master before discharge commences, unless, as above, he has
been advised by shipowners that a suitable indemnity have been obtained.
Guidance on Bill of lading is available in GARD booklet on Bill of lading, which is available
on board in soft copy.
Master’s are to ensure that the correct date is claused on the Bill of Lading prior to signing
the bill of lading. Master’s to also ensure that all instructions in the voyage orders with
respect to the bill of lading are complied with. If voyage order mentions that charterers
approval is required prior signing the bill of lading, this must be obtained in writing prior to
signing the bill of lading.
12.8 Mate's Receipts
Except where the practice of the trade requires otherwise, Mate's Receipts are to be
granted for all cargo shipped and care is to be taken to ensure that they accurately record
the quantity and apparent condition of the cargo on shipment. They are to be checked, as
far as practicable, and signed by the Chief Officer for receipt of cargo onboard.
If the cargo loaded is in a damaged or sub-standard condition, the Mate's Receipt is to be

claused with a factual statement about the damage or shortcomings; it is not to be claused
with any statements concerning the responsibility of the ship or the shipowners.
12.9 Clean Bills of Lading
Clean bills of lading are only to be signed for cargo shipped aboard in "Apparent Good
Order and Condition" if this is in fact the case.
If the cargo is not in such a condition the Bill of Lading must be claused to reflect the true
condition of the cargo.
In such circumstances the Master may be requested by Shippers/Agents/Charterers to

accept a letter indemnifying the Master/Owners from any/all consequences of signing a
clean Bill of lading for cargo which is not "clean". The Master is at all times to reject such a
request and report the circumstances to the shipowners and WALLEM immediately.
SECTION 12
PROCEDURES Rev.No. / Date : Jun 2007
MANUAL- PART I
12.10 Cargo Plans and Stability

Complete cargo plans, stress records and trim and stability conditions are to be filled
onboard for future reference in the event of damage, cargo claims etc.
12.11 Advice of Dead-weight and space available

The Master is responsible for furnishing accurate information as to the dead weight and
space available in the vessel for cargo. It is the Chief Officer's duty to undertake the
detailed calculations in this respect.
Holds, tanks and bilges are to be thoroughly cleaned out whenever necessary.
12.12 Inspections of Bilges and Hold Piping

The bilges and rose boxes are to be inspected by a Deck Officer and Engineer Officer for
cleanliness on each occasion before loading. They are to carry out a pumping test to
ensure that the system is in good working order. This inspection is to include the
examination and testing of all non-return valves in bilge pumping systems, steelwork,
scupper pipes, sounding pipes, air and filling pipes and lines passing through the
compartment.
The results of these examinations are to be recorded in the deck logbook by the Officer
making them.
12.13 Distribution of Cargo

Care is to the exercised in arranging stowage to ensure, as far as practicable, a longitudinal
distribution of cargo in order to avoid stresses and strains which might cause structural
damage to the ship, particularly in heavy weather. The maximum values stipulated by
Class must be complied with at all stages of the voyage.
The Master is to verify loading condition stress and stability calculations.
Additionally, Masters are to ensure that their ships are not loaded in such a way as to
increase other stresses either transverse or torsional, or to subject them to internal forces
such as free surface effect. All precautions are to be taken to prevent shifting of cargo in
heavy weather.
12.14 Slack Holds
Cargo holds used for heavy weather ballast must be filled to 98% volume with ballast water
to avoid "sloshing" when sailing form a port and during the voyage any decrease in
“Percentage Fill” to be made up. If it is necessary to pump hold ballast, either out or in,
when at sea this will only be done in smooth sea conditions and in the shortest possible
time.
Procedures for Mid-Ocean ballast change when required to comply with particular trading
areas’ environmental/ecological regulations are detailed in Ballast water exchange manual.
12.15 Ventilation
Particular attention is to be given to the correct ventilation of different types of cargo in the
context of atmospheric conditions and the type of cargo carried. ( Request
Charterers/WALLEM if information is required).Ventilators to cargo spaces are to be
attended to, for rain, for water on deck and/or shift of wind. When any exposed deck
ventilator is liable to damage in heavy weather it is to be closed and properly secured.
Appropriate entries are to be made in the deck logbook covering the foregoing events and
on each occasion when hatches are opened for ventilation and when they are again closed.
SECTION 12
MANUAL- PART I
12.16 Naked Lights and Smoking in Holds
The use of naked lights or smoking is strictly forbidden in holds or in the vicinity of the
hatches.
12.17 Hold Accesses
Every endeavour is to be made to avoid accidents, and persons must be prevented from
entering or leaving the holds whilst cargo is being worked.
Ladders are to be examined frequently for any damage which may have occurred during
the course of cargo working and any damage found is to be repaired as soon as possible.
During the interim period between discovery and repair a notice is to be displayed warning
personnel that the ladder is damaged.
12.18 Mast Rigging and Cargo Gear
(i) All cargo gear is to be maintained in good working order and examined as required
by Class and by Government Regulations. Special attention is to be paid to masts,
derrick posts, derricks and standing rigging in respect of defects and corrosion and
the appropriate steps are to be taken to correct of repair such faults. During cargo
operations a strict watch is to be maintained on the cargo gear by the Deck OOW.
(ii) Statutory examinations of all cargo gear and associated equipment are to be
carried out in accordance with the requirements of the Flag State.
(iii) An annual examination of cargo gear is to be undertaken by the Ship's Company

under the direction of the Chief Officer and Chief Engineer in accordance with flag
state requirements. If as a result of this examination any defective equipment is
found it is not to be used until it has been repaired and tested. The Chief Officer is
to ensure that any equipment repaired and re-tested is duly certified on the
appropriate form.
(iv) The four/five yearly examination is to be undertaken by vessels classification

society. The Chief Officer is to follow this examination very closely and check that
all certificates are in order after completion of the class inspection.
12.19 Damage caused during Cargo Operations
If damage or loss is sustained to the ship or its structure the Master is to ensure, as far,
as is practicable, that written acknowledgement is obtained from the responsible party.
At the time of the occurrence a Damage Report is to be made by the Master and
countersigned by those responsible for the damage, a copy of which is to be sent to
WALLEM. In all circumstances of damage, a copy of which is to be sent to WALLEM. In
all circumstances of damage the Master is to refer to the "Stevedore Damage Clause"
contained in the Charter Party and act strictly in accordance with its terms. All damage is
to be reported to WALLEM immediately and steps taken to arrange survey and repair,
with notification to the local P&I representative if deemed necessary and after
consultation with WALLEM.
SECTION 12
MANUAL- PART I
The following documentation should be forwarded to WALLEM as soon as possible:
Sea Protest
Deck Log Abstract
Damage Report (supported by diagrams)
Copy Bills of Lading
Copy Manifest
Stowage Plan
Polaroid or other photographs of the damage
12.20 Damage to or Shortage of Cargo
Any major shortage of or damage to cargo is to be reported to WALLEM. In the case of

damage the report is to include information as to the actual or probable cause in order
that ship's responsibility may be examined. P&I Club surveyors may need to be
instructed by the Master.
When operating under time or voyage charter the Master is to furnish WALLEM with all
necessary information to deal with any claim for loss or damage for which the ship may
be held responsible under the terms of the charter. Accurate and complete
documentation and ship's figures are essential to counter such claims.
When loading bulk liquids the out-turn quantity is to be checked against the bill of lading
figure and any difference notified to Charterers/WALLEM immediately.
12.21 Use of Inert Gas - Tankers
WALLEM places the highest degree of importance on the continuous availability of inert
gas in tankers and on its correct use. Cargo tanks and slop tanks are to be kept properly
inert at all times except when required to be gas free for entry or for dry-dock. Inert Gas
Safety Procedures as detailed in the Safety Manual and ISGOTT must be complied with.
The maintenance of the Inert gas system is to be carried out as per the schedule in the
SMMS.
Inert Gas must be used for all crude and black cargoes including fuel oils.
When carrying white oil cargoes please be guided by Charterers and Owners'
requirements, however if in doubt contact WALLEM.
12.22 Emergency internal transfer of cargo
On tankers when the situation demands internal transfer of cargo, the complete plan for
this operation is to be informed to WALLEM who in turn will ask the Master to inform the
Charterers directly or do so themselves. The procedures for internal transfer of cargo for
mitigating oil spills should be contained in the Ship Type Specific Operation Manual.
SECTION 12
CARGO OPERATION Checked by : Director (Marine)
PROCEDURES Rev. Date : Jun 2016
MANUAL- PART I
12.23 Guidance Manuals
For Tanker Operations, please refer to WALLEM Tanker Operations Manual and ISGOTT
(International Safety Guide for Tankers & Terminals) for guidelines on safe operations.
Also WALLEM Pumping Manual is provided to each vessel. For Cargo
Loading/Discharging and COW Planning use Form D25.
Bulk Carrier operations, please refer to WALLEM Bulk Carrier Manual, Bulk Carrier
Guidance Notes, and Nautical Institute book “Bulk Carrier Practice”
Reefer vessel, Please refer to WALLEM Reefer Manual.
When loading of steel cargo is anticipated, Fleet Cell must be informed, along with loading
port, date, agent's details etc. Pre-loading survey for steel cargoes will then be arranged.
Please refer to carriage of Steel Cargoes, (loss prevention guide)
The Cargo Securing Manual (CSM), which is a class approved manual, stipulates minimum
criteria for securing and lashing of cargo and maintenance of securing material. This CSM
should be always referred to for guidance and used as a tool with stevedores / Charterers to
ensure that the proper securing of cargo is accomplished.
12.24 Weather Monitoring in Port.
Weather including tide (it’s strength and /or change of direction) must be diligently
monitored in port, when at anchor or at berth and regularly logged. Depending on the
watch system on board the weather must be recorded at the change of watch and more
frequently if weather is a cause for concern.
Cargo operations should be stopped in time and hatches closed. On tankers the weather
parameters for stoppage of cargo operations and disconnecting hoses must be
established, with the terminal, prior commencement of cargo operations and complied
with accordingly when needed.
In case where the tide/current is making it impossible to keep the vessel alongside safely,
the cargo operation must be stopped in good time to prevent any damage to the ship, or
shore installation. A decision has to be taken, whether tugs are to be employed to keep
the vessel alongside; if this is the case then the berth could be termed “ unsafe” and all
extra cost to be noted for Charterers account and protest lodged immediately.
When at anchor or berth a storm (cyclone, typhoon etc.) warning is received, steps are to
be taken to proceed to sea immediately to ride out the storm. Charterers/WALLEM are to
be consulted if time is available. Should time or pilotage constraints prevail; all possible
additional mooring lines are to be put out, vessel battened down & secured for heavy
weather, main engines on stand by, and crew at stations and Charterers /WALLEM
informed.
SECTION 13
DRUGS & ALCOHOL Checked by : Director (Marine)
MANUAL- PART I
(!) SECTION 13 COMPANY POLICY ON DRUGS & ALCOHOL
13.1 COMPANY POLICY
13.1.1 It is company policy that, with some exceptions, only beer is to be carried onboard in the ship’s
Bonded store. “Hard” liquor, for any reason whatsoever, is NOT allowed onboard on any of the
company’s vessels.
• The exceptions referred to in paragraph 1.1 are those ships which fly the flag of a country
whose laws prohibit the consumption of alcohol; Saudi Arabia, Kuwait and Libya, for example,
although there are several others.
• Exceptions are also where vessel’s Owners or trading area do not permit any alcohol on
board vessel.
13.1.2 Carriage or consumption of drugs not obtained by prescription from a doctor or from the ship’s
medical chest through the Master is an offence. Wallem shall actively co-operate with any
Government or Government Agency investigation for drug abuse on managed vessel.
13.1.3 Misuse of legitimate drugs, or the use, possession, distribution or sale of illicit or unprescribed
drugs onboard ships is prohibited and any seafarer found in breach of this will be subject to
immediate dismissal.
13.1.4 All seagoing staff are required to undertake appropriate blood or urine tests to test for usage of
drugs and alcohol abuse as part of pre-employment medical.
13.1.5 All seagoing staff may be asked to submit to undergo unannounced, random testing and
screening for usage of banned substances in clause 1.6 and for alcohol. The personnel will be
tested for alcohol and drug usage at least once a year. Over and above, any seafarer shall be
required to undergo further tests if requested by Charterers, Owners or Port Authorities.
Unannounced alcohol test is carried out every month by the Master and alteast once a year from
the office,
• If the vessel is involved in an accident which is likely to become a Cat I accident or a ,serious
marine incident (SMI) in the United states, post incident testing will be carried out:
o All mariners and marine employees involved in the casualty or incident are to be tested
for Alcohol use within two (2) hours of the incident/occurrence.
o All mariners and marine employees involved in the casualty or incident are to be tested
for Drugs within 32 hours of the incident/occurrence.
• To comply with post incident testing, all vessels are supplied with test kits for collecting urine
sample. The urine samples can then be sent to the testing service provider by courier. Where
possible, Wallem shall arrange a D & A testing provider to attend on board for post incident
testing.
13.1.6 The list of banned substances will include, but not be limited to, marijuana, cocaine, opiates,
phencyclidine (PCP) and amphetamines.
13.2 BASIC GUIDELINES ON CONSUMTION OF ALCOHOL
13.2.1 Officers and watch keeping ratings will not consume any alcoholic beverages 4 hours
immediately preceding their watch standing-duty.
13.2.2 No alcoholic beverages are to be served on the dining table during meal hours.
SECTION 13
MANUAL- PART I
13.2.3 Any consumption of Alcohol by the persons on board shall not result in blood alcohol concentration
(BAC) of more than 0.04% by weight at any time, by an individual. It is reiterated that alcoholic
beverages available to onboard personnel will be limited to beer only.
13.2.4 BAC of 0.04% means 40 milligrams of alcohol in 100 millilitres of blood
13.2.5 Standard beer can or bottle would be 12 Oz / 330 ml
Table 1 : Table of Alcohol content ( http://celtickane.com/projects/blood-alcohol-content-bac-calculator/)
Type of Beer Volume Alcohol content units Issue of case Consumption limitation Consumption
(24 can) (Any 24 hours)* limitation
(1 hour)
Extra 12 Oz / 330 ml >4.0% <6.0% 2.5 Every 3 weeks 1 standard can 1 standard can
Strength
Ordinary 12 Oz / 330 ml >1.0% <4.0% 1.0 Every 2 weeks 3 standard cans 2 standard
Strength cans
Low 12 Oz / 330 ml >0.05% <1.0% 0.5 Every week 6 standard cans 3 standard
Strength cans
• Any 24 Hour means 24 hours period but seafarer must allow for 12 hours before the consumption on next day
• Consumption of beer can shall be over a minimum period of 20 minutes each
13.3 GUIDELINES GOVERNING THE SALE & CONSUMPTION OF ALCOHOL ONBOARD WSM
MANAGED VESSELS
13.3.1 Each Seafarer is individually responsible to ensure that he complies with the established alcohol
consumption levels.
13.3.2 Master and departmental heads shall ensure that all seafarers are fully conversant with the
requirements of the procedure, implement the control procedure and report any non-compliance.
13.4 GENERAL RULES AND LIMITATIONS ON PURCHASE / POSSESSION OF ALCOHOL
13.4.1 No alcoholic beverages shall be purchased ashore and brought onboard by individuals.
13.4.2 All beer shall only be purchased through the ship’s slop chest.
13.4.3 Sale of beer will be as per Table 1 : Table of Alcohol content. Chief Cook/PCO or seafarer
nominated by Master will maintain an issue log for all the staff.
13.4.4 Seafarer shall NOT purchase the second case without having consumed the previous case.
13.4.5 The Company prohibits the consumption of hard spirits; staff are not to be in possession of wine,
whisky, brandy, gin, vodka, rum or other hard spirits at any time. Crewmember found to be in
possession of hard spirits/liquor could be dismissed with all associated expenses for his repatriation
to his personal wage.
13.4.6 Seafarers are required to exercise restraint during consumption of alcoholic beverages ashore.
Seafarers to comply with BAC levels stated in the policy, whether on board or ashore.
13.4.7 Any crewmember who exhibits signs of impairment shall not be allowed to stand duty. A test shall be
carried out (using the test equipment/kit supplied) to measure the content of alcohol in the
crewmember’s blood. An official log entry is to be made of each such incidence and reported to the
Company.
13.4.8 If the officer or rating being relieved has reason to believe that his reliever has alcohol impairment
then he will report such cases to Master who will subject the officer/rating to alcohol test. If found
impaired a substitute watchkeeper will be arranged. The matter is to be recorded in the official
logbook and incident reported to Company.
SECTION 13
MANUAL- PART I
13.4.9 No alcoholic beverages for onboard consumption are to be offered to personnel visiting the vessel,
for business or otherwise. Only beer may be kept in the vessel’s bonded store, for use by the Master
as gratuities for shore personnel. It is reiterated that consumption/carriage of hard liquor/spirits is
forbidden on board the company’s vessel.
13.4.10 No issue of alcoholic beverages is to be made from 24 hours prior arrival load/discharge port until
vessel departs from coastal waters or territorial limits of the country.
13.5 CONTROL & MONITORING PROCEDURES
13.5.1 Seafarers will self certify their consumption as per the standard form where details of consumption
and issue for individual seafarer is maintained. The safety officer will review the consumption at the
end of each month against the issue of beer
• This record is to be made available to Superintendents or other office staff during visits. The
issue & consumption log shall be discussed in the monthly safety meeting and mentioned in
the Safety meeting which is sent to the office for review.
13.5.2 Seafarer shall NOT purchase and resell or gift the alcoholic beverages to other seafarers.
13.5.3 During the weekly Master’s inspection, the senior officers would ensure that seafarers are not
storing up beer cans. If any person is found infringing the guidelines, then explanation is to be
sought and disciplinary warning to be issued. Additionally, if the Master finds hard liquor in the
possession of the crewmember, the same is to be reported to the Fleet Cell. Fleet Cell will inform
the Management team for further action.
13.5.4 Entries in the official logbook are to be made recording any infringement of these guidelines on
either alcohol impairment. Copies of these logbook entries are to be sent to the office for records
and advice on further action to be taken.
13.5.5 All seafarers on board shall be randomly tested for alcohol abuse each calendar month. Appropriate
entry being made in the “Drug and Alcohol Testing Record (DE32)”. Staffs are also to comply with
“Reasonable Cause Testing” requirements, where any seagoing staff on board may be asked to
submit to a test for Drugs and / or Alcohol in the event the Master or another individual feels that the
crew member is exhibiting signs of Drug or Alcohol abuse.
• Company may message the Master to test specific persons on board for alcohol abuse and
require results back within 2 hours. Test conducted under such condition to be witnessed by
2 Officers.
• Should a crewmember be asked by the Master or Company official or an authorized sample
collector, to be tested for drug or alcohol abuse, or to provide a sample and refuses to do so;
then such act will automatically be taken as a positive result and the crewmember will face
disciplinary action.
• Should a crewmember be on medication at time of an unannounced random test or sample
procedure, he must provide the sample collector with details of such medication to prevent
false positive results.
13.6 EQUIPMENT
13.6.1 The Master must ensure the following: -

USCG approved Alcolmeter is onboard, is in working condition and shall be calibrated as per
manufacturers guidelines.
13.6.2 The approved drug testing collection kit is onboard and it should be able to collect 10 urine samples.
13.6.3 If any of the above two items are not onboard the company should be advised immediately so that
the same may be supplied to the vessel
SECTION 13
MANUAL- PART I
13.7 ACCIDENT CATEGORY
13.7.1 The approved drug testing collection kit is onboard and it should be able to collect 10 urine samples.
13.7.2 If any of the above two items are not onboard the company should be advised immediately so that
the same may be supplied to the vessel
13.7.3 Category I Accidents are fatality or damages with implication greater than 150,000 USD or Major Oil
spill or Gas Release (Major spill is a spill above 1 barrel, 42 US gallons or 159 litres)
13.7.4 Definition of an SMI as per the USCG is as follows :
Serious Marine Incident : A reportable marine casualty that results in the death of a crewmember,
passenger or other person, or an injury that requires professional medical treatment beyond first aid,
and renders the individual unfit to perform routine vessel duties, damage to property in excess of
$100,000, or a discharge of 10,000 gallons or more of oil (or a reportable quantify of a hazardous
substance), into the navigable waters of the U.S. . Casualty reports of crewmember or passenger
injuries that are not in conjunction with any other criteria of a serious marine incident or major
marine casualty will not be considered;
Major Marine Casualty : A reportable marine casualty that results in the death of at least 6
crewmembers, or damage to property in excess of $500,000;
13.8 PREVENTION OF DRUG TRAFFICKING
13.8.1 During inspections of the vessel, the Master and other Senior Officers are to be aware of the
possibility of the ship being used for the smuggling of drugs, particularly when trading in known high
risk regions. He is to ensure that Customs Officers are accompanied on any inspection of the ship. It
is the Master's responsibility to see that stringent security measures are taken in port, particularly at
the ship's gangway, to prevent drugs being brought onboard. Please refer to SMS
13.8.2 Documentation DVD, WSM – GENERAL LETTERS “Safety Section” for detailed information on
measures to prevent crew involvement in drug smuggling. Should illegal drugs or substances be
discovered onboard, the Master should: -
• Guard the location b) Avoid handling the substance c) Have photographs taken d) Record
details of the discovery in the deck logbook e) Search similar locations f) Write a detailed
report g) Inform WSM in HONG KONG h) Cancel shore leave until interviews are completed
with the appropriate authority in the port of arrival. i) Drugs found whilst the vessel is in port
should be made secure by the Master and reported to the Customs Authority.
• WALLEM is signatory to the “Sea Carrier Initiative Agreement” detailed in SBM Part 2
Vessels are to weld a iron rod grid (standard grating would suffix) at rudder stock opening
with sufficient clearance around rudder stock to prevent transom space being used for
concealing drugs or by stowaway. Please refer to SMS Documentation DVD, WSM –
GENERAL LETTERS “Safety Section” for details on preventive measures against drug
trafficking.
13.9 DISCOVERY OF DRUGS ONBOARD
13.9.1 Seek directions from WALLEM whenever drugs or suspected drugs are found onboard.
13.10 REFERENCE OCIMF – GUIDELINES FOR THE CONTROL OF DRUGS AND ALCOHOL
ONBOARD SHIP
Recognising the potentially serious impact of marine incidents, the Oil Companies International
Marine Forum (OCIMF), and the marine industry in general, have over the years developed
guidance aimed at encouraging safe ship operation and protection of the environment. Whilst
tanker companies have generally operated with strict policies related to drug and alcohol use
SECTION 13
MANUAL- PART I
onboard their ships, OCIMF considers it timely that the industry as a whole reassesses the
control of drugs and alcohol on board ships.
OCIMF recommends that shipping companies should have a clearly written policy on drug and
alcohol abuse that is easily understood by seafarers as well as shore-based staff. In order to
enforce their policy, companies should have rules of conduct and controls in place, with the
objective that no seafarer will navigate a ship or operate its onboard equipment whilst impaired by
drugs or alcohol. It is recommended that seafarers be subject to testing and screening for drugs
and alcohol abuse by means of a combined programme of un-announced testing and routine
medical examination. The frequency of this un-announced testing should be sufficient so as to
serve as an effective deterrent to such abuse.
The misuse of legitimate drugs, or the use, possession, distribution or sale of illicit or
unprescribed controlled drugs on board ship cannot be condoned and should be prohibited. In
addition, any use of a prescribed controlled drug which causes, or contributes to unacceptable job
performance or unusual job behaviour should require the seafarer to be excused from duty until
such times as he is repatriated, or treatment and its after effects cease.
The suggested list of substances to be prohibited should include, but not be limited to marijuana,
cocaine, opiates, phencyclidine (PCP) and amphetamines and their derivatives. In this regard, the
International Chamber of Shipping (ICS) has published guidelines on recognition and detection of
drug trafficking and abuse entitled “Drug Trafficking and Drug Abuse: Guidelines for Owners and
Masters on Recognition and Detection”.
Company policy should provide for control of onboard alcohol distribution and monitoring of
consumption. This policy should support the principle that officers and ratings should not be
impaired by alcohol when performing scheduled duties.
OCIMF recommends that officers and ratings observe a period of abstinence from alcohol prior to
scheduled watchkeeping duty or work periods. This may be either a fixed period, such as the 4
hours required by the USCG, or a minimum period of 1 hour of abstinence for each unit of alcohol
consumed (refer to section 2.4 for examples of approximate alcohol unit conversions). Whichever
method is used to determine the abstinence period, the objective should always be to ensure that,
prior to going on scheduled duty, the blood alcohol content of the seafarer is theoretically zero.
Officers and ratings should be aware that local regulations may be in place and where this is the
case, it is recommended that these be strictly adhered to where they exceed these guidelines.
Recognising that all seafarers must be able to respond at any time to an emergency situation, the
International Maritime Organization (IMO) is considering including guidance to administrations on
maximum permissible blood alcohol content (BAC) and abstinence periods in Part ‘B’ of the Code
which is to be annexed to the revised STCW Convention.
However, whilst some administrations have already established national legislation in this regard,
in the absence of national or international requirements, companies should advise seafarers in
their employment of the maximum permissible blood alcohol content (BAC) permitted whilst on
board their ships. (0.04%)
In the interest of health and safety, seafarers should be actively encouraged not to exceed
consumption levels which could affect long term health. Information should be provided to
seafarers on alcohol consumption in relation to impairment, its impact on behaviour and health,
and the availability of rehabilitation programmes.
OCIMF is firmly of the opinion that it is in the best interest of all sectors of the maritime industry to
positively respond to these guidelines and thus work to ensure a safe workplace for seafarers
and to protect the safety and well being of the public and the environment.
MAINTENANCE SYSTEM Revised by : Marine Supdt (SID)
MANUAL- PART I
SECTION 14 MAINTENANCE SYSTEM
14.1 PLANNED MAINTENANCE SYSTEM

Majority of the vessels are now equipped with SMMS computerised planned maintenance system.
This is a windows based planned maintenance system covering all departments in which various
officers have various accesses and duties. These duties and instructions for use are covered in
ships SMMS Manual. A SMMS quick reference guide (ship version 1.3) has been provided to the
ships for guidelines on using the SMMS system.
Ships managed by Wallem Norway use the AMOSWIN computerised planned maintenance system
covering all departments.
Vessels using this system use Company’s standards in the protection of the database from loss and
virus damage. The Systems Administrator in WSM Hong Kong is responsible for distribution and
records of passwords and access rights .
The Chief Engineer is in charge of the system its upkeep and data maintenance.
The Master and the Chief Engineer are to make sure Planned Maintenance system is implemented
and kept up-to-date and data exports are sent to the office every 2 weeks.
The SMMS has a Risk Assessment Form incorporated in the system and is attached to the
components. Details on using the Risk assessment form for Ships with SMMS is provided in section
14.5. Ships with other PMS system (Non SMMS) are to fill the forms (sample sent by office) and
maintain record of filled forms for various important and critical jobs on file.
14.2 SMMS PLANNED MAINTENANCE SYSTEM

The SMMS Planned Maintenance System is a Windows based computer database supplied by
Vertex Solutions.
It is an industry renowned system and details of the various requirements of operations on
network are given in SMMS Manuals.
There are 3 manuals in use covering the system as follows:
1. SMMS Company Instructions Manual - This is a controlled document sent out to all ships of
WALLEM .
2. SMMS Quick Reference Guide -Covering basic functions required to work with the SMMS via
multiple screen captures. This has both English and Chinese versions.
3. Training CD which is interactive and used for training the ship’s staff on the main functions of
the system.
The following departments are covered in the system:-
(1) Engine Department
(2) Automation
(3) Electrical
(4) Deck Department
(5) Radio Navigation
(6) Statutory Surveys
(7) Safety
Full details are given about the above in the mentioned manuals.
14.3 Planned Maintenance of Safety, Life Saving & Fire Fighting Equipment
This aspect is contained in the Safety section of the SMMS.
Contents of DE-28 is in SMMS, therefore there is no need to maintain PMS cards on this
system on vessels installed with SMMS. The Wall Chart DE-28A, is to be kept updated on all
ships in the Deck Office. Items ( W9, M11, M12, & M13 ) which are not included in DE-28 are to
be included in the SMMS.
LSA & FFA Maintenance and upkeep must be given HIGHEST PRIORITY and IMPORTANCE
It Concerns Crew and Ship safety.
MANUAL- PART I
14.3.1 Planned maintenance of Safety, Firefighting, & Lifesaving Equipment Delegation of Duties.
WEEKLY ROUTINES RESPONSIBLE OFFICER
W 1 Lifeboat Davits and winches Chief Officer + Cheng

W 2 Lifeboat Engines to be run for not less than 3 mins and logged 3rd Engineer
W 3 Survival Craft VHF Radio's 3rd Officer
W 4 Signaling Lamp & General Emergency Alarm 2nd Officer
W 5 Emergency Fire Pump 2nd Engineer
W 6 Emergency Generator Cheng & Elect
W 7 Engine Room Fire Flaps 4th Engineer
W 8 Emergency Head Quarters and Supplementary Stations 3rd Officer
W 9 CABA Sets / Resuscitation equipment / EEBD 2nd Officer
W 10 Visual Inspection of survival craft, rescue boat and Launching Chief Officer
appliance including remote release
W 11 Lifeboat/Life Raft Embarkation Emergency Lights During Abandon ship drill
W 12 Fixed Fire detection & alarm system // Fire Doors // Public Cheng & Elect
address & General alarm system (operate lamp test switch)
W 13 Water mist // Water spray & Sprinkler systems Cheng & Elect
(panel/indicators & alarms)
MONTHLY ROUTINES RESPONSIBLE OFFICER
M 1 Pilot Ladders Chief Officer

M 2 Life Jackets 3rd Officer
M 3 Fire Flaps and Dampers Chief Officer & 3rd Officer
M 4 Galley Exhausts Grill and Trunking 3rd Officer + Ch.Cook
M 5 Emergency Alarms, Belles, Sirens & Switches 3rd Off & El.Officer
M 6 Atmosphere Sampling Equipment/Calibration Gases Chief Officer
M 7 Multi Gas Detectors Chief Officer
M 8 Safety Harness, Rescue Harnesses/ Rescue Lines & Life Lines / 3rd Officer
Firemans Outfit
M 9 Fire Extinguishers / Portable foam applicators / Wheeled fire Chief Officer & 3rd Officer
extinguishers
M 10 Thermal Protective Aids 3rd Officer
M 11 SARTS + EPIRBS GMDSS Officer
M 12 Self Igniting Lights for Lifebuoys Choff & 3rd Off
M 13 EEBD 2nd Off
M 14 Fire mains, fire pumps, hydrants, hoses & nozzles Choff & 3rd Off & 2/E
M 15 Foam, Fixed gas/dry powder/aerosol fire extinguishing Choff & Cheng
systems
M 16 Fixed fire detections & alarm system Cheng & El officer
Rev.No. / Date : Nov 2013
MANUAL- PART I
*QUARTERLY ROUTINES (3 MONTHLY) RESPONSIBLE OFFICER

2
Q 1 Lifeboat Water 3rd Officer
Q 2 Fresh Air Breathing Apparatus 2nd Officer
Q 3 Emergency Lighting EL.officer
Q 4 Fire Hose Boxes/Racks 3rd Officer
Q 5 Fire Extinguishers Ch off & 3rd Off
Q 6 Fire Hydrants 3rd Officer
Q 7 Isolating Valves Choff & 3rd Off
Q 8 Special Accommodation Hoses 3rd Officer
Q 9 Foam/Dry Powder Monitors 3rd Officer
Q 10 Emergency Stops Chief Engineer
Q 11 Fixed Foam Fire fighting System Choff & Cheng
Q 12 Fire Detecting Equipment/ Systems Cheng & Elect
Q 13 Compressed Breathing Air Bottles Compressor Cheng & 2nd Officer
Q 14 Lifeboat Air Bottles & Sprinkler System Chief Eng.& Ch.Officer
Q 15 Immersion suits 3rd Off
Q 16 Lifeboat ‘on load’ Release gear Choff & Cheng / 2nd Eng.
Q 17 Fire mains / fire pumps / International Shore Connection Choff & 2/E
Q 18 Ventilation Systems & Fire dampers Cheng & Elect
Q 19 Fire Doors Cheng & Elect
Q 20 Quick Closing Valves Cheng & 2nd Eng.
SIX MONTHLY ROUTINES RESPONSIBLE OFFICER
H 1 Liferafts 3rd Officer

H 2 Lifeboat Hulls Chief Officer
H 3 Lifeboat Suspension Chain Chief Officer
H 4 Lifeboat Falls, Lifting Hooks, Shackles & Bottle Screws Chief Officer
H 5 Lifeboat Equipment 3rd Officer
H 6 Lifeboat & Liferafts Embarkation Ladders Chief Officer
H 7 Bridge Pyrotechnics & Line Throwing Apparatus 2nd Officer
H 8 Navigation Shapes, Lights and Sound Signals 2nd Officer
H 9 Lifebuoys, Self Igniting Lights & Lines, MOB Markers 3rd Officer
H 10 Fire Blankets & Sand Bins 3rd Officer
H 11 Spare Safety & Fire Fighting Equipment 3rd Officer
H 12 Protective Clothing 3rd Officer
H 13 Resuscitation Equipment 2nd Officer
H 14 Watertight, Gastight, and Fire Doors Chief Officer
H 15 Fixed CO2 Fire Smothering / Halon Systems Chief Engineer
H 16 Fixed Dry Powder/aerosol Fire Extinguishing System Chief Engineer
H 17 Control Valves for Fixed CO2 and or Halon Systems Chief Engineer
H 18 Fire Hoses and Nozzles 3rd Officer
H 19 Portable CO2 Fire Extinguishers 3rd Officer
MANUAL- PART I
ANNUAL ROUTINES RESPONSIBLE OFFICER

A 1 Spare Lifesaving Equipment 3rd Officer
A 2 Hand Lead and Line 2nd Officer
A 3 Liferafts serviced at approved service station Chief Officer
A 4 Pyrotechnics 2nd Officer
A 5 Lifeboat Falls Chief Officer
A 6 Fire Extinguishers Choff & 3rd Off
A 7 Compressed Breathing Air Apparatus 3rd Officer
A 8 Compressed Breathing Air Bottles Compressor Cheng & 2nd Officer
A 9 Lifeboat on-load release gear ( Trained personnel) Chief Officer
A 10 Launching Appliance (In presence of Class Surveyor) Chief Officer
A 11 Fire mains, fire pumps, hydrant Choff & 2/E
A 12 Water mist, water spray & sprinkler systems Choff & Cheng
A 13 Ventilation System & fire damper Cheng & El. Offr.
A 14 Fixed Dry Powder/aerosol Fire Extinguishing System Cheng
A 15 Fire doors Cheng & El officer
A 16 Portable foam applicators Choff & 3rd Off
A 17 Wheeled fire extinguisher Choff & 3rd Off
A 18 Galley & deep fat cooking fire-extinguisher systems Choff & Cheng
TWO YEARLY ROUTINES RESPONSIBLE OFFICER

2A 1 Fixed Gas(CO2 / HALON) fire extinguishing , Including Chief Officer
weighment of cylinders
2A 2 Fixed dry chemical powder system Chief Officer
FIVE YEARLY ROUTINES RESPONSIBLE OFFICER

5A 1 Lifeboat on-load release gear ( Approved Service Technician) Chief Officer
5A 2 Launching Appliance (In presence of Class Surveyor) Chief Officer
5A 3 Foam, Fixed gas/dry powder/aerosol fire-extinguishing Choff & Cheng
systems (** - By Trained person)
5A 4 Watermist, water spray & sprinkler systems Choff & Cheng
5A 5 Breathing apparatus (** - By Trained person) Chief Officer
5A 6 Wheeled fire extinguisher Chief Officer
TEN YEARLY ROUTINES RESPONSIBLE OFFICER

10A 1 Fixed gas(CO2/Halon), Foam , dry powder. Aerosol fire Choff & Cheng
extinguishing system (** - By Trained person)
10A 2 Watermist, water spray & sprinkler systems Choff & Cheng
(** - By Trained person)
10A 3 Wheeled fire extinguishers (** - By Trained person) Chief Officer
The above is for guidance. The details will be inserted in the Safety section of SMMS.
Note :
1. Items marked ** are to be completed by Trained personnel only (refer MSC.1/Circ
1432).
2. All fire protection systems & appliances should at all times be in good order and
readily available for immediate use while the ship is in service.
3. Master shall ensure that, If a fire protection system is undergoing maintenance,
testing or repair, then suitable arrangements should be made to ensure safety is
not diminished through the provision of alternate fixed or portable fire protection
MANUAL- PART I
equipment or other measures.
14.4 Access to the Office Network
All Superintendents have access to the SMMS system on the network, which allows them to
check the status of outstanding work but does not allow any alteration of data.
The SMMS database is accessed through Group Applications.
Similarly, Superintendents at Wallem Norway have access the AMOSWIN system, which allows
them to check the status of outstanding work and the Planned maintenance work carried out.
14.5 Maintenance System
Any Owner supplied PMS(if applicable) would have the same capabilities as the SMMS. Otherwise,
a system of monitoring from the office would be set up as decided on a case by case basis.
14.6 Hull & Special Survey
(A) Master will co-ordinate with Technical department to plan surveys. The ICS publication,
Guidance Manual for The Inspection and Condition Assessment of Tanker Structure is
placed onboard all Tankers for the guidance of the Master for planning special Survey Hull.
(B) Master will plan in consultation with Technical department inspection of Ballast tanks once a
year and all cargo tanks prior to each dry-docking. Form DT16 is to be completed for each
of these inspections. The vessel with coated ballast tanks should keep stock of suitable
paints to touch up rusty areas found during this inspection.
(C) All vessels in consultation with Technical department will plan and harmonise the hull
surveys in accordance with Classification Society requirements including enhanced hull
surveys to maintain the vessel in Class always.
14.7 Enhanced Surveys
The term "enhanced survey" refers to the expanded and more detailed hull survey requirements
applicable to oil tankers and bulk cargo ships that will be necessary for compliance with the IACS
Requirements. These arose in response to the universally accepted need to establish more effective
hull classification surveys of these ship types.
14.7.1 Application
Enhanced survey requirements are applicable to oil tankers, ore/oil ships, ore/bulk/oil ships
and bulk cargo ships and affect the survey of hull structure within the length of the cargo oil
tanks or the cargo holds (including double bottom, topside and side tanks) of these groups
of ships. These requirements will significantly influence survey procedures at the special
survey, intermediate survey and, in some cases, the annual survey.
14.7.2 Survey Requirements
The introduction of the Revised Regulations will affect the survey requirements as follows:
Docking Survey
MANUAL- PART I
One of the two docking surveys required in each five-year period should coincide with the
special survey.
Continuous Hull Survey (CSH)
For oil tankers, combination carriers and bulk cargo ships the Regulations no longer permit
the special survey to be carried out on a continuous survey basis.
14.7.3 On-board Documentation
Ships subject to enhanced survey procedures will also be required to maintain certain
documentation onboard for the lifetime of the vessel, regardless of a change in ownership
or management. The documentation, including a survey file with reports of structural
surveys and thickness measurements, will be examined by Class surveyors at Periodical
Surveys.
The survey file is to be used for maintaining in an orderly fashion the various classification
reports and other data which Class is required to place onboard a ship: structural survey
reports, thickness measurement reports and the Executive Summary. The Executive
Summary is a document for issue on completion of Special Surveys carried out in
accordance with the enhanced survey programme.
14.8 CSM
Planned Maintenance system should be made so that 20% of Machinery items are surveyed
each year.
14.9 Reporting of Class Conditions, Recommendations, Overdue CSM items etc.,
WSM periodically sends vessel Class Survey Status Reports, Listings. These are to be perused and
surveys planned in consultation with the vessels Superintendents, to ensure that no item is left
overdue.
Should there be a reason for surveys (CSM), conditions, recommendations left overdue, it must be
brought to the attention of the vessels’ Superintendent, along with reasons and rectification
schedules.
Vessels’ Superintendent is to keep class informed of above and obtain extensions as and when
necessary.
14.10 Hydraulic Planned Maintenance
The Hydraulic Planned Maintenance System is included in the SMMS PMS. The Master and the
Chief Engineer are responsible to implement this system. Each vessel should have an aggregate
pump and filter onboard to use as per this planned maintenance system. The luboil samples are to
be sent for particles count analysis to the address given in the SMMS / PMS.
MAINTENANCE SYSTEM Checked by : Director (Marine)
MANUAL- PART I
14.11 Luboil Samples
i) Lubricating oil samples are to be landed for analysis at the intervals shown in SMMS/PMS
ii) Samples are to be landed for analysis at the first available opportunity in the event of any
suspected contamination by:
a) Sea Water.
b) Fresh Water.
c) Fuel Oil.
(!) iii) If any contamination is suspected, reasons for such suspicion and investigations carried out
are to be informed to Fleet Cell.
14.11.1 Analysis Frequency
(!) Refer to SBM II section 5.2.2
14.11.2 Auxiliary Engine Lub-oil
During routine decarbonising the lub-oil may be renewed provided it has been in use for a
considerable length of time.
14.11.3 Stern Tube Lub-Oil System
In dry-dock, if the system has been drained for any reason, the lub-oil is to be re-filled prior
to the flooding of the dock
14.11.4 Others
Other luboil samples are to be sent to the laboratory of the contractor every six month.
14.12 Dry-dock & Repairs Procedure
(A) Form DE29 should be used for making job specification. This form is to be completed for
such items which are not within ship staff capabilities so that the repairs can be planned
during lay up period or during the forthcoming dry-dock and a copy mailed to WALLEM.
The outgoing Master and the Chief Engineer are to hand over the status report to the
incoming Master and the Chief Engineer.
(B) Running Repairs + Dry-dock Repair Requisition
1. Repair Requisitions are to be numbered in accordance with the following method.
1.1 Deck Department

Repair Requisitions shall be prefixed "RRD" followed by 4 digits
corresponding to the sequential number.
Similarly, Dry-dock Repair Requisitions to be prefixed "DDD"
MANUAL- PART I
1.2 Engine Department

Repair Requisitions shall be prefixed "RRE" followed by 4 digits
Similarly, Dry-dock Repair Requisitions to be prefixed "DDE"
1.3 Radio Department

Repair Requisitions shall have prefix "RRR" followed by 4 digits
Similarly, Dry-dock Repair Requisitions to be prefixed "DDR"
1.4 Catering Department

Shall be included in Deck Department.
1.5 Surveys
Make deck or engine repair requisition as applicable.
1.6 Repair Requisitions for all departments must be made as continuous

numbering. Any defects which cannot be attended while vessel is trading
are to be also included with full descriptions.
2. Repair Requisition on Account Claims
All repair requisitions for Guarantee Claims, Hull & Machinery damage repairs and
Stevedores damages etc. should be claimed accordingly. These repair reports
together with technician reports, times sheets, and spares used (as applicable)
along with invoices should be sent to the office from the first practicable port.
MANUAL- PART I
14.13 CRITICAL SPARE PARTS AND CONSUMABLE ITEMS
These would be parts and items which if they are not on board when required would result
in an un acceptable loss (accident). These would not only be related to the safe operation
and pollution prevention, but also to “Loss to Process”.
Naturally there will have be a balance between cost of spares and stores and the
acceptance of a certain risk for a loss.
WALLEM are willing to accept certain risks, i.e. loss of time. However WALLEM are not
accepting any risk which is dangerous to personnel or the environment. Consequently a
machinery breakdown does not become a constant danger to safety, crew or environment.
All critical equipment has a back up, hence we do not need to stock spares for the critical
equipment.
Therefore, WALLEM believes that Masters and Chief Engineers must be aware of the
above policy and discuss minimum requirements with the vessel’s Superintendent. For
guidance, in respect to consumable stores, the vessel must be always stocked at
commencement of the voyage with Medicines as required by the Flag State for the “Ships
Medical Locker”.
In respect to environment the stock of oil pollution equipment as detailed in the vessels
VRP/NTVRP or SOPEP should be always carried.
Regarding spare parts, it is WALLEM’s understanding that large items to be maintained are
those listed in the maker’s recommendation or supply at new building.
Masters and Chief Engineers are to be able to demonstrate an understanding of the

foregoing terms and identify which are the critical spares and stores.
MANUAL- PART I
14.14 Measuring and Test Equipment
The Flow-Chart in section 14.14.2 illustrate identification process for Measuring and Test
equipment, which requires periodic calibration. Equipment varies according to ship and
trade therefore the Flow-Chart is generic and not exhaustive in detailing items.
To comply with our management of Safety and Protection of the Environment and
minimising Process Loss all measuring equipment must be periodically proven, i.e.
calibrated and error if any is established and recorded.
The process of calibrating, measuring and test equipment requires documentation and
includes the details of:-
- Equipment type and model

- Location or use
- Frequency of checks or calibration
- Method of calibration
- Acceptable error or establishing if error is constant
- What maintenance to be undertaken in the event of unsatisfactory results
- Manufacturer's instructions are to be followed
- Authority to make adjustments should be specified and there should be no
tampering by unauthorised persons of adjustments.
- Records
14.14.1 Atmospheric Sampling Equipment
According to vessel type and requirements certain special measuring and/or monitoring
equipment is provide e.g.
 Oxygen Analyser (Fixed, Portable, Pocket)

 Explosimeter, Combustible Gas Indicator
 Gascope, Tankscope
 Multigas Detectors
 Hydrogen Sulphide Indicators
The above mentioned equipment require periodic calibration and therefore sufficient
stocks of Calibration and spare gases should be held.
A log is to be maintained for all atmospheric sampling equipment , which is to include

completed details of each equipment such as Model, Make and Type, Serial Number,
any Spares etc.,
The date of routine calibration and result is to be noted in the Log. The frequency of
Calibration for the various equipment, and the authorised person to calibrate them is to
be specified in the log. Additionally each equipment is to have a tag with the date of the
last calibration. Ensure proper “Response Curves” for the equipment model and
calibration gases are held on board. A section of the log should include a list of spares
held on board and details of any repairs / maintenance done on the instrument.
MANUAL- PART I
14.14.2 Guidelines for identifying Measuring & Test equipment which requires Periodic
Calibration
Procedures for Performance / Tests to Verify Requirement
Performing Pollution
Quality Safety
Inspection Prevention
E.g. Cargo
Monitoring Reliability of Equipment - Sudden
Ship failures of which will cause Hazardous
Cargo Temperatures
Performance Cargo Tank Pressures Situations - what is termed as
Criteria Cargo Pumping Rates
Cargo Tank Levels Critical Equipment & Critical Systems
Process which Require Measurement of Parameters
MEASUREMENT INSTRUMENTS AND / OR EQUIPEMNT WHICH REQUIIRE

CALIBRATION
Cargo Navigation Machinery Safety Pollution

Systems Prevention
Radars Boiler Pressure BA Bottles'
Loadicator GPS Gauges Pressure Gauges COP High
Fixed & Portable Echo Sounder Temperature
Ullaging Systems Chronometer Pressure Gauges Tank Trips
Sextants & Thermometers Atmospheric
COW Pressure
Sounding Tapes Barmoeter of Safeties & Samplers
Gauges
Magnetic Trips
Cargo Hold Compass Cargo System
Temp Indicators Scavenge Space Pressure Gauges
Fire Detectors IG Pressure
Hold Gauges
Atmospheric
Samplers
Hydrometers ** ** ** ** **
** List is not an exhaustive one, but an example and guide

MANUAL- PART I
14.14.3 Examples of equipment identified for Periodic Calibration Procedures
Example of equipment for Cargo Systems
Loadicators Comparison with test values regularly

Fixed and Portable Ullaging Systems Comparison against Sounding Tapes/
Thermometers (for UTI’s)
Sounding Tapes Compare against steel ruler
Cargo Hold Temperature Sensors Compare with Ice test or similar
The frequency of tests are specified in the Pre-loading Procedures, a standard is prior
loading and thereafter as required.
Example of equipment for Navigation
Radars VRM to be compared against Calibrating Rings every watch.

GPS Compare against Terrestrial or Celestial Fixes once a day.
Vessel with two GPS or one GPS and One DGPS to cross
check position daily
Echo Sounder Compare against Charted Depths.
Sextant Check error periodically.
Barometers Check against Port Meteorological or Port Authority once in
a year or when suspect
Magnetic Compass Compass error every Watch, Check deviation curve once in
a year or when structural changes takes place.
Example of equipment for Machinery
Boiler Pressure Gauges Calibrate for every Boiler survey
Example of equipment for Safety
Tank Atmospheric Samplers Use Calibration gas & Response Curve as required prior
a specific operation or frequently if suspect.
Example of equipment for Pollution Prevention
COP High Temperature Trips

COW Pressure Gauges
Cargo System Pressure Gauges
IG Pressure Gauges
MANUAL- PART I
14.14.4 Condition Monitoring (Safety Devices Monitoring)
Certain vessels due to their sophisticated equipment,plant and machinery may be

provided with vibration monitoring instrurments.Steam turbine vessels, as normal
outfit would require vibration monitoring based on class requirement for condition
monitoring.
Similarly,certain vessels may be provided with Temperature and Pressure Gauges’
calibrators depending on owners requirement for calibrating pressure gauges and
pyrometers at planned intervals.
Planned routine testing of safety devices fitted for monitoring of all critical
process and equipments are to be carried out at regular intervals and recorded in
PMS Form E-14 or SMMS system. This record is also required to be verified by
Classification Surveyor during periodical survey of automation installation.
14.14.5 Testing Equipment Ashore

There will be certain calibrators and/or equipment on board that cannot be verified
on board for accuracy on board.These should be sent for calibration/checking to
an authorised Service Company ashore during vessels periodic dry-docking or
earlier if their performance is suspect.
14.15 Risk Assessemnt forms in SMMS

The procedure for incorporating the risk assessment form in the SMMS is given in SMMS
General Letter 070. Vessels are to attach the Risk assessment forms to important and
critical jobs as per procedure outlined. Prior commencement of Job requiring a
documented risk assessment, a blank copy of the risk assessment is to be printed out.
The form is not to be filled on the screen directly. The hazards and Risk mitigation
measures are to be noted down .
IT IS IMPORTANT TO DISCUSS THE HAZARDS AND RISK MITIGATION MEASURES

EACH AND EVERY TIME WITH THE WHOLE TEAM AND THEN NOTE THEM DOWN
ON THE FORM. THIS WILL ENSURE THAT EVERY MEMBER OF THE WORK TEAM
IS AWARE OF THE HAZARDS AND MITIGATING ACTIONS.
The blank form is then filled on the computer , based on the discussion that took place as
above. Once the form is filled , the risk assessment form will be saved as part of Job
history.
Please refer to SMMS General letter 070 for detailing on editing of the Risk assessment
form and the procedure for verification of the Risk assessment for any Job.
14.16 Risk Assessemnt forms for ships with Other PMS Systems ( Non – SMMS )
Blank Risk assessment forms have been sent in excel format from the office along with a
couple of completed forms as samples. Printout of the blank form is to be taken and the
hazards and Risk mitigation measures are to be noted down.
IT IS IMPORTANT TO DISCUSS THE HAZARDS AND RISK MITIGATION MEASURES

EACH AND EVERY TIME WITH THE WHOLE TEAM AND THEN NOTE THEM DOWN
ON THE FORM. THIS WILL ENSURE THAT EVERY MEMBER OF THE WORK TEAM
IS AWARE OF THE HAZARDS AND MITIGATING ACTIONS.
The Form can then be filled in excel and printout taken and maintained on file.
Alternatively, vessels may file the handwritten Risk Assessment forms.
SHIPBOARD MANAGEMENT PURCHASING 3rd Edition : 31.1.06
Page -1-
SECTION 15 PURCHASING
15.1 General
The stores and spares requisitions should be made after checking Inventory, Planned
Maintenance and the Vessel’s Trading Pattern so that supplies can be made economically.
The Master is in-charge of purchasing provisions for the vessel, he may also purchase
minor items for maintenance through the ship chandler.
The Tankers on long voyages should plan their requirements at least one voyage in
advance so that items can be delivered on commencement of next voyage.
15.2 WALLEM – Requisition System
The computerised WALLEM – Requisitioning system is to be used for requisitioning and

procuring Stores, spare parts or consumables. The “Requisition System User Guide”
provided for the system is to be consulted for detailed description of the system and to
learn the methodology for using the system.
General description of Requisitioning and Purchase system.
All requisitions on board are generated on the Computerised Onboard System and are
automatically numbered consecutively department-wise, with pre-fixes as follows.
D=Deck, E=Engine, R=Radio, C=Cabin
Stores shall be stocked on a six-month basis and as far as practical Paints and Chemicals
on a three-month basis.
Requisitions for stores and spares are to be separate as also requisitions for spares from
different manufacturers / type of equipment.
If the supplies are made through non-standard supplier, vessels will be notified to take extra
care in checking the items before accepting the item.
Also on completion of storing the Master is to notify the office through the requisition form of
any non-conformity, of supplies including “poor quality” if applicable.
Vessel is to advise ship suppliers to arrange the stores with the minimum amount of plastic
wrapping possible. The Plastic and paper packing received with the stores to be returned to
the supplier to the maximum extent possible to avoid Garbage piling up on board.
Vessel can pick up Urgent stores such as Bio Degradable Garbage bags and PPE
(Personal Protective Equipment) Locally. Office is to be advised on departure regarding the
purchase.
Rev.No. / Date :---
Page -2-
15.3 Spare Parts/Consumable Store
15.3.1 Requisitions are to be numbered in accordance with the details as per the
WALLEM – “Requisition System User Guide”, which is compatible with our
computerised spare parts requisition method.
15.3.2 Deck Department requisitions shall be prefixed with a letter "D" 4 digits
corresponding to
the sequential number.
15.3.3 Engine Department requisitions shall be prefixed with a letter "E" 4 digits
15.3.4 Electronics/Radio Department requisitions shall be prefixed with a letter "R" 4 digits
15.3.5 Catering Department requisitions shall be prefixed with a letter "C" 4 digits
15.3.6 If the ship is in urgent need of spares or stores, a faxed or telexed requisition may
be sent to WALLEM SHIPMANAGEMENT LTD., with the correct departmental
prefix and 4-digit number.
15.3.7 Requisitions for stores and spares should be separate. Also requisitions for spares
for different Maker should be separate.
15.3.8 When there is any correspondence regarding a particular requisition by way of

telexes or faxes, these should be filed along with the relevant requisition form in
question, so that the complete history of same is readily available. Further, if a
requisition is received in complete a statement to that effect must be made on the
relevant copies of the form and the requisition closed. Missing items must be
ordered under a new requisition. See WALLEM Requisition System user guide.
15.4 Pre-Delivery Store/Spares/Repairs
Requisitions Format will be similar to above but with prefix 'P' in front e.g. D0001 will be
PD0001 and RRD0001 will be PRRD0001 and will be Office generated.
15.5 Guarantee claims
Requisitions for all departments will have prefix "GR" in front e.g. D0001 will be
GRD0001 and E0001 will be GRE0001.
The JBA computerised requisitioning system will not handle Guarantee Claims per se. as
these would be sent directly to the relevant shipyard. However transportation claims for
the claim item will come under the purview of the JBA system and will be handled by the
office.
15.6 Old Usable Spares
Any old usable spares should be tagged to reflect this fact to avoid any confusion.
Rev.No. / Date :---
Page -3-
15.7 REQUISITIONING & PURCHASING PROCESS FLOW CHART
For Information
Requisitions-&
Master / Ch.Eng Sent to EDD by
Generates Basis E-Mail Floppy,
Requirements TX, Fax
Technical – Dept
For JBA –AS400 System
Approval Machinery Parts
Std.Machy.Manufacturers
Spare Parts with Code
Nos.
ISSA Codes
Paints/Chemicals
Purchase
Lubes- Gas.
Department For Standard suppliers Data
Quotations
Standard
Suppliers
Technical–
Dept. for Cost
Comparison Updates Computer data system
Quotations
Technical
Department Purchase
Co- Order
ordinates
For Accrual
Supply
Ship –
Technical Supplies
Department Effected
Goods –
Received For Invoice Matching
Master –
Ch.Eng format
Verifies Completed
Technical–Dept.
Marks / Enters
Supply Non
Conformities
OCCUPATIONAL HEALTH & Checked by : Director (Marine)
SHIPBOARD MANAGEMENT SAFETY MANAGEMENT 3rd Edition : 31.1.06
MANUAL- PART I SYSTEM Approved by : Directors
Page - 1-
SECTION 16 OCCUPATIONAL HEALTH & SAFETY MANAGEMENT SYSTEM
16.1 Safety Policy
Please refer to Section 1 for Company's policy on health and safety.
16.2 STCW Training Courses
All officers and crew are required to undergo following STCW training course and hold valid
certificates: -
a) Fire Fighting
b) First Aid
c) Survival at Sea
d) Proficiency in survival craft
Additionally, tanker officers & crew are required to undergo tanker safety, chemical tanker
safety, and LPG safety as applicable.
16.3 Health and Safety Organisation
16.3.1 On board, the Master is in charge and is assisted by the Second Officer. In the
office, Fleet Cell is the co-ordinator for giving necessary assistance and co-
ordinating any urgent medical assistance. They will liaise with Insurance
Department when P & I assistance is necessary.
16.3.2 The Second Officer is to maintain a Medical Log noting all medical attention
dispensed. The Master is to make it his routine to be aware of crew's health and
verify the Medical log by signing it on a weekly basis. Relevant sickness & all injury
cases are to be reviewed during vessel's safety committee meetings.
16.3.2 On board Safety Organisation is dealt with by the Ship's Safety Committee.
Details on the functions of this Committee are in Section 5 of this manual.
16.4 Operating Procedures and Instruction
16.4.1.Company's Safety Manual gives comprehensive guidelines that are taken into
account in conjunction with ISGOTT.
16.4.2 Depending upon the type of cargo the vessel is carrying, instructions would be
issued by the charterers and or the commercial department of the Owners on
potential hazards that may be encountered and the preventive measures that is to
be taken. In case of any doubt or if the vessel requires further information, vessel is
to Contact WALLEM for Instructions.
OCCUPATIONAL HEALTH & Revised by : Marine Supdt (SID)
Rev.No. / Date :---
MANUAL- PART I SYSTEM Approved by : Managing Director
Page - 2-
16.5 Personnel Protection Equipment
16.5.1 “Process safety” aspects of Cargo / Stores handling / Equipment and the work
environment must be monitored by the departmental heads and requisite notices
and work orders are to be issued. Adequate PPE for the hazard identified are to be
requisitioned and carried on board.
16.5.2. All officers and crew are supplied with boiler suits (recommended cotton and
orange colour) & safety shoes prior proceeding to the vessel. On board, they are
provided with safety helmet (with chinstrap), safety goggles, hearing protective aid
and safety gloves. They are also provided with cold weather gear. It is the
responsibility of the individual to whom these items are issued to maintain it in clean
and in good condition, always and stowed in the correct location.
Defective PPE must be brought to the attention of the department head who must
replace the same as deemed necessary. Safety Helmet head bands/supports must
be correctly fitted and adjusted to be effective. Similarly Safety Goggles must be of
good fit and anti-fog type.
16.5.3 All vessels have Material Safety Data Sheets for Chemicals, Lubricating oil,
Paints, FO, MDO and Crude Oil. These must be referred to for health hazards &
PPE advises.
16.5.4 All personnel will ensure that the correct use and operation of the tools are
adapted always. The department heads will ensure that ‘tool and equipment
safety” culture is followed by the personnel under their charge.
16.5.5 Should vessel trade to an area where special PPE against local health conditions
are necessary (e.g. palomoto moths), then the Master is to advise WALLEM and
obtain it locally or through WALLEM.
16.6 Medical Examination
16.6.1 Prior joining a vessel, pre-employment medical as per Flag State requirements
along with drug and alcohol tests, for Tanker, OBO & PCC crews are done by
approved medical practitioners.
16.6.2 All seafarers are vaccinated against yellow fever prior joining the vessel.
16.6.3 Seafarers are urged to take necessary precautions whilst on leave against Illnesses
such as Malaria, etc. if it is prevalent in their home area.
16.7 AIDS & HEPATITIS B
Company notices on prevention of incurable transmitted diseases e.g. aids, hepatitis B are
available for making all staff aware of potential health risks involved.
16.8 Employment Health Records
Master verifies the pre-joining medical and D + A analysis report of a new joiner.
Employment health records are maintained in the office in each employee's file.
Page - 3-
16.9 On Board Hygiene
The vessels Accommodation, Living quarters, Provisions and Drinking water is to be

regularly inspected for Cleanliness and hygiene and non-conformances if any are to be
corrected at the first opportunity.
Special attention is to be paid to ensure the presence of insects, moths, rodents and other
pests are controlled to prevent the transmission of illness and disease to seafarers and
other persons onboard.
On board hygiene is continually monitored by the Master and is supplemented by visit by

office staff at least once in six months.
The on board “Garbage Management Plan “ is to be strictly complied with in reference to

maintaining an excellent ‘Sanitary Condition’ on board.
16.10 Catering
The catering service in this Company is of high standard where ship staff participates in
managing the victualling.
All vessels are to have a mess committee to assist the Master in maintaining high
standards. The members of the mess committee would be for all department heads, the
PCO/ cook and selected junior officers/ engineers and crew. The Mess committee would
assist with suggestions in improving and maintaining high catering standard. The mess
committee is to meet as per vessels trading pattern but at least once a month. No records
of the minutes are required to be maintained.
16.11 On Board Medical Treatment and Control of Medicine
The Second Officer is responsible to the Master for health and hygiene onboard. He is
the person on board designated to provide Medical First Aid.
He shall have satisfactorily completed training in Medical First Aid that meets the
requirements of the STCW convention as amended, which will enable him to take
immediate and effective action in case of accidents or illnesses that are likely to occur on
board and make use of medical advice obtained by radio or satellite communication.
He is to report to the Master details of sick persons with a description of their condition.
A list of those on the sick list with details of the complaint, symptoms and treatment given
is to be kept in the Medical Log. He is to present the Medical log to the Master on a
weekly basis for verification. He is responsible for the maintaining the Ship’s Medicine
Chest as per flag state requirements, replenishing stock as necessary and verifying that
all medicines on board are within their date of validity. He will maintain all medical records
and forms as per flag state requirements.
A Ship Master’s Report – To be completed by the ship’s master, assisted by the second
officer. This form should be filled in the ship’s medical log and provides a brief but
sufficiently comprehensive record of every medical case managed on board.
Ship’s hospital should be ready for immediate use. The ship’s hospital should not be
used as an additional cabin or used as a store room.
Page - 4-
Inspection of shipboard Medicine Chest

Please refer to appropriate Flag State regulations for carrying out regular inspections of
the ship’s Medicine Chest.
MLC standard A 4.1.4(a) requires regular inspection by a competent authority of the

ship’s Medicine Chest at intervals not exceeding 12 months
All vessels are supplied with medicines and equipment at least complying with flag state
requirement. Second Officer is in charge of keeping records and ordering medical supplies.
Wallem vessels are also required to carry an enhanced standard of medication to be
carried on board. Please refer to General letter No.6 in “Insurance” section of General
Letter for details.
W A L L E M S(PART
H I P M A II)
NAGEMENT
NORWAY AS
HONG KONG
F`
S H I P B OA R D
M A N AG E M E N T M A N UA L
PA RT I I
EDITION NO.2
31-03-1998

WA L L E M S H I P M A N A G E M E N T LT D
HONG KONG
SHIPBOARD
MANAGEMENT MANUAL
PA R T I I
EDITION NO.3
31 January 2006
WALLEM Prepared by : MSQR
SHIPMANAGEMENT LTD Issue Date : 31.3.98
3rd Edition : 31.1.06
SHIPBOARD MANAGEMENT Rev.No. / Date : Dec 2016
MANUAL – PART II Page -1- Approved by : Directors
CONTENTS
Section page no.
SIGNATURE CARD .......................................................................................................................................... 1
(!) REVISION SHEET ............................................................................................................................................ 1
(!) MANAGEMENT REVIEW ................................................................................................................................. 1
(!) SECTION 1 COMMUNICATIONS ........................................................................................................... 1

1.1 PURPOSE/APPLICATION .................................................................................................. 1
1.2 RESPONSIBILITY ............................................................................................................... 1
1.3 RADIO WATCHKEEPING ................................................................................................... 1
1.4 COMMUNICATION GUIDELINES ....................................................................................... 2
1.5 COMMUNICATION PROTOCOL ........................................................................................ 4
1.6 SYSTEM REPORTS ............................................................................................................ 5
1.7 OTHER REPORTS .............................................................................................................. 6
1.8 MONTH END REPORTS..................................................................................................... 7
1.9 OTHER REPORTING .......................................................................................................... 8
1.10 TELEPHONE REPORTING................................................................................................. 8
1.11 SMMS QUERY .................................................................................................................... 8
1.12 MESSAGE ROUTEING FOR VESSELS ATTENDED BY WSM UK OR USA
OFFICES OR WALLEM GERMANY ................................................................................... 9
1.13 EMAIL BEST PRACTICE .................................................................................................. 10
1.14 MESSAGING TO OWNERS / CHARTERERS .................................................................. 12
1.15 MESSAGING TO AGENTS ............................................................................................... 12
1.16 COMMUNICATION GUIDANCE FOR VESSEL CALLING U.S. PORTS .......................... 12
1.17 REPORTING FOR OTHER COUNTRIES ......................................................................... 14
SECTION 2 SETUP OF WALLEM “SMS” ON NEW BUILDINGS OR TAKEOVER OF RUNNING
VESSELS............................................................................................................................. 1
2.1 OBSERVERS ON NEW BUILDING OR TAKEOVER INTO MANAGEMENT ..................... 1
2.2 OFFICE PREPARATION FOR NEW TAKEOVER .............................................................. 1
2.3 INTERIM AUDITS ON TAKEOVER ..................................................................................... 1
(!) 2.4 SETTING UP THE SMS SYSTEM ...................................................................................... 2
(!) 2.5 BLANK ................................................................................................................................. 8
(!) 2.6 BLANK ................................................................................................................................. 9
(!) 2.7 HANDING OVER INSTRUCTIONS ................................................................................... 10
SECTION 3 CRITICAL EQUIPMENT AND SYSTEMS ........................................................................... 1
CRITICAL EQUIPMENT ........................................................................................................................ 2
RISK ASSESSMENT ............................................................................................................................. 5
CRITICAL OPERATIONS AND CONDITIONS ..................................................................................... 5
(!) BRIDGE PROCEDURES....................................................................................................................... 6
(!) DECK & CARGO PROCEDURES (GENERAL ) ................................................................................. 10
DECK & CARGO PROCEDURES – BULK CARRIERS ..................................................................... 13
(!) DECK & CARGO PROCEDURES – TANKERS (OIL, CHEMICAL AND GAS) .................................. 14
DECK & CARGO PROCEDURES – TANKERS (OIL ONLY) ............................................................. 17

DECK & CARGO PROCEDURES – TANKERS (CHEMICAL TANKERS ONLY) .............................. 18
DECK & CARGO PROCEDURES – TANKERS (GAS TANKERS ONLY) ......................................... 18
DECK & CARGO PROCEDURES – PCC / PCTC / RO-RO ............................................................... 18
DECK & CARGO PROCEDURES – REEFER VESSELS .................................................................. 20
DECK & CARGO PROCEDURES – CONTAINER VESSELS ............................................................ 21
(!) ENGINE ROOM PROCEDURES ........................................................................................................ 22
SECTION 4 ANNUAL SAFETY INSPECTIONS ...................................................................................... 1

4.1 GENERAL ............................................................................................................................ 1
4.2 OFFICERS’ LICENCES ....................................................................................................... 2
4.3 THE BRIDGE LOG BOOK (DECK LOG) ............................................................................. 2
4.4 OFFICIAL LOG BOOK......................................................................................................... 3
(!) 4.5 PORT STATE CONTROL.................................................................................................... 4
4.6 VARIOUS SURVEYS .......................................................................................................... 6
4.7 RENEWAL OF SHIP'S CERTIFICATES ............................................................................. 7
4.8 MACHINERY SURVEYS BY CHIEF ENGINEERS ............................................................. 8
4.9 REPORTING PSC DEFICIENCIES TO FLAG STATE ..................................................... 10
SECTION 5 BUNKERS AND LUBRICATING OILS ................................................................................ 1

5.1 BUNKERS............................................................................................................................ 1
5.2 LUBRICATING OILS ........................................................................................................... 1
(!) 5.3 SAMPLE OIL RECEIVIG PLAN ........................................................................................... 3
SECTION 6 SECURITY ON SHIPS ........................................................................................................ 1

(!) 6.1 GENERAL ............................................................................................................................ 1
6.2 SHORE LEAVE.................................................................................................................... 1
6.3 SHIP’S CASH & SAFE ........................................................................................................ 1
6.4 PIRACY................................................................................................................................ 1
6.5 STEVEDORE PILFERAGE ................................................................................................. 2
6.6 WALLEM INITIATIVE WITH CUSTOMS OF VARIOUS COUNTRIES ............................... 2
6.7 KEY LOCKER / REGISTER ................................................................................................ 2
6.8 SMUGGLING CONTRABAND............................................................................................. 2
SEA CARRIER SECURITY MANUAL ................................................................................................ 1
SECTION 7 STOWAWAYS ...................................................................................................................... 1
1. GENERAL ............................................................................................................................ 1
GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE
SUCCESSFUL RESOLUTION OF STOWAWAY CASES .................................................. 1
ANNEX ............................................................................................................................................. 4
APPENDIX ............................................................................................................................................. 8
STOWAWAY DETAILS ......................................................................................................................... 8
OTHER DETAILS .................................................................................................................................. 9
SECTION 8 INSURANCE - GENERAL ................................................................................................ 1

REPORTING PROCEDURE GUIDELINES FOR DEVIATION, CREW CLAIM, FIXED &
FLOATING OBJECTS, INSTITUTE WARRANTIES & WAR RISK TRADING .................... 2
ACCIDENTS AND INSURANCE ........................................................................................................... 3
HULL & MACHINERY COVER .............................................................................................................. 4
PROTECTION AND INDEMNITY (P & I) ASSOCIATIONS OR ‘CLUBS’ ............................................. 6
INSURANCE GUIDANCE NOTES FOR HULL AND MACHINERY DAMAGE CLAIMS....................... 8
HOW THE SYSTEM WORKS ............................................................................................................... 9
ROLE OF UNDERWRITERS’ SURVEYOR .......................................................................................... 9
ROLE OF SHIP’S OFFICERS ............................................................................................................. 11
PREPARATION OF DOCUMENTS ..................................................................................................... 11
NOTING PROTEST ............................................................................................................................. 12
REPORTS / STATEMENTS ................................................................................................................ 13
CHECKLIST OF DOCUMENTS REQUIRED FROM THE MASTER / CHIEF ENGINEER ................ 16
LIQUID CARGO CLAIMS .................................................................................................................... 17
CARGO INSPECTORS SURVEYORS ............................................................................................... 17
HIGH “ROB” CLAIMS .......................................................................................................................... 19
(!) SECTION 9 SHIP INTERNAL AUDIT ...................................................................................................... 1
(!) SECTION 10 AUDIT CHECKLIST ............................................................................................................. 1
SECTION 11 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ....................................................... 1
1.0 ADDITIONAL WSM REQUIREMENTS FOR MARPOL I ................................................... 1
1.0 ADDITIONAL WSM REQUIREMENTS FOR MARPOL I .................................................... 2
2.0 WALLEM ADDITIONAL REQUIREMENT FOR GARBAGE MANAGEMENT ................... 3
INTERNAL AUDIT SUMMARY REPORT.............................................................................................. 1
NON-CONFORMITY NOTE (NC) / OBSERVATION(OBS) REPORT .................................................. 2
SECTION 12 MANAGEMENT OF CHANGE ........................................................................................... 1
12.1 INTRODUCTION : ............................................................................................................... 1
12.2 WHY MANAGE CHANGE? ................................................................................................. 1
12.3 ITEMS AFFECTED BY CHANGES ..................................................................................... 1
12.4 CHANGES NOT SUBJECTED TO MOC ............................................................................ 2
12.5 RECOGNITION OF CHANGE: ............................................................................................ 2
12.6 TERMINOLOGY .................................................................................................................. 3
12.7 MOC PROCESS: AN OVERVIEW OF THE MOC PROCESS IS DEPICTED IN
THE FLOWCHART .............................................................................................................. 4
THE MOC PROCESS HAS THE FOLLOWING 5 DISTINCT STEPS, AS FOLLOWS: ........................ 5
12.8 SPECIAL CIRCUMSTANCES: TEMPORARY AND EMERGENCY CHANGES ............... 7
12.9 ROLES AND RESPONSIBILITIES ...................................................................................... 8
12.10 MOC FORM AND MOC LOG .............................................................................................. 8
12.11 HANDLING OF MOC ( HIGH LEVEL) FOR FLEET WIDE IMPLEMENTATION ................ 9
12.12 RECORD KEEPING ............................................................................................................ 9
APPENDIX 1 OF SBM II ................................................................................................................................... 1

RISK ASSESSMENT (RA) AND RISK MANAGEMENT (RM) .............................................................. 1
NAVIGATION FOR ALL SHIPS : ........................................................................................................... 1
DETAILED RISK ASSESSMENT .......................................................................................................... 1
(DECK & CARGO) ................................................................................................................................. 1
DECK AND CARGO - FOR ALL SHIPS: ............................................................................................... 1
DECK AND CARGO - FOR ALL BULK CARRIERS: ............................................................................ 1
DECK AND CARGO - FOR ALL TANKERS:......................................................................................... 1
DECK AND CARGO - FOR GAS TANKERS: ....................................................................................... 2
DECK AND CARGO - FOR CHEMICAL TANKERS: ............................................................................ 2
DECK AND CARGO - FOR PETROLEUM TANKERS: ........................................................................ 2
DECK AND CARGO - FOR PCC: ......................................................................................................... 2
DECK AND CARGO - FOR REEFER: .................................................................................................. 2
DECK AND CARGO - FOR CONTAINER: ............................................................................................ 2
DETAILED RISK ASSESSMENT .......................................................................................................... 1
(ENGINE) ............................................................................................................................................. 1
ENGINE FOR ALL SHIPS: .................................................................................................................... 1
ENGINE FOR TANKERS: ..................................................................................................................... 1
APPENDIX 2 OF SBM II ........................................................................................................................ 1
BRIDGE PROCEDURES....................................................................................................................... 2
DECK & CARGO PROCEDURES (GENERAL ) ................................................................................... 4
DECK & CARGO PROCEDURES – BULK CARRIERS ..................................................................... 12
DECK & CARGO PROCEDURES – TANKERS (OIL, CHEMICAL AND GAS) .................................. 14
DECK & CARGO PROCEDURES – PCC / PCTC / RO-RO ............................................................... 18
DECK & CARGO PROCEDURES – REEFER VESSELS .................................................................. 19
DECK & CARGO PROCEDURES – CONTAINER VESSELS ............................................................ 20
ENGINE - GENERAL........................................................................................................................... 21
WALLEM Prepared by : Director (SID)
SHIPBOARD MANAGEMENT Rev.No. / Date : May 2014
MANUAL – PART II Page -1- Approved by : Managing Director
SIGNATURE CARD
All Officers joining the ship must indicate that they have read and understood the contents of this
manual by signing below.
SIGNATURE CARD
All Officers joining the ship must indicate that they have read and understood the contents of this
manual by signing below.
REVISION SHEET Revised by : Marine Supdt (SID)
REVISION SHEET
When it becomes necessary to revise contents of this manual, the issue of a new page(s) in the
relevant section will be made. Amendments will be highlighted by (!) alongside the change in the left
border.
These revised pages will bear a revision number and date must be entered on this Revision Sheet
and initialled by the Master/Chief Engineer after insertion into the controlled copy held by them.
ENGINEER ENGINEER
NO. DATE INITIALS NO. DATE INITIALS
Complete SBM Parts I&II Contents: All page Jun 2010

Revised and Edition January 2006 Section 3: Pg. 6-26
No.3 Is the successor. Section 9: Pg. 1-4
Section 10 Section 10: Pg. 4-9
Audit Checklist July 2006 Section 11: Pg. 2 &
Complete SBM Part II NC/OBS Form
Section 1,2 and 6 New Insertion:
completely revised. Appendix 1 & 2
MOU Between BIMCO Changed wording from Jan 2011
and Netherland Customs “SBM III” or “General
added to Section 6. Letters” to “ship type
Revisions in Other specific operation” or
Section as follows: “SMS Documentation
Section 3: Pg. 7,8,9,15 Aug 2006 DVD” as applicable.
Section 4: Pg. 1-9 Contents : Pg. 1-5, 8, 9 Mar 2011
Section 5: Pg. 5, 9 Section 3 : Pg. 1-5
Section 7: Pg. 1 Contents : Pg. 1-5, 8, 9 Jan 2012
Section 8: Pg. 1 Section 1 : Pg. 5, 6, 12
Section 9 : Pg. 8, 9 Section 2 : Pg. 1-3, 5-6
Section 10 : Pg. 1,3,6 Section 3 : Pg. 2
Section 10 (all pages) Jan 2007 Section 4 : Pg. 1, 5-6, 11
Table of Contents June 2007 Section 5 : Pg. 3, 5-7
Revision Sheet Section 6 : Pg. 1
Management Review Section 9 : All
Section 1: Pg. 5,7, Section 10 : All
12,13,14 NC Note : 1 page
Section 2 : All Appendix : Pg 1-2
Section 3 : Pg. Contents : Pg. 1-5, 8
3,4,5,8,10,11,13, 15 Section III : Pg. 25, 26 Jul 2012
Section 4: Pg. 1,2,3,4,5,6 Section 9 : All
Section 5: Pg. 2,3,5,6,7 Appendix 1: All
Section 6: All Contents : Pg. 1-5, 8, 9 Mar 2013
Section 8: Pg. 2,3,14,19 Section 1 : Pg. 7, 13
Section 9: Pg. 1-9 Section 2 : Pg. 6
Section 10 July 2008 Section 5 : Pg. 2-6
(all pages) Section 10 : All
Complete: Feb 2009 Section 11: Pg. 3
Section 9: Pg. 1-4 NC/OBS Report Form
Section 10: Pg. 1-9 Appendix 1 : RA Form
Section 11: Pg. 1-3 Revised RA Form see
Contents : Pg. 6,7 Form Index marked (!)
Section 1 : Pg. Sept. 2009 Contents : Pg. 1-5 & 8
Section 4 : Pg. 9 Section 10 : All May 2013
New insertion: 4.9 Section 11 : All
1,3,5,7,12,13
Contents: Pg.1-3, 6,7 Jan 2010 Contents : Pg. 1-5 & 8
Section 1: Pg. Section 3 : Pg. 1 Oct 2013
1,3,5,7,12,13 Section 5 : Pg. 5
Section 2: All Appendix 1 : All
Section 3: Pg. 5 & 7-15 Contents : Pg. 1-5, 8 & 9 Dec 2013
Section 4: Pg. 1,4,6 Section 3 : Pg. 2, 3 & 6
Section 5: Pg. 1,3,7 Section 6 : Pg. 2
Section 6: Pg. 1,2 Appendix 1 : All
Section 7: Pg. 1
REVISION SHEET Checked by : Director (Marine)

ENGINEE ENGINEER
R
NO. DATE INITIALS NO. DATE INITIALS
Section 2 : Pg. 2-10 Dec 2016

Contents : All Jan 2014 Section 3 : Pg. 2-27
Revision Sheet : All Section 4: Pg. 5
Management Review: All & Section 5: Pg. 3
Signature Card : All Section 6 : Pg 1
Section 5 : Pg. 6 May 2014 Section 9: Pg.1, 3 & 4
Section 10 : All
Section 11 : Pg. 3
Section 12 : All
(New Insertion)
Appendix 1:
(All Sample RA Forms & new
RA Forms)
Contents : All
Revision Sheet : All Dec 2014
Management Review: All
Section 5 : All
Contents : Page 1,2,4

Revision Sheet : Page 2 Jun 2015
Management Review: All
Section 2 : 10
Appendix I : RA D&C
(Index: Page 1)
Contents : All Oct 2015

Revision Sheet : Pg.2
Management review: All
Section 3 : Pg. 1
Revision Sheet : Pg 2
Appendix I : RA D&C
(Index: Page 1) Jan 2016
Tanker 2 RA Form
added only
Contents : All Jun 2016

Section 1 : Pg. 2,3,5,6,7 & 9
Section 2 : Pg. 1, 7 , 10 & 11
Section 6 : Pg. 1
Section 8 : Pg. 2
Section 9 : Pg. 4
Section 10 : Pg. 3, 7-11
Section 11 : Pg. 1 &
NC/OBS Report
Section 12 : Pg.3
Appendix 1 : Index-RA Forms
Contents : All Sept 2016

Section 12 : All
Contents : All
Revision Sheet : Pg.2 Dec 2016
Section 1 : Pg. 1, 5
SHIPMANAGEMENT LTD MANAGEMENT REVIEW Issue Date : 31.3.98
SHIPBOARD MANAGEMENT Page -1- Rev.No. / Date : Dec 2016
MANUAL – PART II Approved by : Directors
MANAGEMENT REVIEW
SECTION
DATE REMARKS INITIALS
REVIEWED
3/98 New Edition to incorporate new SEP rules and items DSH,
ALL nd IAC,GSM,
(2 Edition) from Masters Reviews and Findings from External AM, RKM
Audits KZ, GS

Full manual to be revised before compliance audit with
DSH
ALL 3/02 ISO 9001:2000. Initial revision to indicate changes to
NK
Internal Audit Procedures, Checklists and Forms.
Full manual revised. Compliance with ISO DSH
ALL 3/03
9001:2000 verified NK
Reviewed, to include ISPS Code elements in sections 1 DSH
All 3/04
&6 NK
All sections page headers amended to job titles only, not
individuals name.
Amendments : SIRIS incident report system replaced
01/06 DSH
All SIRIS system. AMOS-D was replaced by
rd
(3 Edition) CPS
SMMS
Recent Revision & Amendments highlighted (!)
New insertion highlighted (!!)
DSH
All 08/06 Reviewed and changes as required
CPS
DSH
CPS
DSH
SR
DSH
01/10 Reviewed and changes as required
All SR
Changes in ISM code detailed as in Resolution DSH
06/10
All MSC.273(85) included SR
Changed wording from “SBM III” or “General Letters” to “ship type

All 01/11 specific operation” or “SMS Documentation DVD” as applicable. DSH
All 03/11 Reviewed and changes as required DSH

All 01/12 Reviewed and changes as required DSH/SR
03,05,10& VMS/SR/
All Reviewed and changes as required
12 /13 JCTY/PNS
01, 05 & VMS / SR /
All Reviewed and changes as required
12/14 PNS / JCTY
All 06 & 10/15 Reviewed and changes as required
VMS / SR /
PNS / JCTY
(!) 06, 09 &12
All Reviewed and changes as required SR
2016
This is a quality review of the system and/or procedures on a yearly basis, to consider the
need for system improvement. When these reviews are done, comments from the Masters’
review will also be taken into Account.
WALLEM SECTION 1 Prepared by : MSQR
COMMUNICATIONS 3rd Edition : 31.1.06
Page -1-
SECTION 1 COMMUNICATIONS
(!!) FOR THE CONTEXT OF THIS MANUAL, REPORTING/CONTACTING ‘WALLEM’ REFERS TO THE
RESPECTIVE ‘FLEETCELL ‘.
1.1 Purpose/Application
The purpose of this section is to describe procedures laid down by the Company with
regard to various Reports to be sent from the vessel to Wallem office. This covers a
broad range of Reports as well as reporting of accidents/incidents/technical problems,
surveys/inspections etc.
These procedures do not include reporting requirements of Owners and Charterers, which
should be followed as advised by them.
1.2 Responsibility
Vessel's Master is responsible for having the reports prepared and transmitted by tlx/fax
or by e-mail.
1.3 Radio Watchkeeping
All ships shall, while at sea, maintain a continuous watch: -
1. On VHF DSC channel 70, if the ship, in accordance with the requirements of
Regulation 7.1.2 is fitted with a VHF radio installation
2 On the distress and safety DSC frequency 2,187.5 kHz, if the ship, in
accordance with the requirements of regulation 9.1.2 or 10.1.3, is fitted with an
MF radio installation;
3 On the distress and safety DSC frequency 2,187.5 kHz and 8,414.5 Khz and
also on at least one of the distress and safety DSC frequencies 4,207.5 kHz,
6,312 kHz, 12,577 kHz or 16,804.5 kHz, appropriate to the time of day and the
geographical position of the ship, if the ship, in accordance with the
requirements of regulation 10.2.2 or 11.1, is fitted with an MF/HF radio
installation. This watch may be kept by means of a scanning receiver.
4. For satellite shore-to-ship distress alerts, if the ship, in accordance with the
requirements of regulation 10.1.1, is fitted with an INMARSAT ship earth station.
5. Every ship, while at sea, shall maintain a radio watch for broadcasts of maritime
safety information on the appropriate frequency or frequencies on which such
information is broadcast for the area in which the ship is navigating.
6. Every ship while at sea shall maintain, when practicable, a continuous listening
watch on VHF channel 16. This watch shall be kept at the position from which
the ship is normally navigated.
7. Every Ship in port to keep On and monitor EGC and Navtex for safety and
weather broadcasts. Vessel will also check facsimiles for weather synopsis and
forecasts.
SHIPBOARD MANAGEMENT Rev.No. / Date : Jun 2016
Page -2-
1.4 Communication Guidelines
The mode of messaging is always selected by the Originator of the message having due
regard to the content and the importance of the message. E-Mail is the preferred mode of
messaging. Large amount of data can be transferred economically with Email.
All messages to be addressed to WSM Hong Kong or Regional Office, as applicable.
Messages, which require immediate attention, should be suffixed URGENT.
Any urgent matters with respect to safety, pollution, technical or crewing arising
about which WALLEM should be advised, are to be reported by phone.
All messages should be signed with the Master's family name.
Following are the different modes of communication from the vessel to the shore.
E-Mail
Email is installed aboard all managed vessels.
Vessels are required to dial into the Hong Kong Hub “at least two to three times
everyday”. No Exceptions
Following are for guidance only:
1. All routine traffic from shore to ship or ship to shore is exchanged by e-mail.
2. “To” Email Field : Should be used for the person or the address to which the email is
directed. The Email should be addressed to the concerned departments email
address. When sending message on Technical and Marine issues, the E-mail
address of the Fleet Cell(Vessel control group) is to be used (Example:
VC_VesselA1@wallem.com). Email messages should not be addressed to individual
Email ID of the superintendents.
3. In the case of Data Files, Please note that system data files required by WALLEM
are to be sent to the Designated Email address. The file may not be readable at other
addresses.
4. “CC” field on Email : Should be used for those addressed indirectly.
5. BC Field on Email : This is to be used sparingly, as main recipients are not informed
about these recipients.
6. Always ensure “subject” field has vessel’s name first and then topic.
7. It is recommended that ships reply back Email ID is noted below the Master Name at
the end of the message.
Other Information
1. E-mail Messages should only be for text messages. Use the inverted pyramid form
of writing. The most important statement should appear in the first paragraph. Follow
up with supporting details. If the message is lengthy, use sub heading within the
email message and refer to sub topics in the first paragraph.
2. Messages can be sent as attachments in Word or Excel or PDF or Tiff or JPEG files
only when the Reports cannot be sent as plain text in the Email or if the Report is in
the form of a Table or has drawing attached.
Page -3-
3. Superintendent / Office may request vessels to send Photographs and the

Photographs can then be sent as attachments. Modern scanners are capable of
scanning the Picture /photographs to within 500 KB and are to be used to assist in
keeping the size of attachment to the minimum.
It is recommended that all attachments are zipped prior being attached to the E-
Mail as this reduces the size of the attachment and reduces the transmission time.
SMMS Export files are not to be zipped.
FACSIMILE Vs E-Mail
Facsimile to be only used if the E-Mail system is not working.
TELEX
Sat C is the normal means of sending telex message if E-Mail is not working. Some
vessels may have Sat B which can also be used for sending telex messages. Fleet 77
does not provide a direct connection to the telex network.
.
E-MAIL BY TELEX
For one single text message to office or any other party, the E-Mail mode of Sat C can be
used. However, the subject has to be filled correctly and in the proper format in this mode
of message delivery as per example below. Email in SAT C to be sent using code 67 or
code 63 and in the format given below:
To+ xxxx@wallem.com
cc+ xxxx@wallem.com
Subject+ Vessel Name - Weather routing for next voyage
Ships Name to be written in subject field preceding the content in the subject field.
TELEPHONE
Useful when an immediate two-way exchange is essential to a particular situation.
 IMPORTANT
The mode of communicating with charterers, cargo interests, owners, commercial

interests and various authorities should be as instructed by them or required by the usual
dictates of the trade.
 REMEMBER: The originator decides the mode of messaging

WALLEM SECTION 1 Prepared by : Director (SID)
SHIPBOARD MANAGEMENT Rev.No. / Date : August 2006
MANUAL – PART II Approved by : Managing Director
Page -4-
1.5 Communication Protocol
For economising, following order of communications is to be followed: -

1. INMARSAT telephone calls to be restricted only to important matters.
2. All routine communication to be effected using e-mail and through the contracted service
providing station.
3. Fancy fax headers not to be used and each page to be numbered when sending by Fax.
Drawings, Matrices, and Tables can be sent as attachments to e-mail or by Fax. Vessel is to
determine the cheaper mode of delivery, which would depend on the size of the attachment.
Vessel is to decide this on a case-by-case basis and then send by Fax or email accordingly
4. Ships provided with Cellular telephone & fax, should use it when in range.
Page -5-
Note: The following instructions (Sections 1.6-1.9) constitute the minimum requirement for
(!) reporting by vessels to FleetCell. Operational parameters may necessitate changes / amendments to
the reporting format, which will be advised to the relevant vessel(s) by Area and/or Head Office.
1.6 System Reports
Following are various System Reports that are to be sent by E-Mail
1.6.1 Vessel Movement Report
This consists of Noon Report, Arrival Reports, Departure Reports, Agency Report, Vessel In Port
Report and Awaiting Berthing Report. All the Reports mentioned are in One excel file. The data is to
be fed into the Report and a VRM File Generated. The Generated file is to be sent to the designated
Address VRMDATA. Instructions for preparing the reports are provided with the
software.
Agent’s details need to be sent in the standard format of the Agency report to Vessel Movement mail
box. This must be done even if a separate email with agent’s details has been sent in normal E-mail
mode to the office.
Agents details sent to the designated mailbox allow access to this information for all departments.
This would allow for dispatch of Crew mail, stores, and spares etc in timely manner.
In ADDITION, WALLEM WILL HAVE IMMEDIATE ACCESS OVER THE INTERNET TO THE
VESSELS POSITION AND AGENT DETAILS IN AN EMERGENCY.
Assistance and services may be delayed where vessels are not regularly updating VMR with
departure, daily, arrival and agents reports.
1.6.2 TPS (Total Procurement Solution) System Files (For Requisitions & GRA Files)
Vessels are using the RQA system for Generating Requisitions and sending the Good Received
acknowledgement Files. This is to be sent to the Designated Email Address, which has been sent by
ISD Department. Please Refer to RQA instruction manuals or the Help section of the RQA CD for
operation instructions.
1.6.3 Fleet Portage Bill and Allotments

The FPB Software is used to maintain the accounts of the staff as well as to send the allotment
details. At the end of the month, accounts are closed and Generated file is sent to Designated Email
address GADATA for uploading into the office system. Please refer to FPB Instruction manual for
details.
1.6.4 Radio Accounting System
To be carried out as informed by Office.
1.6.5 SIRIS Reports

SIRIS Reports are to be prepared for all Accidents / Near Miss / Non Conformance. Once the Report
is prepared, a SIRIS File to be generated for sending to the Designated Email Address GADATA.
Please refer to the Instructions provided with the software for details.
1.6.6 SMMS / Other PMS Systems Files

Wallem's preferred PMS system is SMMS. Vessels may have other Owners Preferred systems for
PMS. Update from these systems are to be sent to the office as advised on a case by case basis.
1.6.7 Inmarsat Calling Cards

The vessels have dedicated software for ordering Inmarsat calling cards as well as acknowledging
the Receipt of the calling cards. The Generated files are to be sent to Designated Email address
VRMDATA. Please see the instructions provided with the software for further details. Wallem is also
providing private E-Mail for crew with WCC (Wallem Crew connect) software
Page -6-
1.7 Other Reports
Following Important Reports are to be sent as Applicable
1.7.1 Accidents/Incident Reports
1. Major accidents & Oil Pollution or other incidents.

Please refer to WALLEM Major Casualty Contingency Manual or Vessel Response Plan
(VRP-NTVRP)/Shipboard Oil Pollution Emergency Plan (SOPEP) as applicable to vessel
type and port.
2. Other Incidents - Personal injury, Hull & Machinery damage or

P & I matters are to be addressed to Fleet Cell for follow up by Insurance department
3. SIRIS Report to be prepared for above Cases
4. Contact vessel's Marine Superintendent in case of urgent matter in respect of cargo

matter and Technical Superintendent for urgent technical matter.
5. In case of any urgent matter about personnel, please contact Fleet Personnel.
1.7.2 Flag State /Class Certificates/Surveys/ Insurance Companies/Oil Majors/Terminal

Inspections / P & I Club / H & M Surveyor attendance
Whenever any of the above takes place, office to be advised with attending surveyors name
along with his contact details, the company that he represented and the organisation on whose
behalf he carried out the inspection. Please note that Port state authorities may carry out
unscheduled inspections
In the case of class surveys, Vessel should Report the name of certificate renewed or survey
carried out.
In all the above cases, the recommendations and the Planned action on the recommendations to
be sent to the office. The Recommendation can be scanned and sent as attachment or faxed to
the office.
No unauthorised access or inspection of the vessel or its Class Records is to be allowed
unless cleared by Owners or Managers.
1.7.3 Change of Command
Whenever change of Master or Chief Engineer has taken place, same to be reported, confirming
hand over procedures followed with copy to owners. The Charterers (if any) also are to be duly
advised of the Change of Command.
Page -7-
1.7.4 Crew Change Report on Departure Port
In addition to the departure Message in the Vessel Movement File, a message to be sent to the
concerned FP departments with following Information (as Applicable)
For Joining Personnel

A) Date(s) of joining
B) Name(s) of joining personnel
C) Rank(s)/Rating(s) of joining personnel
Signing off Personnel

A) Date(s) of signing off
B) Name(s) of Signing off Personnel
C) Rank(s)/Rating(s) of signing off personnel
D) Amount of balance of wages and whether paid or not
E) Amount of leave wages and for which period, and whether paid or not, (for
off signing Filipino staff only)
F) Reason for off signing
1.7.5 Ship Yard Reports
Vessels to send Daily updates while at Yard with Report prepared by Superintendent / Master /
Chief Engineer.
1.8 Month End Reports
Following Month End Reports are to be sent as required. The Reports given below is only a
sample list and additional reports maybe required by various departments managing the ship and
vessel to comply with it. It is suggested that vessels prepare a list of Month end Reports
required to be sent in a tabulated column with various Email Addresses and this list to be
updated as required:
(a) Month End Report as required by FP department.

(b) Month End L.O Status Report to Account department.
(c) Any Technical reports as required by Office. Vessel would be informed by
Superintendent / Fleet Manager.
(d) Record of rest and work hours file from DNV Navigator to the Port Superintendent
** Month end Reports may vary between different fleets due to nature of requirement of
Owners. Vessels are requested to follow the Format sent by the Superintendent / Fleet
Manager and follow the Instructions therein. Please prepare a tabulated list as mentioned
above.
Page -8-
1.9 Other Reporting
The Master is free to send other reports/information as he find necessary or relevant. For
instance any change in communication capabilities or cash requirement in forthcoming port
should be informed to the concerned departments.
1.10 Telephone Reporting
Important information reported on telephone should always be confirmed in writing soonest

thereafter.
(Superintendents' receiving important information on telephone, which is to be acted upon by
others, will pass written gist to relevant executive(s)).
1.11 SMMS Query
Any query or information required on the SMMS system or the PMS system on board to be sent
to SMMS@wallem.com
Page -9-
1.12 Message Routeing for vessels
Unless specified with written instructions to your vessel, all vessels are to route all messages to
the Fleet Cell
Page - 10 -
1.13 Email Best Practice
# Description Explanation
1 Do not compromise We have experienced two serious navigational accidents because
Navigational Safety Master left the wheelhouse in one case to send departure message to
to send messages Charterers and in another where Master handed con to 3/0 to explain
AMVER messageing to 2/O.
2 Don't assume email Email is generally delivered in seconds, but on some occasions it can be
will be actioned delayed by hours.
immediately Also, regardless of when it is delivered, the recipient may not read/action it
immediately depending on their own priorities. So if you need an immediate
response, use the telephone, or if it is a colleague, speak to them directly.
3 Address email The correct use of "TO"; "CC" and "BC" can improve the chances of getting
correctly the desired response:
• TO: should be used for the person(s) to whom the email is actually
directed – those requiring the information or those from whom you require
a response.
• CC: should be used for those addressed indirectly – typically "for your
information" type messages. Try to limit the usage here, as these are the
messages which add the least value to the communication process and
can often generate more unnecessary messages as a result.
• BC: This should be used sparingly, as the main recipients are not
informed about these BC recipients and over-use can be interpreted as
being underhand or unethical.
4 Address email Distribution Lists can simplify the task of addressing emails, but if over-used
sparingly result in too many people receiving messages that are actually irrelevant.
Similarly, the Reply-to-All option typically generates far more messages than
are actually required in most situations. Try to avoid it altogether.
5 Include a strong Think of your subject line as the headline of an important news article.
subject line Make sure the subject line is short, informative & to-the-point
6 Ask for an action Always specify what you want to happen as a result of the email – particularly
if it is addressed TO: more than one person.
7 Use the inverted Your most important statements should appear in the first paragraph. Follow
pyramid form of writing up with supporting details.
Especially if the message is lengthy, use sub-topic headings within your email
message, and then refer to the subtopics in your first paragraph.
8 Keep sentences and An email is not a novel so get straight to the point.
paragraphs short for Be concise, including only relevant information and avoiding jargon and
easy reading acronyms if they might confuse any recipients.
Remember, many recipients may not have English as their first, or even
second language.
9 Limit attachments Keep attachment sizes to a minimum – otherwise they can be time-
consuming and/or expensive to download.
Similarly, don't copy out an entire, long message just to add a line or two of
text such as "I agree" or "Noted."
Remember to identify the type of files attached if they are not standard MS
Office documents.
Remember to use the original soft-copy of a document (e.g. .DOC; .PPT; etc)
if it is available rather than creating a scanned image of a print out.
Also, most MS Office files like these can be "Zipped" to a much smaller size
before being included as attachments.
10 Think about your As well as being concise, remember some key Do's:
writing style • Do be polite. Terseness can be misinterpreted. In particular, it is a good
rule of thumb never to reply to an email when you are angry.
Page - 11 -
# Description Explanation
• Do trim any quoted message down as much as possible.
• Do use humour sparingly. Remember that email has no visual clues
about emotions, which can lead to problems with interpretation.
and Don'ts:
• Don't write ALL IN CAPITALS – it is usually interpreted as bad manners
• Don't over-use punctuation ("!!"), especially if your email is quite formal.
• Don't use an over-elaborate signature on your email message (Name,
Title, )
• Don't mark things as urgent if they aren't
• Don't request delivery & read receipts. This will almost always annoy your
recipient before they have even read your message.
11 Use the spell check Particularly for messages to outside parties, this shows a professional attitude
and also ensures the message says exactly what you meant it to say.
12 Re-read your message Apart from a final check on spelling and grammar, reading your email through
one last time before the eyes of the recipient will help you send a more effective message and
you send avoid misunderstandings and inappropriate comments.
13 Don't print One of the goals of email is to reduce the amount of paper in use. There will
unnecessarily always be a percentage of documents that need to be held in hard-copy but
wherever possible organize your personal workflow and filing to use the
electronic copy rather than creating a paper copy.
14 Is a reply required? Generally, you should reply if:
• You are asked a question or a response from you is solicited directly
• If you feel you can/should add or correct information on the points raised
Generally you should not reply if:
• You are included in the “CC:” or “BC:” and neither of the points above
apply
• The original message is clearly just distributing general information
15 Reply Promptly The sender is waiting for a response so always reply promptly.
In general, a response should be sent within 1 working day, but if the full reply
may not be available within this timeframe, consider sending a prompt
response confirming that you have received their email and indicating when
you expect to reply fully. Note, since expressions such as “shortly”;
“Soonest”; “ASAP”; etc are not helpful, they should be avoided. Give a
genuine timescale.
16 Don't Forward Delete spam, chain letters, and other unsolicited mail immediately.
unnecessarily If you receive unsolicited warnings about viruses etc., be aware that the vast
majority of these are hoaxes and do not be tempted to forward them to other
people. You may, if you believe they are genuine, forward them as an
attachment to isdhelpdesk@wallem.com for further scrutiny.
17 Don't keep messages This is especially important for messages with large attachments. If the
in your email account attachment is the important content, then SAVE this to the file server and
too long delete the email message.
SHIPBOARD MANAGEMENT Rev.No. / Date : Jan 2012
Page - 12 -
1.14 Messaging to Owners / Charterers
The Owners or their commercial or operational department would advise their reporting
procedures which are to be strictly followed. Similarly, the charterers reporting
procedures are to be strictly complied with.
1.15 Messaging to Agents
The Master should advise the Agents with timely notices as per owners / charterers
instructions. Owners may appoint an owners protective agent for Husbandry matters. The
Husbandry requirements are to be sent to the Protective agent or the charters agent as
applicable with copy to office.
Owners Commercial department / Agents may require Certificates / other documents to be sent
by Email. The required documents are to be scanned and then sent as attachment.
1.16 Communication Guidance for Vessel Calling U.S. Ports
The details mentioned herein are for guidance only. Office will inform of any changes
that maybe promulgated from time to time. Please check with Agents for updates and
changes in any of the rules.
1.16.1 ENOA/D Reports ( ENOA is also called ANOA which stands for Advance Notice of
Arrival)
Initial E-NOA to be prepared using latest software (infopath) and submitted at the earliest once
discharge port is confirmed and / or when vessel has sailed from Load port Confirmation email
would be received stating that E-NOA has been uploaded with a confirmation ID. ENOA update
is to be submitted if ETA changes by more than 6 hrs or 96hrs prior arrivals.
Important : The ship must submit eNOA/D to enoad@nvmc.uscg.gov
ENOD is to be submitted prior vessels departure from Port.

Any change in departure time by more than 6 hours or any change in the information submitted
with the e-NOD, an update is to be submitted.
Please refer to the detailed instructions provided with the software for correctly filling and
submitting the ENOA / Updates /ENOD Reports.
ENOA/D must be sent to the USCG, but may be copied to Witt|O’Briens at
noad@wittobriensrm.com” so that they keep track of vessel's movements whilst in the US.
Please note the following requirement, as listed in 33 CFR 160.212, which is as follows:
If your voyage time is-- You must submit an NOA--

------------------------------------------------------------------------
(i) 96 hours or more; …......... At least 96 hours before entering the For help in filling / Submitting
port or place of destination; or eNOAD - Please refer to
instructions in the latest version
(ii) Less than 96 hours.......... Before departure but at least 24 eNOADon CD.
hours before entering the port or
place of destination.
If your voyage time is less than 96 hours, you must submit your NOA before departure. In
addition, if your voyage is 24 hours or less, you must submit your NOA 24 hours in advance.
Examples: If your voyage is 72 hours, you must submit your NOA before departure. If your
voyage is 18 hours, then you must submit your NOA 24 hours before arrival.
SHIPBOARD MANAGEMENT Rev.No. / Date : Mar 2013
Page - 13 -
1.16.1 ENOA/D Reports (Contd..)
If the Report has not been submitted in Time, Considerable delay can be caused to the
vessel. Also, any mistakes in the details fed into the ENOA could result in delays and
fines to the vessel. Hence, the ENOA and its updates are to be filled up diligently and in
time.
For each port or place in the United States to be visited list the names of the receiving facility,
the port or place, the city, and the state and; the name and telephone number of a 24-hour
point of contact. The Agents are to be mentioned as local contacts in the ENOA/D. Without a
local contact or contact that can be reached quickly, the USCG will not be able to solve minor
issues prior to entry and the vessel may get delayed.
Liberian flag vessels should copy every ANOS ( Arrival NOA ) to NOA@liscr.com
CALLING MULTIPLE U.S PORT
Vessels also need to be diligent when on US to US voyages.
When visiting multiple U.S. ports, a new initial ANOA is to be filed for the next US port. The
initial ANOA for the first port is not to be updated. Each ANOA submitted via INFOPATH must
be an individual or "initial" NOA. This is because the system is setup to require a new arrival
notice for each port call. Although this may appear more cumbersome, the eNOA/D is designed
to allow you to 'copy' all the non-unique data over to a new notice, requiring minimal effort to
add an additional port of call to a voyage.
REMINDER
USCG informs that delays can be easily avoided if the ANOAs are submitted correctly
and the Cleared to Enter list is reviewed. Please request the agent to check the “Cleared
to Enter List “ensure that vessels name is in the list to avoid delays and fines.
1.16.2 ICB & APIS System
ICB (International Carrier bond) is a bond placed by charterers for cargo purposes and for crew
purposes The AMS (Automated Manifest system) filing by agents on behalf of charterers is
done based on this ICB.
The APIS system relates to crew and passenger manifest. This also requires an ICB to be in
place. T the charterers ICB can also be used for this purpose. However, in case the charterers
and owners do not have agreement to use charterers ICB for APIS purposes, then owners ICB
would be required and is to be used. In case of any doubt, contact Owners office with copy to
WALLEM
1.16.3 Ballast water Reporting
If there is any ballast on board from load port, deep seas ballast exchange to be done. Latest
Ballast water form to be filled and sent as attachment to NBIC with copy to agents. Or faxed to
NBIC
The latest ballast water exchange from is available in the SMS DVD.
1.16.4 QI Reporting
For tankers, if vessel has not been carrying out quarterly QI notification, QI notification to be
done no less than 72 hr prior entry to U.S.Exclusive Economic Zone. QI Notification exercise
sheet in the VRP (Sec 7) is to be filled up. Retain the completed notification sheet in File
SHIPBOARD MANAGEMENT Rev.No. / Date : June 2007
Page - 14 -
Copies are not be Faxed / E-mailed to O’BRIENS.
O’BRIENS : Master's Guide to Compliance in US Waters" , a 7 pages document is available in

the SMS DVD and has very useful information for vessels trading to the US.
1.17 Reporting for Other Countries
Please check with Agents for Reporting as required by various countries and Ports and carry
out Reporting as required. Please check the Ballast Exchange Manual for details on Reporting
on Ballast water exchange to various authorities as required. (Ex: Canada, Australia require
Deep Sea Ballast exchange & Reporting)
TAKEOVER GUIDELINES 3rd Edition : 31.1.06
Page -1-
SECTION 2 SETUP OF WALLEM “SMS” ON NEW BUILDINGS OR TAKEOVER OF RUNNING

VESSELS.
2.1 Observers on New Building or Takeover into Management
Normally, 2 observers will join the vessel prior to her sea trial for new building or for one voyage
before takeover of an existing ship into the management. This may be waived in certain cases and
the decision to not have observers would be taken by the Technical Director in consultation with
Safety Department.
The insurance cover for the observers would be obtained by the Insurance Department.
The observers would watch all operations and familarise themselves with the vessel. However,
they will not interfere or get involved with any operations.
One of the observers would fill the Designated Ship Security Assessment(SSA) form and send it to
the office/ superintendent. This would have the various details and is essential for preparing the
SSP.
2.2 Office Preparation for New Takeover
The superintendent nominated for the takeover will co-ordinate the new building or the takeover.
He will be guided by the contents of Section 18 of the Technical manual.
As required, a office Superintendent will be nominated to sail on board soon after vessel takeover,
as a system implementer to guide and assist Master & Ch. Engineer in setting up company SMS.
He will also ensure that company Marpol compliance requirements are in effect.
2.3 Interim Audits on Takeover
The Interim audits would be arranged for the vessel from the office.
The Interim audit would normally be done on the day of takeover or a day later.
During the Interim ISM audits, the auditor would check the following:
1. All the Ships certificates are in order
2. All the licences of the staff are in order(Flag state/National/medical fitness certificates are
valid.) ( CRA’s are valid).
3. All the Manuals and publication required by the Companies SMS system are on board.
4. Muster list has been drawn up and crew are familiar with their emergency duties.
5. In certain cases, the auditor may require the crew to carry out a drill.
6. Copy of DOC on board
7. Time schedule for full implementation of SMS leading up to initial audit is to be available on
board.
During an Interim ISPS audit, the following would be checked:

1. The SSO has the required security officer certificate
2. All the Restricted areas are marked
3. Vessel has a copy of the SSP which has been submitted to the RSO/class
4. Vessel has a letter of SSP submission from the RSO/class
5. Crew familiar with their security duties including access control and monitoring restricted
areas.
6. Master and SSO aware of location of SSAS buttons or call points.
Once the Interim audits are completed, the vessel would need to set up the SMS system in due
time as the initial audit would need to be carried out in 6 months time.
Important Notes on CSR
Upon taking over, Master’s are to confirm to Fleet Cell that all original CSR’s issued to the vessel
in serial order of document number as well as form 2 and 3 for each original CSR are available on
board. Send a copy of the latest CSR in order for the office to apply to the flag administration for a
new CSR.
Page -2-
2.4 SETTING UP THE SMS SYSTEM
Target
Completion
# PROCEDURES date after
Date or N/A
takeover
1. Ballast water management File to maintain records of various forms from 7 day
the manual. Training records of concerned crew to be prepared
2. Posters stating name and contact details of DPA/Deputy DPA/ 7 day

CSO/Deputy CSO/ MLC representative/SSO to be posted at each
deck/smoking & mess rooms.
3. Individual crewmembers Job Responsibility is to be read, understood, 15 days

and posted in the crewmember cabin.
4. After initial familiarization of company SMS, all officers to sign the 15 day
Master’s control copy of SBM Part I & II, Safety manual, VRP or NTVRP,
SOPEP, SOLAS LSA / Fire Fighting Training Manual and Bridge procedures
manual (Deck officers only).
5. All Crewmembers License, STCW and Medical Certificates to be collected 15 Days

and checked. Check Crew on board as per safe manning certificate. All
crews pre-joining Medical forms is to be collected and checked by the
Master and filed in File 7 & 8 (Master Filing System).
6. Distribute all Manuals and publications after labeling them as per the 15 days
Document Control and Distribution list in SBM Part I Section 2 page 3.
Vessel will have 1 hard copy and two E-Manuals CD. One E-Manuals CD
would be with Chief officer and the other with the Chief Engineer. E
manuals to be installed on shared folder on networking, if applicable.
7. Prepare filing system for Master, C/E, Chief Officer, Bridge as per the 15 days
Filing system in SBM Part I section 2 page 7; Files are to be prepared as
per the list provided even if the files are initially empty.
8. Critical Equipment as per Section 3 of SBM II is to be filled and posted on 30 days

the Bridge and ECR.
9. Following Plans/manuals to be prepared and sent for office approval: Bio 30 days
fouling management Plan and record book, Marpol annex VI procedure
manual, Ship Energy efficiency management plan,
BRIDGE OPERATIONS
# PROCEDURES REMARK Completion
Date or N/A
1. Auto pilot selector switch to be covered if exposed. Auto to manual 3 day

steering changeover procedure, auto to follow up and non follow up
Page -3-
procedures displayed.
2. Manoeuvring data of the vessel to be posted conspicuously in the 3 day

wheel house .
3. Manoeuvring booklet and ship particulars to be prepared. 3 day
4. Notices to be posted on ECDIS, Radar, VDR as required by BPM/Internal 3 day

audit checklist.
5. Fire and safety rounds procedure with guidance note. 3 day
6. ETA booklet to be prepared and kept on Bridge/CCR/ Fore peak store 7 day
7. Class approved STS plan to be kept on Bridge/CCR/ECR. 15 day
8. Masters self bridge audit to be completed. Marpol Compliance Checklist 15 day

by Master to be filled in and sent to Office
SAFETY PROCEDURES
Date or N/A
1. List of all enclosed spaces on board to be posted at various locations. 3 day
2. Safety Manual Permits to work for Hot work, Enclosed space entry, 3 day
Permits to work for working Aloft / over side, electrical installation, work
on Pipeline and pressure vessels and permit for diving operations are to
be issued for respective work. Original is to be filed on board.
3. The SCABA sets and Fireman’s suits are to have a Hanging arrangement. 7 days
4. Bridge fire wallet: Fire control plan, GA + Capacity plan, A4 size 7 days
emergency muster List, crew list, MCCM communication details.
5. Copies of checklist from MCCM to be used during each emergency drills 7 days
and filled out for each drill. Copies to be filed. File with blank checklist to
be kept on bridge for easy reference.
6. Place Fire Control plan, Cargo MSDS, Stowage plan, Port Contact details 7 days
and Crew list in Fire wallet at Gangway.
7. Pollution control station is to be set up and all Pollution equipment to be 7 days

located at these stations. MSDS sheets to be kept for OSD drums located
in the Pollution control station.
8. Prepare the Yearly programme of emergency drill from the Safety 7 days
Manual. Post copy on bridge & deck log book and follow up with drills as
per the schedule drawn.
9. “No Smoking in bed” and “Read Safety Publication” stickers to be posted 7 days
in each cabin.
Page -4-

Date or N/A
10. All Fire drills are to be evaluated, Debriefing of crew done for 7 days
improvements and Copies of the evaluation sheets from the Safety
Manual to be filled and filed along with the drill checklists.
11. Emergency Familiarization card is to be posted in each cabin of 7 days

respective crew members
12. MSDS to be posted at relevant locations (Paint and Chemical stores) for 7 days
Paint, Chemicals, Foam solution, L.O., HFO/D.O. Bunker samples and
cargo samples. Copy of MSDS sheets to be available on file with C/E and
Chief officer.
13. Safe working practice posters and notices sent from the office are to be 7 days
posted at conspicuous and relevant locations.
14. SIRIS software is to be installed, Vessel is to start reporting Accidents or 7 days

Incidents or Near Miss or Non Conformity. Records are to be maintained
on board.
15. Management Committee meeting are to be as per Page 1 of Section 5 of 15 days

SBM I. Records are to be maintained in File 18 (Master Filing System).
16. Safety Committee meetings to be held as per Page 1 of Section 5 of SBM 30 days
I. Records to be maintained in File 18 (Masters Filing System).
17. Prepare Plans and procedure for recovery of Persons from the water and 30 days
send for office approval.
ENVIRONMENT AND POLLUTION PREVENTION

Date or N/A
1. Garbage station to be set up and wheelie bins to be installed at the 7 days

Garbage station along with appropriate posters. Ensure that the wheelie
bins are protected from funnel soot with overhead plate or cover.
2. Garbage handling instructions are to be drawn up and signed by the 7 days

cook, mess man and the Bosun. The standing instructions are to be
posted in the galley.
3. Receptacles to be colour coded as per of the Garbage Management 7 days

manual and Record Book.
4. The Ship specific Flow chart for Handling and Disposal of Garbage to be 7 days
highlighted on commencement of the Garbage Management Manual
and Record Book. Sec B of Garbage management manual with ship
specific information is to be filled up.
Page -5-

Date or N/A
5. The OWS approval certificates and operational procedures are to be 7 days

posted at the equipment.
6. Chief engineer to open the overboard line of OWS and inspect the same 15 days
if taking over vessel from different management. OWS piping should be
as per original drawing and no unauthorized connection/magic pipes in
the system. WMCP C/L to be completed and send for office records with
all pictures and findings if any. The OWS discharge line flanges to be
sealed with numbered seal provided and seal number to be noted in
logbook.
7. Positive locking arrangement for Galley comminuter to be made. 15 day
8. All portable pipes are to be kept in a locker or locked box along with a 30 days
record book. The box/locker should have two locks and the key should
be with the Master and chief officer.
HEALTH PROCEDURES
Date or
N/A
1. Vessel to have USCG Approved alcometer ( Lion Alcometer or similar). For

Information
2. All vessels to have a emergency drug-sampling kit, which can take at For
least 10 samples. Information
3. Medical locker inventory is to be prepared and one copy is to be posted 7 days

at the medical locker.
4. Prepare a Medical log book from normal A4 notebook and record each 7 days
and every case of reported illness/ injury, with name, rank, illness/injury
type and medicine dispensed.
5. Posters of Drug and alcohol policy of the company are to be posted at 7 days
relevant locations.
6. Details of International SOS (as applicable) per SMS Documentation 7 days

DVD/ General letters/Insurance general letter no. 5, is to be posted up
in GMDSS communications area.
7. Individual crewmembers drug testing record is to be kept in file by 15 days

Master. (Only for Tanker, chemical carriers, Gas carriers and PCC/PCTC).
8. Form D8 is to be used for any sick crew who visits doctor. The 15 days
completed forms are to be sent to the company.
Page -6-

Date or
N/A
9. Random testing of watch keepers to be carried out with breath analyzer 30 days
as per SBM I section 13 page 1. Records are to be maintained in Drug
and Alcohol logbook.
10. Transom space manhole covers nuts to be tack welded 30 days
ENGINE ROOM OPERATIONS:

# PROCEDURES REMARKS Completion
Date or N/A
1. Designated work area to be demarcated in the Engine Room Workshop 3 day

with curtain and Chief Engineer is to put up a notice stating the Permit
duration.
2. Operational Engine Checklist available in type specific Manual - For

“Appendices Section” to be used as required. Information
3. Chief Engineer is to issue written orders for Welding and gas cutting 7 days
safely and these orders are to be posted in the workshop along with
precautions from Safety manual Chapter 11 page 3/14. Date completed:
4. Safety posters are to be conspicuously displayed in relevant location in 7 days

the Engine room.
5. Ship specific Engine room emergency procedures to be prepared as per 30 day

Ship specific Manual Appendix 4(A) engine procedures page 7.
PREPARING FOR THE INITIAL ISPS AUDIT

Date or N/A
1. All restricted areas are to be identified as per SSP and restricted area 3 day
notice to be stenciled at the entrance to each area as given in SSP.
2. Prepare the Yearly program of security drill from the SSP Manual. 7 day
3. Briefing for all personnel on their duties and relevant section of SSP. 7 days
Date completed:
4. Familiarize staff with security procedures and security equipment. 7 days

Date completed:
5. Bomb search checklist to be prepared as per format in SSP 7 days
6. Establish Key control and start Key Register as per ISPS 7 days
Page -7-

Date or N/A
7. Security log to be started to maintain records of Security rounds and 7 days

other procedures
8. Security drill is to be held within 7 days of takeover. 7 days
9. Maintenance log for Security equipment to be started and details of 7 day

security equipment to be entered with maintenance procedures for the
equipment.
PREPARING FOR THE INITIAL MLC AUDIT

Date or N/A
1. DMLC part 1 &2 and CBA copy available on board. Completed in

Appendix C
2. Sufficient drinking/domestic water and provision on board prior Completed in

sailing out. Appendix C
3. Master to check all OEC and CRA for flag state are in order. Completed in
Appendix C
4. DNV Navigator to be installed and crew to start filling their work and Completed in
rest hours. Appendix C
5. Crew Complaint procedure and forms made available to crew by 3 days

posting the same in alleyway or smoke rooms.
6. Galley to have hand wash liquid and disposable towel. 7 days
7. Annual Drinking water test records available on board else send 7 days
water for analysis.
8. Accommodation certificate to be checked to be in compliance. 7 days
9. TV in smoke rooms to have de-coder to receive local channels of each 7 days

country especially Australia
10. Crew given a signed copy of work and rest hours along with Wage Month end
slips.
Page -8-
2.5 BLANK
Page -9-
2.6 BLANK
Page - 10 -
2.7 HANDING OVER INSTRUCTIONS
A standard message would be sent out to the vessel.
(!) All Wallem supplied items are to be returned to the respective vendors. Examples are Any Special
Telephone systems and Gas bottles on board. However, this is subject to the mutually signed MOU
between the Owners/sellers and the buyers.
If there are any pending insurance claims or legal cases, Fleet Cell will advise the vessel on the copies
of log book pages that would be required.
Standard instructions for handling of WALLEM documents at handover:
Please use your discretion and follow the instructions below after the date & time of handover has been
confirmed.
AA) Re Amos Connect system, the software should be removed and returned to Mr. Daniel Cheng
of ISD.
BB) Is the vessel equipped with VOD (Videotel on demand) or the traditional Videotel library
consisting of safety video tapes of CDs?
In either case, please pack the equipment and land them at the next convenient port and
address it to:
Videotel Marine International, 84, Newman Street, London W1T 3EU (Tel: +44 207 299 1818).
CC) IF VESSEL IS FITTED WITH CHARTCO EQUIPMENT, the ChartCo decoder which is on rental
and should be returned to:
ChartCo Limited
Kathleen Walsh
Tel: +44 (0)20 8267 0003
Fax:+44 (0)20 8267 0004
e-mail: kathleen.walsh@chartco.com
ChartCo Limited
Incorporated in England No: 3652059
Postal Address: New North Road, Hainault, Ilford, Essex, IG6 2UR United Kingdom.
Please mark the name of the vessel clearly outside the box and mark "Items of UK origin, of no
commercial value" on the box.
Please request the Agents to send the box to UK by courier and send details of despatch (AWB No) to
Marine Superintendent.
The reason for the above instructions is that in the past, vessels have landed Videotel library and it has
remained with Agents without a trace. We have had to continue paying rentals.
The instructions below to be complied with only once the handover date is confirmed and just prior
handover:
(!) 1. On handover , the following software is to be deleted & installation disks to be returned to ISD
Requisition RQF software , FPB software , and Radio Accounting software installed - please uninstall
and return the installation disks to the concerned department.
(!) 2. SMMS : Please uninstall SMMS program & software and return the original CDs & Hardware Lock
to WSM . Please take a full back up of the PMS and send to office.
Page - 11 -
3. Professional software applications such as NTC Squat, Passage Planner, etc are to be erased from
PC hard drives. The same applies to OCIMF SIRE VPQ & IMT MESC CD Rom SMS
documentation DVD and WSM eManual CD.
4. On handover, please return original SMC and ISSC to Marine superintendent for cancellation, and
destroy DOC copy held on board.
5. Vessel has Flag issued Minimum manning certificate and CLC 1992 naming Registered Owners -
to return to Marine superintendent along with COFRs.
( * To remain on board if owners remain the same, i.e. only management change).
6. SOPEP to remain onboard after removing the appendices which have WALLEM WSM contact
details. VRP or NTVRP (if on board) original and CD to return to Marine superintendent. (( * To
remain on board if owners remain the same).
7. All Wallem posters to be removed without causing poor appearance , otherwise let them remain.
8. Destroy entire filing system except PMS, which is to be handled as per (2). When destroying files,
please use your discretion during disposal, as you would undoubtedly require that some documents
remain available until actual date of handover.
9. Please refer to SBM Part 1 , Overview of Ship & Shore Documents.
Documents to be destroyed only after arrival port:

Item 1 MCCM to be destroyed.
Item 2 Safety Manual to be destroyed.
Item 3 SBM Manuals (I & II) to be destroyed.
Item 4 BPM destroy all contents except the books included with BPM, which to remain onboard.
Item 5 SOPEP as per 6 above.
Item 7 Tanker operations manual/ Bulk carrier manual or ship operation manual to be destroyed.
Item 9 HSE manual to be destroyed
Item 10 SMMS manual - please return to WALLEM WSM
Item 11 Casualty reports to be destroyed.
Item 12 Score Garbage Manual with "superseded", and return to Marine Superintendent
Item 13 all unused stationery to be destroyed.
Note: If officers wish to carry back any WALLEM WSM manuals with them as personal reference
copies,
they are welcome to do so. However, please ensure the revision page in each is marked with the
notice "Uncontrolled Copy".
10. All Oil Record Books (I & II) which are less than three years old to be returned to office. Destroy all
ORB's more than 3 years old.
11. Latest Wallem Deck/Engine Log books and Movement book to be returned to Marine
superintendent, others destroyed.
12. Cargo papers - understand these should be in envelopes by voyage nos. Keep on board.
13. Trading Certificates - please follow instructions from Class.
14. Flag State manning documents - Official log book, Crew Articles, Minimum Safe Manning Cert,
ITF blue card, etc to be returned to FP at WSM HK.
15. Videotel Safety Library & CD-Roms : Return to Videotel.
16. Other professional videos - to remain onboard.
17. All original CSRs to remain on board.
Please advise Fleet Cell date and time of vessel leaving WSM management in order to cease services
such as SSAS, NTMs, etc.
If new managers require, you would need to leave photocopy of latest log book & ORB's on board.
In case of any doubt, please contact vessel's superintendent/ Marine superintendent.

SECTION 3
CRITICAL EQUIPMENT & SYSTEMS Revised by : Marine Supdt (SID)
RISK ASSESSMENT 3rd Edition : 31.1.06
SHIPBOARD MANAGEMENT Rev.No. / Date : Oct 2015
CRITICAL OPERATIONS
Page -1-
SECTION 3 CRITICAL EQUIPMENT AND SYSTEMS
Critical equipment and systems are those, where sudden loss of functional capability or where failure to
respond, when activated manually or automatically may create a high-risk situation or accident.
Critical equipments for the ships are determined after a careful risk assessment in the office. The risk
assessment is in the office manual and the table in the next page details the critical equipment.
Critical equipment and Systems are to be marked as critical in the SMMS. If any component is
there in more than one department, e.g Engine and Deck, then it should be marked in both the
department.
Critical equipment details in SMMS to include its maintenance procedure, frequency, testing
routines under the responsible Officer’s access domain.
A risk assessment is to be carried out before undertaking maintenance on critical jobs.
The following pages list Critical Equipment and Systems. The remark column is to be completed to
state where details of appropriate tests and other procedures, which should be developed to ensure
functional reliability or the use of alternate arrangements in the event of sudden failure, are available.
The testing of stand-by equipment and arrangement should assist in ensuring that a single failure does
not cause the loss of a critical ship function that could lead to an accident.
SPECIAL REQURIEMENTS FOR TANKERS AS PER TMSA
The following instructions are applicable only for tankers.
Whenever there is a failure of critical equipment, office should be informed immediately.
Whenever maintenance is to be carried out on the critical equipment, office permission is to be taken,
as mentioned below:
1. In case of Main Engine jobs of Overhaul of Units, Fuel pumps & Turbocharger and Opening up
of Main, Crankpin and Crosshead bearing permission for office is required. For all other jobs
there will be no need to obtain permission from office.
2. In case of Cargo pipelines & valves; job of renewal of bolts or clamps, when no hot work
is involved, office permission is not required.
Procedures for shutting down:
1. When requesting for permission, risk assessment in standard company format is to be sent.
The estimated shutdown period to be mentioned. The shutdown period should not exceed 12
hours.
2. If it is felt any time during the work that the approved work period will be exceeded, then
permission from office to be obtained for extension. The original risk assessment is to be
reviewed and resubmitted or a new risk assessment is to be submitted when requesting
extension.
3. Chief Engineer in consultation with Master can shutdown the equipment if there is breakdown
or to prevent a breakdown, without informing the office. In such case office is to be informed
immediately after the shutdown.
SECTION 3
CRITICAL EQUIPMENT & SYSTEMS Checked by : Director (Marine)
CRITICAL OPERATIONS
Page -2-
CRITICAL EQUIPMENT
DESCRIPTION REMARKS
Emergency Fire Pump
Emergency Generator
Emergency Maneuvering of Main Engine
Hold Water Ingress For Bulk Carrier only
Dewatering System For Bulk Carrier only
Gas Detecting Equipment For Gas Carrier only

SECTION 3
SHIPBOARD MANAGEMENT Rev.No. / Date : March 2011
CRITICAL OPERATIONS
Page -3-
CRITICAL SYSTEMS
THIS PAGE HAS BEEN INTENIONALLY
LEFT BLANK
SHIPBOARD MANAGEMENT CRITICAL OPERATIONS Rev.No. / Date : March 2011
Page -4-
CRITICAL SYSTEMS
THIS PAGE HAS BEEN INTENIONALLY
LEFT BLANK
SHIPBOARD MANAGEMENT CRITICAL OPERATIONS Rev.No. / Date : Dec 2013
Page -5-
RISK ASSESSMENT
Vessels are to refer to Appendix 1 of this manual (Risk Assessment for critical operations). The company
uses the simple risk estimator 5 x 5 as given in Appendix 1 of this manual. Vessels are to be guided by
this for identifying risk and the control measures.
The Risk Assessment form has been developed by the company and is available in the SMS
documentation DVD.
Critical operation has been identified in Section3 of this SBM II. The company Risk assessment for critical
operations are also available in Appendix 1 of this SBM II. The hazard/ Risk identification and control
measures for all other operations/ jobs are available in Appendix 2 of SBM II.
The Changes to ISM Code detailed in Resolution MSC.273(85) requires the company to assess of all
identified risks to its ships, personnel and the environment and establishing appropriate safeguards or
control measures. This has been done by carrying out an assessment of Critical operation in Chapter 3 of
SBM II. The Risk assessment has been done for all critical operation and is available in Appendix 1 of
SBM II. The Hazard / Risk identification and the control measure for all other operations are available in
Appendix 2 of SBM II.
CRITICAL OPERATIONS AND CONDITIONS
Critical Operations and conditions are those, which has a significant risk of causing injuries or illness to
people, or damage to the ship, cargo, other property and/or the environment.
The following pages list operations and conditions, which could be, categorised Critical. The list is not in
order of importance, and it is to be further understood that operations are not only limited to what is listed
as they would be others specific to type of vessel and or trade engaged.
To Comply with the changes to the ISM code detailed in Resolution MSC.273(85), risk assessment has
been carried for each Special and Critical operation. The Risk assessment is available in Appendix 1 of
this manual. In certain cases, a checklist is available for critical operations. If a checklist is available, no
Company Risk Assessment has been carried out. Vessels are to review the risk identified and the control
measures or verify the items in the checklist prior carrying out any Critical or special operations. If the
vessel is carrying out a unusual job which is not included in the list of jobs mentioned, the department
head to carry out a Risk assessment as per the sample in the SMS DVD and maintain records.
Vessel Types Vessel Trades
1. Tankers, including - Common for all types:-

- Oil - World-wide
- Chemical - In restricted waters
- Gas (Malacca/Singapore Straits, English
2. Bulk Carriers Channel)
3. Container - Lightering
5. Reefer - Heavy Weather routes
6. Ro – Ro, Pure Car Carrier ( PCC / PCTC ) - Poor visibility (seasonal) routes
7. General Cargo - Ice/extreme cold
- Areas known for piracy
- Ports known for stowaways & drugs
SECTION 3
SHIPMANAGEMENT LTD CRITICAL EQUIPMENT & SYSTEMS Checked by : Director (Marine)
CRITICAL OPERATIONS Rev.No. / Date : Dec 2016
SHIPBOARD MANAGEMENT MANUAL – PART II Approved by : Directors
Page -6-
(!) Bridge Procedures

X - Assessed as Critical Operation
DESCRIPTION OF OPERATION CRITICAL OPERATIONS ASSESMENT DETAILS OF CONTROL MEASURE
Immediate damage to vessel and environment
X Corresponding Checklist from Bridge
Anchoring if procedures are not followed Procedure Manual
X
Blowing through main engine prior departure Immediate damage to vessel and jetty if Company Risk assessment done which is in
procedures are not followed Appendix I of this manual
Immediate danger to vessel if procedures not x Corresponding Checklist from Bridge
Bridge Control/Telegraph failure whilst underway followed Procedure Manual
Bridge Team management whilst under pilotage Hazard / Risk factors control measures in
Appendix II of this manual
Change of command Change of command is critical to ensure

X Company Risk assessment done which is in
smooth functioning of vessel Appendix I of this manual
Change of OOW procedures Hazard / Risk factors control measures in

Change of pilots Hazard / Risk factors control measures in

Change over hand/auto steering (testing once per Hazard / Risk factors control measures in
watch) Appendix II of this manual
Collision Emergency procedures E Emergency Procedure – Checklist in MCCM
Corrections of Charts & Publications Hazard / Risk factors control measures in

Hazard / Risk factors control measures in
Distress alarms Appendix II of this manual
Immediate damage to vessel and jetty if x Corresponding Checklist from Bridge

Berthing / Unberthing procedures are not followed Procedure Manual
Drifting, awaiting cargo orders/port to open Appendix II of this manual
SECTION 3
Page -7-

X
Embarkation/disembarkation of pilot Injury to Pilot or crew rigging the pilot ladder Corresponding Checklist from Bridge Procedure
Manual
Familiarisation with bridge equipment Hazard / Risk factors control measures in
Grounding E Emergency Procedure – Checklist in MCCM

Immediate danger to vessel if procedures are X
Corresponding Checklist from Bridge Procedure
Gyro failure whilst underway not followed Manual
Immediate damage to vessel and injury to x Company Risk assessment done which is in Appendix
Helicopter operations persons if the error in following procedures I of this manual
Immediate danger to vessel if procedures not E
Corresponding Checklist from Bridge Procedure
Main Engine failure whilst underway followed Manual
Man overboard E Emergency Procedure – Checklist in MCCM
X
Master/Pilot information exchange Vessel will run aground or have collision if not Corresponding Checklist from Bridge Procedure
done as per required procedures Manual
Masters night orders Hazard / Risk factors control measures in
Masters standing orders Hazard / Risk factors control measures in

Immediate danger to vessel if procedures not

Navigation in Traffic Separation Scheme followed Procedure Manual
X
Navigation in coastal water Immediate danger to vessel if procedures not Corresponding Checklist from Bridge Procedure
followed Manual
Hazard / Risk factors control measures in Appendix II
Navigation in extreme cold of this manual
X
Immediate danger to vessel if procedures not Corresponding Checklist from Bridge Procedure
Navigation in heavy density traffic areas followed Manual
SECTION 3
Page -8-

X
Navigation in heavy weather followed Manual
X
Immediate danger to vessel if procedures not Company Risk assessment done which is in
Navigation in ice followed Appendix I of this manual
Company Risk assessment done which is in
Navigation in piracy black spot areas Appendix I of this manual
X
Navigation in restricted visibility - fog followed Manual
X Corresponding Checklist from Bridge Procedure
Navigation in restricted visibility - rain followed Manual

Navigation in restricted visibility - sand storm followed Manual

Navigation in restricted visibility - snow followed Manual

Navigation in restricted waters followed Manual

Navigation in rivers & canals followed Manual
X
Passage planning Vessel will run aground immediately due error Passage planning checklist and software to be used
and the passage planner is a form of risk assessment
Piracy High risk areas Piracy prevention is a critical operation to

x Company Risk assessment done which is in
prevent attack by pirates Appendix I of this manual
Questioning and/or countermanding pilots advice

E Emergency Procedure – Checklist in MCCM
Reporting pollution other sources & VRP-NTVRP/SOPEP
SECTION 3
Page -9-

E Emergency Procedure – Checklist in MCCM
Reporting pollution own vessel & VRP/NTVRP and SOPEP
Hazard / Risk factors control measures in Appendix II

Navigational Emergency drills of this manual
Search & Rescue Emergency Procedure – Checklist in MCCM E Emergency Procedure – Checklist in MCCM&
VRP/NTVRP & SOPEP
X
Immediate Danger to personnel / vessel if Company Risk assessment done which is in
Ship to Ship Lightering procedure not followed Appendix I of this manual
Emergency response - Pollution / danger to E Emergency Procedure – Checklist in MCCM

Squatting/sniffing bottom vessel and crew.
Immediate danger to vessel if procedures not E Corresponding Checklist from Bridge Procedure
Steering failure whilst underway followed Manual
Storing/Crew change whilst underway Appendix II of this manual
Testing bridge equipment, daily at noon Hazard / Risk factors control measures in
Testing of equipment, pre-arrival, pre-departure port Danger of failure of a critical equipment during
(including main engine & steering gear) passage Procedure Manual
Tug positioning, making fast/casting off Appendix II of this manual
SECTION 3
Page - 10 -
(!) Deck & Cargo Procedures (General )

DESCRIPTION OF OPERATION CRITICAL OPERATIONS DETAILS OF CONTROL MEASURE
Anchoring - Deck Hazard / Risk factors control measures in Appendix II
of this manual
Anchoring in abnormal depth Hazard / Risk factors control measures in Appendix II
of this manual
Arrival Port Hazard / Risk factors control measures in Appendix II
of this manual
Ballasting exchange at sea Immediate danger to vessel and crew if error in x Company Risk assessment done which is in
procedures. Appendix I of this manual
Ballasting/De-ballasting Hazard / Risk factors control measures in Appendix II

of this manual
Cargo handling equipment & machinery operation Hazard / Risk factors control measures in Appendix II
of this manual
Cargo handling equipment & machinery rigging Hazard / Risk factors control measures in Appendix II
of this manual
Cargo operation in wet weather Hazard / Risk factors control measures in Appendix II
of this manual
Change of watch Hazard / Risk factors control measures in Appendix II
of this manual
Checking watertight integrity of upper deck & Hazard / Risk factors control measures in Appendix II
accommodation of this manual
Connecting/disconnecting bunker hose Hazard / Risk factors control measures in Appendix II

of this manual
Corrosion prevention - Chipping machine Hazard / Risk factors control measures in Appendix II
of this manual
Corrosion prevention - Hydro blasting x Operational safety checklist from Safety Manual to be
used for controlling the risk.
Corrosion prevention - Sandblasting Hazard / Risk factors control measures in Appendix II
of this manual
Departure Port Hazard / Risk factors control measures in Appendix II
of this manual
Emergency drills Hazard / Risk factors control measures in Appendix II
SECTION 3
Page - 11 -
(!)
of this manual
Enclosed space entry x Enclosed space entry permit from Safety Manual
Extreme Cold Weather Hazard / Risk factors control measures in Appendix II
of this manual
Fire & Safety rounds Hazard / Risk factors control measures in Appendix II
of this manual
Garbage disposal (including plastics) S Special operation, Garbage management
manual to be followed
Garbage segregation S Special operation, Garbage management

manual to be followed
Heavy Weather Hazard / Risk factors control measures in Appendix II

of this manual
Helicopter operations Immediate damage to vessel and injury to crew if x Company Risk assessment done which is in
there is error in following procedures Appendix I of this manual
Hot-work x Hot work checklist from Safety Manual

Internal transfer of heavy and/or dangerous items Hazard / Risk factors control measures in Appendix II
of this manual
Mooring Operation Injury to crew can occur very quickly if good x Company Risk assessment done which is in
seamanship not applied or followed Appendix I of this manual
Oil Spill minor, bunkers E Emergency Procedure – Checklist in MCCM and

VRP/NTVRP and SOPEP
Opening High Pressure vessel / Pipeline x Permit to work from safety manual for opening
pressure vessel / high pressure pipeline
Operation of cranes Hazard / Risk factors control measures in Appendix II
of this manual
Operation of windlass / mooring winches Hazard / Risk factors control measures in Appendix II
of this manual
SECTION 3
Page - 12 -
(!)
Painting in enclosed space x Checklist from the Safety Manual to be used
Pilot embarkation/disembarkation ( Deck) Hazard / Risk factors control measures in Appendix II
of this manual
Rigging pilot ladder, combination ladder, gangway, Injury to crew when rigging pilot ladder, gangway x Company Risk assessment done which is in
MOT ladder and combination ladder Appendix I of this manual
Single point/buoy moorings Damage to vessel and environment if procedures x Company Risk assessment done which is in
not followed Appendix I of this manual
Sounding tanks/bilges Hazard / Risk factors control measures in Appendix II

of this manual
Specification/ordering of PPE/Safety equipment Hazard / Risk factors control measures in Appendix II
of this manual
Storing Hazard / Risk factors control measures in Appendix II
of this manual
Storing whilst underway Hazard / Risk factors control measures in Appendix II
of this manual
Ballasting & Deballasting operations Structural damage to tank if tank over x Company Risk assessment done which is in
pressurised or under pressurised. Appendix I of this manual
Underwater inspection / diving x Underwater inspection and /or work Checklist from
the Safety Manual
Working aloft x Working aloft checklist from Safety Manual
Crane greasing Personal injury to crew if error in procedures. x Company Risk assessment done which is in
Appendix I of this manual
Crane Wire - Greasing Personal injury to crew if error in procedures. x Company Risk assessment done which is in
Lifeboats – weekly movement Loss of lifeboat if controls not applied x Company Risk assessment done which is in
SECTION 3
Page - 13 -
(!)
Lifeboats – Lowering lifeboats every 3 months Loss of life or lifeboat if procedures are not x Company Risk assessment done which is in
followed Appendix I of this manual
Deck & Cargo Procedures – Bulk Carriers

Loading/Discharging Plan Hazard / Risk factors control measures in Appendix II
of this manual
Stress & Stability Calculations Hazard / Risk factors control measures in Appendix II
of this manual
Loading of Type ‘A” cargo i.e Mineral concentrates, Damage to vessel and injury to crew if cargo x Company Risk assessment done which is in
iron ore fines etc procedures not followed Appendix I of this manual
Securing/un-securing cargo – break bulk Damage to vessel or the crew if the cargo were x Hazard / Risk factors control measures in Appendix II
to break loose of this manual
Communication ship/terminal Hazard / Risk factors control measures in Appendix II

of this manual
Communication internal Hazard / Risk factors control measures in Appendix II
of this manual
Cargo damages by stevedores Hazard / Risk factors control measures in Appendix II
of this manual
Stevedore damages to vessel Hazard / Risk factors control measures in Appendix II
of this manual
Monitoring/sounding/checks of ballast tanks Hazard / Risk factors control measures in Appendix II
of this manual
Change of watch Hazard / Risk factors control measures in Appendix II
of this manual
Cargo stowing Hazard / Risk factors control measures in Appendix II
of this manual
Loading/discharging heavy lift cargo Hazard / Risk factors control measures in Appendix II
of this manual
SECTION 3
Page - 14 -

Loading steel cargoes x Company Risk assessment done which is in
Loading dangerous/explosive cargo Hazard / Risk factors control measures in Appendix II

of this manual
Ballasting/deballasting cargo hold at sea Immediate danger to vessel and crew if error in x Co Company Risk assessment done which is
procedures. in Appendix I of this manual
Cargo hold cleaning Personal injury to crew if error in procedures. x Company Risk assessment done which is in
Opening cargo hatches Personal injury to crew if error in procedures. x Company Risk assessment done which is in
Lightering to barges Damage to vessel and environment if procedures x Company Risk assessment done which is in
not followed and hazards mitigated Appendix I of this manual
(!) Deck & Cargo Procedures – Tankers (Oil, Chemical and Gas)
Loading operations Damage to vessel and environment if procedures Company Risk assessment done which is in
Discharging operations Damage to vessel and environment if procedures Company Risk assessment done which is in

of this manual
Cargo handling equipment & machinery operation Hazard / Risk factors control measures in Appendix II
of this manual
Cargo heating/monitoring Hazard / Risk factors control measures in Appendix II
of this manual
Cargo operation in wet weather Hazard / Risk factors control measures in Appendix II
(Weather assessment of electrostatic of this manual
hazards)
SECTION 3
Page - 15 -

Cargo stowing Hazard / Risk factors control measures in Appendix II
of this manual
Cargo treatment/operations Hazard / Risk factors control measures in Appendix II
of this manual
Cleaning cargo spills E Emergency procedure checklist from VRP/SOPEP to
be followed
Communication internal Hazard / Risk factors control measures in Appendix II
of this manual
Communication ship/terminal Hazard / Risk factors control measures in Appendix II
of this manual
Connecting/disconnecting hoses Injury to crew in case of toxic gases x Company Risk assessment done which is in
Draining tanks Hazard / Risk factors control measures in Appendix II

of this manual
Gas freeing / Gassing up or Inerting Damage to vessel and injury to personnel if x Company Risk assessment done which is in
procedures not followed Appendix I of this manual
Hot-work in ballast tank Damage to vessel and danger of injury to crew if x Additional hot work permit for enclosed space of
procedures are not followed Safety Manual
Inerting/Purging of cargo tanks Hazard / Risk factors control measures in Appendix II

of this manual
Lining up cargo system Damage to equipment and environment if x Company Risk assessment done which is in
Monitoring/sounding/checks Hazard / Risk factors control measures in Appendix II

of this manual
Opening Sea Chest Blank x Company Risk assessment done which is in

SECTION 3
Page - 16 -

Pressure testing lines & systems Damage to equipment and environment if x Company Risk assessment done which is in
Starting/stopping Hazard / Risk factors control measures in Appendix II

of this manual
Steam on deck and to pumproom
Stress & Stability Calculations Hazard / Risk factors control measures in Appendix II
of this manual
Tank cleaning Hazard / Risk factors control measures in Appendix II
of this manual
Testing & calibrating instruments Hazard / Risk factors control measures in Appendix II
of this manual
SECTION 3
SHIPMANAGEMENT LTD CRITICAL EQUIPMENT & SYSTEMS Revised by : Marine Supdt (SID)
CRITICAL OPERATIONS Rev.No. / Date : Jan 2011
SHIPBOARD MANAGEMENT MANUAL – PART II Approved by : Managing Director
Page - 17 -

Testing alarms Hazard / Risk factors control measures in Appendix II
of this manual
Testing emergency stopping devices & over-speed Hazard / Risk factors control measures in Appendix II
trips of cops of this manual
Topping up cargo tanks Damage to vessel and environment if procedures x Company Risk assessment done which is in
Turning pumps Hazard / Risk factors control measures in Appendix II

of this manual
Ship to Ship Lightering Damage to vessel and environment if procedures x Checklist 1 to 5 from Ship to ship transfer guide to be
not followed and hazards mitigated used for STS operations
Vapour emission Hazard / Risk factors control measures in Appendix II
of this manual
Deck & Cargo Procedures – Tankers (Oil Only)

Crude Oil Washing Damage to vessel and environment if procedures x Crude oil washing checklist from SHIP SPECIFIC
not followed and hazards mitigated OPERATION MANUAL “APPENDICES” to be used
to control the risks.
of this manual
Changing grades Hazard / Risk factors control measures in Appendix II
of this manual
Ullaging/Sampling/Temperature of cargo Injury to crew in case of toxic gases x Company Risk assessment done which is in
Ship to Ship Lightering Damage to vessel and environment if procedures x Checklist 1 to 5 from Ship to ship transfer guide to be
not followed and hazards mitigated used for STS operations
SECTION 3
CRITICAL OPERATIONS Rev.No. / Date : June 2010
Page - 18 -
Deck & Cargo Procedures – Tankers (Chemical tankers only)

Cargo compatibility evaluation Damage to vessel and environment if x Company Risk assessment done which is in
procedures not followed and hazards mitigated Appendix I of this manual
Ship to Ship Lightering Damage to vessel and environment if x Checklist 1 to 5 from Ship to ship transfer guide to
procedures not followed and hazards mitigated be used for STS operations
Ullaging/Sampling/Temperature of cargo Injury to crew in case of toxic gases x Company Risk assessment done which is in
Changing grades Damage to vessel Company Risk assessment done which is in

Deck & Cargo Procedures – Tankers (Gas Tankers only)

Ship to Ship Lightering Damage to vessel and environment if procedures x Company Risk assessment done which is in
Sampling of cargo Damage to vessel and environment if procedures x Company Risk assessment done which is in
Oil change or maintenance on Cargo Compressor Personal injury if procedures are not followed x Company Risk assessment done which is in
Changing valve on cargo line / vapour line Danger to personnel and damage to environment x Company Risk assessment done which is in
if procedures not followed Appendix I of this manual
SECTION 3
Page - 19 -
Deck & Cargo Procedures – PCC / PCTC / Ro-Ro

Loading/Discharging Plan Hazard / Risk factors control measures in Appendix
II of this manual
Stress & Stability Calculations Hazard / Risk factors control measures in Appendix
II of this manual
Securing/un-securing cargo Hazard / Risk factors control measures in Appendix
II of this manual
Cargo handling equipment & machinery operation Hazard / Risk factors control measures in Appendix
II of this manual
Cargo handling equipment & machinery rigging Hazard / Risk factors control measures in Appendix
II of this manual
Lowering / lifting of panels Immediate Damage to vessel and personal x Company Risk assessment done which is
injury if hazards are not controlled in Appendix I of this manual
Opening / closing of ramps Immediate Damage to vessel and personal x Company Risk assessment done which is
Greasing of ramp wires Immediate Damage to vessel and personal x Company Risk assessment done which is
Opening / closing of water tight sliding bulkhead Immediate Damage to vessel and personal x Company Risk assessment done which is
doors injury if hazards are not controlled in Appendix I of this manual
Opening / closing of movable ramps Immediate Damage to vessel and personal x Company Risk assessment done which is
Cargo hold cleaning Hazard / Risk factors control measures in Appendix

II of this manual
Maintenance of leaking push cylinders Immediate Danger to environment and x Company Risk assessment done which is
personal injury if hazards are not controlled in Appendix I of this manual
SECTION 3
Page - 20 -
Deck & Cargo Procedures – Reefer vessels

Loading/Discharging Plan
Loading of Reefer cargo Immediate Damage to vessel and personal x Company Risk assessment done which
injury if hazards are not controlled is in Appendix I of this manual
Discharging of Reefer cargo Immediate Damage to vessel and personal x Company Risk assessment done which
Carriage of reefer cargo Immediate Damage to vessel and personal x Company Risk assessment done which
Spreader movement Immediate danger to personnel if hazards not x Company Risk assessment done which
controlled is in Appendix I of this manual
Cargo hold cleaning Hazard / Risk factors control measures in

SECTION 3
Page - 21 -
Deck & Cargo Procedures – Container vessels
Cargo operation Immediate Damage to vessel and personal x Company Risk assessment done which
Handling of reefer container Immediate damage to cargo if procedures not x Company Risk assessment done which
followed is in Appendix I of this manual
SECTION 3
Page - 22 -
Engine Room Procedures

X - Assessed as Critical Operation
DESCRIPTION OF OPERATION CRITICAL OPERATIONS ASSESSMENT DETAILS OF CONTROL MEASURE
Change of watch Risk assessment and control measures in Appendix II
of this manual
Arrival & Departure Port Damage to vessel, other vessels, jetty x Checklist in ship type specific operation manual
“Appendices”
Damage to environment
Bunkering/Sampling & Control Damage to environment due to overflow of oil x Checklist in ship type specific operation manual
“Appendices”
Fuel/Lubricating oil transfer Damage to environment due to overflow of oil x Company Risk assessment done and in
Operation of main & auxiliary engines Damage to machinery x Company Risk assessment done and in
Injury to personnel
Operation of steam plant Damage to machinery x Company Risk assessment done and in
Injury to personnel
Operation of cargo oil pump turbines Damage to machinery x Company Risk assessment done and in
Injury to personnel
Operation of purifier plant, fuel purification /re- Damage to machinery x Company Risk assessment done and in
circulation Appendix I of this manual
Injury to personnel
Handling of waste oil and bilge water Damage to environment due to discharge of oil x Company Risk assessment done and in
overboard Appendix I of this manual
SECTION 3
Page - 23 -
DESCRIPTION OF OPERATION CRITICAL OPERATIONS ASSESSMENT DETAILS OF CONTROL MEASURE

Manoeuvring in narrow or congested waters Damage to vessel, other vessels, jetty x Company Risk assessment done and in
Injury to personnel
Test routines of emergency equipment Risk assessment and control measures in Appendix II
of this manual
Emergency procedures in case of black out Damage to vessel, port or other vessel x Checklist in ship type specific operation manual
“Appendices”
Injury to personnel
Emergency procedures in case of fire Damage to vessel, port or other vessel x Company Risk assessment done and in
Injury to personnel
Emergency procedures in case of grounding Damage to vessel x Company Risk assessment done and in
Injury to personnel
Damage to equipment
Procedures in heavy weather Damage to machinery x Company Risk assessment done and in
Injury to personnel
Procedures in extreme cold & icy waters Damage to vessel x Company Risk assessment done and in
Damage to equipment
Procedures in extreme heat Risk assessment and control measures in Appendix II
of this manual
Heavy oil/Diesel oil change over Risk assessment and control measures in Appendix II
of this manual
SECTION 3
Page - 24 -
DESCRIPTION OF OPERATION CRITICAL OPERATIONS DESCRIPTION OF OPERATION

Change over procedures to UMS Risk assessment and control measures in Appendix II
of this manual
Sounding tanks Risk assessment and control measures in Appendix II
of this manual
Draining of fuel tanks Risk assessment and control measures in Appendix II
of this manual
Hot work procedures Damage to vessel. x Checklist from Safety Manual
Injury to personnel.
Damage to equipment
Working aloft Injury to personnel. x Checklist from Safety Manual
Opening High Pressure vessel / Pipeline Damage to machinery x Checklist from Safety Manual
Injury to personnel
Tank entry Injury to personnel. x Checklist from Safety Manual
Boiler entry Damage to machinery Risk assessment and control measures in Appendix II
of this manual
Injury to personnel
Use of chemicals Risk assessment and control measures in Appendix II

of this manual
Storing of chemicals Risk assessment and control measures in Appendix II
of this manual
SECTION 3
Page - 25 -
Ballasting/De-ballasting Risk assessment and control measures in Appendix II

of this manual
Sewage Plant operation Risk assessment and control measures in Appendix II

of this manual
Incinerator plant operation Risk assessment and control measures in Appendix II

of this manual
Turning M/E whilst at Port/Anchor Risk assessment and control measures in Appendix II
of this manual
EGB Washing Risk assessment and control measures in Appendix II

of this manual
OWS operation Damage to environment x Company Risk assessment done and in

Damage to equipment
Testing and Maintenance of OWS Risk assessment and control measures in Appendix II
of this manual
Blowing through main engine prior departure Risk assessment and control measures in Appendix II
of this manual
Changing over from low sulphur to high sulphur fuel Damage to environment x Company Risk assessment done and in
and vice versa Appendix I of this manual
Damage to equipment
Working on Electrical installation Damage to equipment x Checklist from Safety Manual

Injury to personnel
SECTION 3
CRITICAL OPERATIONS Rev.No. / Date : 31 July 2012
Page - 26 -
DESCRIPTION OF OPERATION CRITICAL OPERATIONS DESCRIPTION OF OPERATION

Change over procedures to UMS Risk assessment and control measures in Appendix II
of this manual
Sounding tanks Risk assessment and control measures in Appendix II
of this manual
Draining of fuel tanks Risk assessment and control measures in Appendix II
of this manual
Hot work procedures Damage to vessel. x Checklist 3.4 & 3.5 in Safety Manual
Injury to personnel.
Damage to equipment
Working aloft Injury to personnel. x Checklist 2.2 in Safety Manual
Opening High Pressure vessel / Pipeline Damage to machinery x Checklist 2.3 in Safety Manual
Injury to personnel
Tank entry Injury to personnel. x Checklist 1.1 in Safety Manual
Boiler entry Damage to machinery Risk assessment and control measures in Appendix II
of this manual
Injury to personnel
Use of chemicals Risk assessment and control measures in Appendix II

of this manual
Storing of chemicals Risk assessment and control measures in Appendix II
of this manual
SECTION 3
CRITICAL OPERATIONS Rev.No. / Date : 31 July 2012
Page - 27 -
Ballasting/De-ballasting Risk assessment and control measures in Appendix II

of this manual
Sewage Plant operation Risk assessment and control measures in Appendix II

of this manual
Incinerator plant operation Risk assessment and control measures in Appendix II

of this manual
Turning M/E whilst at Port/Anchor Risk assessment and control measures in Appendix II
of this manual
EGB Washing Risk assessment and control measures in Appendix II

of this manual
OWS operation Damage to environment x Company Risk assessment done and in

Damage to equipment
Testing and Maintenance of OWS Risk assessment and control measures in Appendix II
of this manual
Blowing through main engine prior departure Risk assessment and control measures in Appendix II
of this manual
Changing over from low sulphur to high sulphur fuel Damage to environment x Company Risk assessment done and in
and vice versa Appendix I of this manual
Damage to equipment
Working on Electrical installation Damage to equipment x Checklist 2.1 in safety manual

Injury to personnel
SHIPMANAGEMENT LTD SECTION 4 Issue Date : 31.3.98
SHIPBOARD MANAGEMENT INSPECTIONS & SURVEYS Rev.No. / Date : Jan 2012
Page -1-
SECTION 4 ANNUAL SAFETY INSPECTIONS
4.1 General
1. These instructions apply to all ships.
2. Nautical Inspectors are appointed by various flag states including the Bahamas, Liberia, Norway,
Cyprus, Panama, and Singapore. Also private Exclusive Surveyors and Classification Societies
Services are also sometimes employed by the Flag State to conduct Annual Safety Inspections on
their behalf. As the name suggests these Inspections and the certificates issued thereof are valid
for 12 months. Masters in consultation with WALLEM is to arrange for these inspections at a
suitable port.
3. The maritime Regulations of the Flag State, which are to be carried on board are the terms of
reference for the Annual Safety Inspections and are to be consulted for preparation, arrangements,
requirements, conduct and follow up of these Annual Flag State safety inspections.
4. The preparations for these inspections should be an on going program on board, and as such the
vessel is to be maintained at all times within the regimes of the Flag State as well as International
regulations applicable to the vessel.
5. The Documentation and the certificates under the Masters Handing over reports, together with all
the relevant inventories of Charts & Publications and Medical Inventories along with Class survey
Listing are to scrupulously maintained up-to-date, for the purposes of this annual flag state
6. Inspection: Any change in the status or expirations of the statutory certificates within the next 3
months are to be brought to the attention of the vessel superintendent for arranging surveys , and
to have these restored in time for any forth coming Inspection from any authorities.
7. Deficiencies, Major Non Conformities, Non Compliance’s can result in vessel detention, and
consequent financial burden/ Liabilities to the Owner as well as the operator, and it is the Masters
responsibility to ensure that all Flag State requirements, including ISM Code requirements are
complied with at all times and such detentions and “process loss” are avoided.
8. Vessels are to ensure that corrective action is implemented for all NCN and observations raised
during External & Internal ISM & ISPS audits. Vessels are to have closed copies of the all NCN’s
and observations of all External & Internal ISM & ISPS audits on file. Please note that ISPS audit
NCN and observations to be kept in ISPS and should not be kept in ISM file.
9. Masters are to arrange for a Safety Inspection to be carried out at a suitable port, on or about the
due date.
10. The documents as stipulated in the Flag State regulations shall be vetted in time prior to the
Inspection itself, for its Validity, correctness and Compliance with the latest and current
requirements and WALLEM to be informed for implementing corrective action.( previous Forms or
previous inspection report will be a handy tool to compare while preparing the documents)
11. Inform WALLEM SHIPMANAGEMENT LTD of all and any discrepancies prior to any Safety
Inspection, which cannot be rectified by Ships initiative.
NOTIFY WALLEM SHIPMANAGEMENT LTD, ONE MONTH PRIOR DUE DATE OF

ABOVE SAFETY INSPECTIONS SO THAT OFFICE CAN ARRANGE FOR THE
INSPECTIONS AT NEXT CONVENIENT OPPURTUNITY
SHIPBOARD MANAGEMENT INSPECTIONS & SURVEYS Rev.No. / Date : June 2007
Page -2-
4.2 Officers’ Licences
1. Pay particular attention to the requirements regarding Officers’ Licences. Bring this to the attention
of the Office in advance, if licences are not in order.
2. Licences of Competency of each Officer serving on board are to be in the custody of the Master
and if required by the Flag State regulations, prominently displayed under glass. Photocopies of
Licences may be displayed.
3. The ORIGINAL Licences are to be in the custody of the Master.
4. Officers must hold License with necessary endorsement of the relevant Flag State under which the
vessel is registered. If officer is not holding the License of the flag state along with its endorsement,
this has to be applied for before departing homeport. Recruiting offices have all details on
application procedures for the various Flag Sates. The officers are to maintain proof of application
till CRA (certificate of Application is received. CRA to be obtained at the earliest and Vessel to
check with Personnel department regarding CRA. The CRA’s have validity of three months and the
Vessel must have the License prior expiry of the CRA.
5. Certified Copies of the Trading certificates are to be suitably framed and prominently displayed on
the Bridge or in the Ships office. This is a SOLAS Requirement.
The Bridge log book and the Official Log Book will require particular attention in respect of these
Annual Safety Inspections and the following information in these log books must be available for the
Inspector to Peruse.
4.3 The Bridge Log Book (Deck Log)

The Bridge Log Book is to contain, inter-alia, the following entries :
1. Testing of Bridge Equipment prior to arrival/departure.
2. Emergency Drills and the effectiveness of the same towards crew training and
response.
3. Arrival and Departure drafts.
4. A.M. and P.M. Port drafts.
5. Arrivals and Departures.
6. Relevant Cargo Details.
7. Positions and times.
8. Courses and positions and times of course changes.
9. Action taken in poor visibility.
10. Bilge and tank soundings. Alternatively, can be maintained in separate log.
11. Changes from AutoPilot to hand steering and vice-versa.
12. The names of Quartermasters during periods of hand steering.
13. Speed Changes.
14. Sea State and Weather conditions.
15. The names of lookouts.
16. Distance off navigation aids.
17. Casualties and accidents.
18. Error of Magnetic and Gyro Compasses.
19. Search for stowaways and contraband made prior to departure from each port.
20. The name of each lookout and quartermaster is to be recorded, together with the times
on lookout and wheel duties.
21. Time of Rounds of accommodation during the night when vessel at sea
22. Inert gas pressure at end of watch, applicable only for tankers
SHIPBOARD MANAGEMENT INSPECTIONS & SURVEYS Rev.No. / Date : June 2007
Page -3-
4.4 Official Log Book
The Official Log Book is to contain, inter alia, the following entries:
1. Every offence and any penalty or fine imposed.

2. Every death occurring on board and every burial at sea, with all information required by
the Flag State.
3. Every birth occurring on board, with the sex of the infant and names of the parents.
4. The name of every officer or crew member who ceases to be a member of the crew, for
any reason, other than death, with the place, time, manner and reason.
5. A statement of any collision immediately after the occurrence, or as soon thereafter as
practicable.
6. Before departure from any port, the following:
7. A statement of the load line marks applicable to the voyage.
8. A statement of freeboards, port and starboard.
9. The draft of the ship, forward and aft.
10. Times and descriptions of Emergency Muster practice, to be held at least once weekly,
in port or at sea.
11. The closing and opening of watertight doors.
12. The drill of the crew in use of line throwing apparatus.
13. Masters Weekly inspection of Accommodation, Public spaces, Galley and Provisions.**
14. A statement of search for stowaways and contraband, which search shall be conducted
immediately prior to departure from each port.
15. Upon each change of Master, the following statement: “I, (Name of New Master), A
CITIZEN OF (Country of Citizenship), HOLDER OF LIBERIAN (Insert relevant flag
state) LICENCE OF COMPETENCE NO. (Number of Licence) IN THE GRADE OF
MASTER, ASSUMED COMMAND OF THE SHIP ON (Date of Taking over) AT THE
PORT OF (Name of Port)”.
16. On Norwegian flagged ships (NIS), the Deck logbook is also the official logbook. (A
separate non-approved OLB is not to be used.
17. On Ships of Other Flags where an approved OLB is not in force, the WALLEM standard
OLB is to used.
** On completion of the Inspection, Master to log the result of the Inspection. The Draft report of
deficiencies noted is to be circulated on board for corrective action. Should the inspection reveal
any deficiencies that require office assistance, the intended plan for rectification along with the
Masters suggestion (If any) to be copied to the office.
Page -4-
4.5 Port State Control
Port State Control is the method of checking successful enforcement of the provisions of
various International Conventions regarding Safety, Working Conditions and Pollution
Prevention on Merchant Ships. Under International Law the Shipowner has the prime
responsibility for ensuring compliance and the Master being foremost, the servant of the Owner
has the responsibility and the authority to ensure compliance. The statute of the conventions
(being a signatory to the convention) requires the State whose flag the ship is flying to enforce
compliance by the Shipowner. However ships are invariably away from homeports, the Flag
State may not be in a position to ensure compliance in a continuous way. This is where the Port
State Control or “PSC”, provides the back up necessary for monitoring the implementation of
the International as well as domestic regulations.
For the purposes of developing a standard means of conducting vessel inspections and
simplifying the conduct and time intervals for these inspections, Regional Development of PSC
have been adopted by some countries, clubbed in Geographical Groups. These regional
agreements are under a Memorandum of Agreement frequently referred to as MOU’s and
currently the Following MOU’s are in force.
Example of MOU’s are:
Paris MOU
Tokyo MOU
USA & Other Territories. (The PSC is exercised through US Coast Guard vessel Inspections)
WALLEM attributes due importance to these Inspections and requires the Masters of Vessels to
be guided accordingly and enforce continuous compliance on board. Masters are referred to
various Correspondence on this subject from the office, along with Pro forma Checklists used
by various PSC authorities and Guidelines on PSC Inspection issued by various Classifications
Societies. These will provide adequate guidance for carrying out the preparatory work in
connection with a PSC Inspection and no efforts are to be spared, in rendering each PSC
inspection a successful one.
Please note that any critical deficiency or a number of deficiencies would not only result
in detention to the vessel but the PSC inspector can also issue a note to the vessel to
undergo an additional ISM audit stating that there has been a breakdown in the vessels
safety management systems.
Based on any history of casualty involving the ship, its Flag, Owner, or its Classification Society
and in some cases the manning as well; your ship may be targeted for a PSC inspection.
Although the PSC inspections are said to be random base on the above criteria your vessel
invariably could be pre targeted and subject to very stringent control measures. With the advent
of the ISM Code and the STCW convention PSC inspectors are particularly checking for crew
familiarity with the ships they are on and its Safety equipment.
For example the Vessel may be asked to demonstrate Abandon Ship Procedures without the
involvement of senior staff or have junior officer take effective charge during a fire drill or in an
emergency situation. The familiarity of the crew and Junior officers with the shipboard
equipment and their knowledge of it may also come under scrutiny. Any non-compliance, which
could result in “Ship detention”, is a process loss, which we are definitely committed to avoid.
You are required to keep the vessel under your command in full compliance of the Regulations
at all times.
Refer to SMS DVD for various PSC Checklists, which are to be used to prepare the vessel.
The deficiencies from the PSC inspection is to sent in the Infopath form to the office for
uploading into the Chemserve 3D database. The Infopath report should have all the
deficiencies, corrective action and preventive action. The superintendent will check the
Information in the Chemserve 3D database and close the report.
SHIPBOARD MANAGEMENT INSPECTIONS & SURVEYS Rev.No. / Date : Dec 2016
Page -5-
4.5.1 Tools to prepare for PSC Inspections
(!) Vessels have been provided with the following tools to prepare for the PSC inspections:
1. The SMS DVD contains a section on PSC. This section contains the checklists from
various Class societies
2. On request, the common findings for the next port can be obtained from the MoU
database and sent to the vessel
3. PSC digest is published every month which contains details of the PSC performance of
individual ships in the previous month. The PSC digest also contains information with
respect to recent trends in PSC inspections and analysis of data from the various MoU.
Copies of previous PSC digests are available in the SMS DVD
Vessels are to prepare well to achieve the objective of Nil deficiencies.

Page -6-
4.6 VARIOUS SURVEYS
Vessel should be thoroughly prepared for various Annual surveys Like SAFECON, IOPP, Safety
Radio, Safety Equipment, IAPP, Class surveys, etc. Vessel is to be prepared in consultation
with the superintendent prior to the surveyor attending the ship for the survey.
Guidance on Safety equipment survey is given below due to its importance.
4.6.1 SAFETY EQUIPMENT SURVEYS
General
a) The following instructions apply to all ships.

b) The planning and preparatory work is to be carried out in consultation with the ships Superintendent
prior to the Surveyor attending the ship for a Safety Equipment Survey.
c) The Surveyor is to be afforded all assistance by the Master and Officers.
d) The Surveyor can only ensure that the Safety Equipment is in good order at the time of the Survey.
e) Masters are solely and fully responsible for the maintenance, throughout the validity period of the
Safety Equipment Survey, of all Safety Equipment on board the ship.
f) Port Authorities, world wide, are entitled to examine the safety aspects of any ship, irrespective of flag.
g) Masters are solely and fully responsible for the consequences of any deficiency.
The Following items along with its sub items, with the necessary documentation and valid Certificates are
to be prepared for the Safety Equipment Survey. The Record of Safety Equipment, (Associated with
Safety Equipment Certificate) should be checked and the requirements in DE-28 & SMMS / PMS
complied with, and the Safety Equipment verified to be in the correct quantity and status, prior and well in
advance of the survey. All shortcomings, defects, deficiencies must be noted well in advance and
necessary corrective action planned in consultation with the vessel Superintendent and implemented in
time
1. Certificates
2. Lifeboats
3. Lifejackets, Immersion suits & TPA’s
4. Navigation Lights And Shapes, And Sound Signalling Apparatus
5. Pilot Ladders
6. Fire Fighting Equipment
7. Breathing Apparatus And Emergency Stations Equipment
8. Fire Alarms, Fire doors and Fire detection system
9. Emergency Stops/Switches & Quick Closing Valves
10. Pyrotechnics & LTA
11. Compasses
12. Lifeboat on-load release gear (thorough examination and operational
test to be carried out during the annual surveys by properly trained
personnel familiar with the system)
On completion of the Inspection Master to Advise WALLEM of the results of the Safety Equipment
Survey, and the Draft report is to be copied to the Office for follow up if required. Should the inspection
reveal any deficiencies the intended plan for rectification along with the Masters suggestion (If any) to
be copied to the office. Safety Equipment has Highest Priority and deficiencies on account of Safety
Equipment are to be immediately attended to and vessel restored to a state without any defects to
Safety Equipment.
Please note that any critical deficiency or a number of safety deficiencies would result in the
Class Headquarters recommending an additional ISM audit stating that there has been a
breakdown in the vessels safety management systems. Hence, good preparation is very
essential for Safety Equipment Survey.
Page -7-
4.6.2 ISM/SMC and ISPS Audits
Vessels are to advice office once the window for the Intermediate and Renewal Audits are open For
Intermediate survey; this is after the second anniversary of the initial audit. The Renewal audit can only be
done within 3 months of the expiry of the certificate
4.7 RENEWAL OF SHIP'S CERTIFICATES
1 General
2 Masters and Chief Engineers are to ensure that all certificates pertaining to the ship are, at all times,
valid.
3 Renewal And Extension
4 The duration of the ship's stay in port is to be taken into consideration.
5 The availability of the Surveyor is to be taken into consideration, bearing in mind that, in smaller
ports, he may have to travel considerable distances, substantially adding to costs.
6 WALLEM will arrange for surveyor based on vessels Port schedule. Vessels should keep the Local
Agents advised of Vessels ETA so that they can keep the surveyor updated with vessels schedule to
enable his attendance.
7 Workshop Assistance
8 If workshop assistance is required to carry out the Surveyor's recommendations, WALLEM

SHIPMANAGEMENT LTD, is to be informed and guidance requested.
9 Workshop charges vary considerably, even within the same port, and, where possible, quotes are to
be obtained.
10 Records
11 The certificates section of PMS is to be kept updated and updated. The updated information would
be available as the data would be a part of the export file which is sent every 15 days to the office.
12 The class survey listing is sent regularly to the vessel as attachment by the technical department.
Vessels to check the class survey listing when they are received as a cross checking measure to
ensure that all is in order.
SHIPBOARD MANAGEMENT INSPECTIONS & SURVEYS Rev.No. / Date : August 2006
Page -8-
4.8 MACHINERY SURVEYS BY CHIEF ENGINEERS
General
Chief Engineers can carry out surveys of various machinery items as detailed below:
1. Auxiliary Engines and fittings to be surveyed by the Chief Engineer. De Carb of unit to be done
and calibration Reports to be prepared. Also, Vessel to maintain records of parts renewed, Log
entry on the survey and Photographs of the parts and work done. Surveyor will then carry out
running test, load sharing check and check on all safety trips prior crediting the item.
2. L.O. Pumps ad F.W. Pumps can be surveyed by the Chief Engineer. Log entry of the overhaul
with photographs are to be maintained. Surveyor will carry out a running test on next visit and
then credit the item.
3. Main Engine Piston, Liner and Cylinder Head to be surveyed by the Chief Engineer. The vessel to
prepare calibration report, Take photographs of the overhaul and suitable log entries are to be
made. Surveyor will carry out a running test on next visit and then credit the item.
In All the above cases, Proper Entries to be made in the Vessels SMS System
SHIPBOARD MANAGEMENT INSPECTIONS & SURVEYS Rev.No. / Date : August 2006
Page -9-
4.8.1 Surveyable Machinery Items
Chief Engineers can carry out Surveys of L.O Pumps, Fresh Water Pumps, Auxiliary Engines and Main
Engines (certain sections).
Class in certain conditions may accept survey of Sea Water Pumps and cargo pumps by chief Engineer.
Important: Main Engine Bearings and Pressure vessels can only be done by class surveyor and
are survey of the two mentioned items are not to be done by Chief Engineer.
4.8.2 Surveys By Chief Engineer of Auxiliary Engines
A survey of an auxiliary engine is to proceed as follows.
a) The engine is to be completely opened up and a careful examination made of the following:
b) Cylinders.
c) Liners.
d) Covers.
e) Valves.
f) Valve gear.
g) Pistons.
h) Piston rings.
i) Top and bottom and bearings.
j) Gudgeon pins.
k) Crankcase door fastenings.
l) Explosion relief devices.
m) The top halves of all main bearings are to be removed and one or two bottom halves turned out for
inspection. If these are found in order, the remaining bottom halves need not be removed.
n) A very careful examination is to be made of all crank pins and journals for cracks, especially at the
fillets and in the vicinity of oil holes.
o) The crank web deflections are to be measured and recorded. N.B. It must be verified that the journals
are resting on the main bearings when the readings are taken.
p) The cylinder liners are to be gauged and the wear recorded.
q) The lubricating oil cooler is to be opened, examined and tested. Any direct driven lubricating oil
pump, cooling pumps, air compressors, etc. are to be opened up and examined.
r) It is to be verified that all safety devices are in working order.
SHIPBOARD MANAGEMENT INSPECTIONS & SURVEYS Rev.No. / Date : Sept. 2009
Page - 10 -
4.8.3 Provision And Conditions for Survey
1) In the case of "stand-by" units, such as main lubricating oil pumps, it is the responsibility of the Chief
Engineer, in consultation with the Master, only to open these up under favourable conditions, so that
no hazard to the ship or cargo would result from the overhaul that is in progress.
2) In the case of an auxiliary engine, surveys may be carried out provided that the number of generator
sets is such that all services essential to the propulsion and safety of the ship, and the preservation of
refrigerated cargo, can be supplied when any two sets are not working.
3) One of these two "non-working" sets can then be overhauled whilst the other remains on "stand-by".
4) Any item, which constitutes a Condition of Class, is excluded from survey by Chief Engineers.
5) After a survey by the Chief Engineer, a Classification Society Surveyor would check the vessels
records during his next scheduled visit (within 2- 3 months) for crediting the items. Given below are
the checks that would be carried out by the class surveyor:
1) The relevant entry in the Logbook as well as entries in the PMS is to be shown to the Surveyor.
2) Two copies of the Survey Report, in English, and signed by the Chief Engineer, describing the item
surveyed, the condition as found and any repairs effected, are to be given to the Surveyor.
3) Parts, which have been removed and replaced by spares, are to be shown to the Surveyor.
4) Items such as auxiliary engines and independently driven pumps and compressors, are to be
presented under working conditions to be Surveyor.
5) If the Surveyor is dissatisfied with any item that is being surveyed, he has the right to require any such
item to be opened up for his examination.
6) The Surveyor will issue an Interim Certificate or a Survey Report for these items and forward his
report to the Classification Society, attaching to it a copy of the Chief Engineer's report.
In case of Vessels with Ships PMS system that is approved by Class, all the survey items done by chief
engineer would be checked and credited by class during the Annual surveys.
4.9 REPORTING PSC DEFICIENCIES TO FLAG STATE
General
Some Flag states require PSC deficiencies to be reported to them. All Port State control deficiencies
must be immediately reported by the ship to the office. All Port State Detentions will be immediately
reported to the Flag state of the Vessel by the Superintendent.
Liberia
Liberian requires that port state detentions to be immediately reported to the Administration. The Port
State detention would be reported immediately by the superintendent to the following address:
safety@liscr.com (As per Circular ISM 001 – 5.10.4 )
Panama
All PSC inspections reports must be immediately reported to the Port State Control
Section of Panama ( E-Mail : psc@amp.gob.pa ) by the office. The actions taken to
correct the deficiencies found during PSC inspections must be sent, duly documented, as
soon as possible to the PSC section.
The correction of deficiencies shall be sent by the using the format in appendix I of this
Merchant Marine Circular: “Correction of Deficiencies Reports” Form (F-JERP-02-01).
Page - 11 -
Bahamas
In order to assist the BMA in identifying those vessels which may be at increased risk of
detention, the Company is required to send copies of every PSC inspection report (Form
A and, if deficiencies are identified, Form B) to the BMA as soon as possible after the
inspection. The superintendent of the vessel would send form A and Form B to
tech@bahamasmaritime.com.
The BMA will examine the PSC reports to determine if any further action is appropriate.
This may include an additional ISM audit or BMA inspection. The BMA will contact the
Company if any further action is deemed appropriate.
BUNKERS AND LUBRICATING OILS Revised by : Marine Supdt (SID)
SECTION 5 BUNKERS AND LUBRICATING OILS
5.1 BUNKERS
The guidelines for Bunkering procedure and the Bunkering checklists are contained in Ship Type Specific
Manual (Appendices), these to be referred to for any procedure which involves the transfer of fuel oil,
diesel oil or lubricating oil to and from ship or from one tank to another and not considered as cargo.
5.2 LUBRICATING OILS
5.2.1. General
5.2.1.1 Lubricating oil samples are to be landed for analysis at the intervals specified below.
5.2.1.2 Samples are to be landed for analysis at the first available opportunity in the event of any
suspected contamination by:
5.2.1.2.1. Sea Water.

5.2.1.2.2. Fresh Water.
5.2.1.2.3. Fuel Oil.
5.2.1.3 If any contamination is suspected, reasons for such suspicion and investigations carried out
are to be forwarded to WALLEM SHIPMANAGEMENT LTD.
5.2.2 Analysis Frequency
5.2.2.1 Main Engine crankcase system lub-oil every 3 months.

5.2.2.2 Main Engine turbocharger lub-oil for gravity tank system every 3 months.
5.2.2.3 Auxiliary Engine crankcase lub-oil every 3 months.
5.2.2.4 Stern Tube lub-oil every 3 months.
5.2.2.5 Hydraulic system oil every 3 months.
5.2.3. Auxiliary Engine Lub-Oil
5.2.3.1 During routine de-carbonising the lub-oil may be renewed provided it has been in use for a
considerable length of time.
5.2.4. Stern Tube Lub-Oil System
5.2.4.1 In dry-dock, if the system has been drained for any reason, the lub-oil is to be re-filled prior to
the flooding of the dock.
5.2.5. Lub-Oil Consumption Calculations
5.2.5.1. Specific Cylinder Oil Consumption in gr./BHP.hr.=
5.2.5.1.1 CONS. LTR./HR at OBS. RPM. x SG. at ER. TEMP x RPM. at CONT. SERV. x 103
BUNKERS AND LUBRICATING OILS Revised by : Marine Supdt (SID)
BHP. at CONT. SERV. OUTPUT x OBS. RPM.
5.2.5.2 Specific System Oil Consumption in gr./BHP.hr.=
5.2.5.2.1 SYST. LUBOIL CONS. LTR./DAY x S.G. x 103

OUTPUT x 24
SECTION 5 Checked by : Director (Marine)
SHIPBOARD MANAGEMENT BUNKERS AND LUBRICATING OILS Rev.No. / Date : Dec 2016
Page -3-
5.3 SAMPLE OIL RECEIVIG PLAN

Note:- DB Tank percentage fill is recommended not
to exceed 85%, When "fill" bunkers are to be
taken then, 90% is acceptable, however with
Ships name Port Date slower pumping rate & due caution.
For shoulder or Deep tanks, the
recommended fill percentage is 95%. Fill
Percentage can be increased to 98% on case-
by-case basis after discussion with FleetCell
& taking expected weather in voyage into
consideration.
Specification of Oil Ordered Captain
Chief Engineer (PIC)
Man Power Alloted
Date & Time Commenced
Receiving Rate Date & Time Completed
3 3 3 2
Grade Tanks M M M /HR Kg/Cm Viscocity S.Gr. Flash Point
Draft - Commencement F A Trim

Draft - Completion F A Trim
Bunker Supplier's Address
Planned Receiving Vol. Tank Volume Actual Remaining Actual Loading Actual remaining
Order No. Tank No. M3 % Sounding M3 Sounding M3 Sounding M3 Sounding M3 Temp°C Sp. Gr. M3 Remarks
SHIPBOARD MANAGEMENT SECURITY ON SHIPS Rev.No. / Date : Dec 2016
Page -1-
SECTION 6 SECURITY ON SHIPS
6.1 GENERAL
Please refer to Ship Security Plan for details. Please follow Procedures and instructions in
Ship Security Plan.
All ships are supplied a copy of book titled “Pirates and armed robbers - A Master’s guide”
Published by the International Shipping Federation.
(!) 6.2 SHORE LEAVE

Under certain circumstances the Master may have to restrict all shore leave, for example if there is
known political violence in the country. Please refer to in SMS Documentation DVD, WSM –
(!) GENERAL LETTERS “Safety Section” regarding “No Shore Leave Policy”.
Under all circumstances sufficient officers and crew must be retained on board to ensure the
security of the vessel and to form a full emergency party.
6.3 SHIP’S CASH & SAFE

WALLEM requires ship’s safe to have both a combination and key locking arrangement.
Once monies are paid to crew it is recommended that Master does not store crew’s monies in
ship’s safe - once paid out it is individual’s responsibility. Suffice to state that in these days of Tele-
banking, crew should be encouraged to keep minimum cash in person by making regular allotments
to their bankers.
In certain countries, persons posing as very polite local officials, suppliers and the like wait for the
Master to leave his cabin or office where ship’s safe is located. They are master safe breakers and
are able to steal contents very quickly. Do not let such situations arise.
6.4 PIRACY
Please refer to Procedures and instructions in the Ship Security Plan (SSP). Please refer to
latest version of the BMP ( Best Management Practice) for Piracy and related publications.
6.4.1 GoA and East Coast Somalia
There should be a separate file on Piracy in Gulf of Aden ( GoA ) / Somalia on each vessel. The file
should contain the various advisories and other information sent from the office.
Fleet Cell will send an E-Mail with the Standard security equipments like razor wires, torches, night
vision binoculars which must be on board the vessel for transit in the GoA and in the Indian Ocean
area. The list of standard security equipment is would be updated as required based on industry
feedback and advisories.
Vessels are reminded that the razor wire should be rigged in concentric circles to provide an
effective barrier. The barbed wire needs to be replenished over time as some sections may no
longer usable after a few deployments. Hence, it is important for vessels to check the condition of
the various security equipment prior to the transit in the GoA / Indian Ocean region to ensure that
the required equipment’s are in good condition and would provide a good deterrent when
deployed.The razor wires of applicable sections must be removed before port entry.
SHIPBOARD MANAGEMENT SECURITY ON SHIPS Rev.No. / Date : Dec 2013
Page -2-
6.5 STEVEDORE PILFERAGE
A. Master are to protest to the Agents and the Stevedoring Company concerned, and, if necessary, to
the Police, as soon as pilferage or theft from cargo is discovered.
B. Masters are to make a report showing the security measures have been taken.
C. The persons involved are to be identified, and the affected consignment specified.
D. Identification means Stevedores or persons unknown etc.
E. Masters are always at liberty to contact the local P & I representative for assistance if the situation
requires.
TIME CHARTERED SHIPS
If a general-cargo ship is time-chartered, the Master is to place to Time Charterers on notice, stating
that, whilst the ship will do everything possible to prevent pilferage, the action that they Will be able to
take will be limited. The Time Charterers should, therefore, arrange that the Stevedores are closely
supervised. The Owners/Operators of the ship will NOT be responsible for any loss of cargo as a
result of Stevedore misbehaviour.
6.6 WALLEM Initiative with Customs of Various Countries
Wallem is a signatory to the Sea carrier Initiative with the CBP of the United States. The sea carrier
security manual is attached to this manual and ship staff are requested to be familiar its contents.
Wallem also participates in the MOU between BIMCO and Customs of most European countries
(U.K, Sweden, Finland, Netherlands, Cyprus, Greece Etc. The MOU between BIMCO and
Netherlands Customs is also attached to this manual for reference.
6.7 KEY LOCKER / REGISTER
The use, numbering and distribution of keys must be controlled by Master. The Ship Security Plan
should provide for corrective action in the event of any key being lost.
Master key to be with Master & Chief Engineer.
General Key locker should remain locked & controlled by Chief Officer who must endeavour to
maintain strict key locker control.
6.8 SMUGGLING CONTRABAND
All personnel should comply with local customs regulations for the ports being visited. The list of
contraband items for the country can be obtained from the agents.
It is unlawful for seafarers to possess, conceal or deal in any contraband item while the vessel is in
port of that country.
.
SEA CARRIER SECURITY
MANUAL
This SEA CARRIER SECURITY MANAUL of 42 pages inclusive of the cover page and issued
by THE DEPARTMENT OF TRESURY STATES CUSTOMS SERVICE is deemed to be part of
Wallem Shipmanagement SBM Part II and is duly approved and authorised by the Managing
Director for use with and inclusion in this manual
DEPARTMENT OF THE TREASURY

U.S. CUSTOMS SERVICE
CARRIER INITATIVE PROGRAM
WALLEM
SHIPMANAGEMENT LTD
SECTION 7 Prepared by : Director (SID)
STOWAWAYS 3rd Edition : 31.1.06
SHIPBOARD MANAGEMENT Rev.No. / Date : Jan 2010
Page -1-
SECTION 7 STOWAWAYS
1. General
With Access control and security procedures in place as per the Ship Security Plan (SSP)< any
stowaway on board would be a security Incident. A Report of a Security incident would need to
be filled and sent to Flag State and / or Port with copy to CSO and CSM.
Any Stowaway on board would indicate a breach of the ships security Plan and its security
Procedures. The Procedures and Guidelines in the SSP to be diligently followed which would
automatically avoid any stowaway being able to obtain access to the vessel.
Stowaways are an ongoing problem. They are dangerous in so far as they can be carrying drugs and
also disrupt the normal life of the ship.
1.1. All possible efforts must be made to prevent stowaways boarding.
1.2. Proper security arrangements in port will assist. All spaces that can be, should be secured. Entrances
to the accommodation should be locked or sealed except for one, which can be watched. Locking
arrangements should be such that crew should be able to exit through the door in an emergency and the
fire party should also be able to enter the space in case of fire.
1.3. Before sailing as thorough a search as is possible should be carried out and details of the search
entered in the official logbook.
1.4. Do not depart Port Limits /pilot boarding area until stowaway search has been completed.
This assists in disembarking stowaways as vessel is still in the territorial waters of the country
where stowaway embarked.
1.5. Any stowaways found are to be handed over to the port authorities.
1.6. What to do with a stowaway?
Many stowaways give themselves up once a vessel is at sea, often by making a loud noise. For a vessel
discovering stowaways, the priority is for them to be disembarked at the next port of call. The Master
should therefore immediately inform WALLEM, who will in turn advise the vessels P&I Club so that
international formalities can be completed as soon as possible.
He should also take the following steps immediately if possible:-
- Search the area where the stowaway was found for concealed documents, etc.,
- Search the stowaways clothing
- Interview the stowaway and immediately advise WALLEM and agents at the next port of call of
the following
a) Port of embarkation
b) Details of documents held
c) Name
d) Date and place of birth
e) Address
f) Nationality
WALLEM
SHIPMANAGEMENT LTD
SHIPBOARD MANAGEMENT Rev.No. / Date :---
Page -2-
- The stowaway should be kept secure all the times, particularly when the vessel is in port.
- While the stowaway is on board, the Master should not provide work for him and the stowaway
should not be signed on to the ships Articles.
- P&I club should be advised immediately of the above, together with
a) Full itinerary
b) Details of agents at subsequent ports.
c) Details of the ship’s radio/fax/telex/e-mail etc.
- P&I Clubs will agree on a course of action with WALLEM and instruct local correspondents
where necessary.
Masters should always bear in mind that stowaways frequently give false details in order to delay their removal
from the ship. If the Master believes that the stowaway is not telling the truth he should so report.
2. If a stowaway is found after sailing but before sailing port limits he is to be handed to the port authorities.
2.1. If a stowaway is found shortly after clearing port limits contact with the authorities should be made to see
if he could be landed. This is preferable if the delay is minimal. If you are in doubt we or Owners can be
contacted.
2.2. Otherwise it is important to note that the first priority in a case where a stowaway is discovered is to
establish his identity without this repatriation can be a costly and time consuming process. To this end
the stowaway must be questioned at length as soon as possible, and as much of the following
information recorded in the Official Log Book as possible: -
i. Family name.
ii. Given names.
iii. Age and date of birth.
iv. Nationality.
v. Place and country of birth.
vi. Place of immediate residence.
vii. Existence and location of any identity documents.
viii. Places of residence in last five years.
ix. Occupations carried out during last five years with location, employer and dates.
x. Name of father and place of residence.
xi. Name of mother and place of residence.
xii. Names of bothers and sisters and their places of residence.
xiii. Names of any other relatives, friends and places of residence.
xiv. Names of any deceased relatives or friends with dates of demise and places of burial with
appropriate dates.
xv. Names of any recently born relatives, or children of friends with appropriate dates.
xvi. Note of any manufacturer's clothing tags on apparel and examine all personal effects for
possible further reference.
xvii. Compile full description of stowaway, i.e. height, weight, build, complexion, colour of hair, eyes
and skin, distinguishing marks.
xviii. Try and establish military service and/or police record.
WALLEM
SHIPMANAGEMENT LTD
SHIPBOARD MANAGEMENT Rev.No. / Date :---
Page -3-
2.2 xix. Take photographs:-
a. Full height, front and profile.
b. Close up, (head and shoulders) front and profile.
xx. Take finger prints.
xxi. Any other information which may assist in establishing existence within a given location, which
can possible be used to eventually substantiate identity.
A message must be sent to us also giving this information unless, of course, you will be landing him
within hours of discovery thus making this message unnecessary. Similar and further advice is available
in P & I Clubs Hand Book & “Collecting Evidence” booklet.
If you have doubt about the truth of the answers given further questions should be asked to check.
3. When you do have a stowaway on board the following should be noted.
3.1. Accommodation is to be basic and to be kept locked at all times the stowaway is inside. Portholes if any
should be sealed.
3.2. Meals are to be nutritious but plain, enough to keep the stowaway healthy but no more.
3.3. No fraternisation with the crew is to take place.
3.4. No recreational or reading materials are to be given.
3.5. Exercise should be allowed outside once a day.
3.6. The stowaway should not be made to work even if this is volunteered.
3.7. The reason for this is so that on his return home he will not recommend your vessel to his friends as a
good one to travel on.
4. Full co-operation must be given to P & I Club representatives and your agents so that any stowaway can
be legally landed as soon as possible.
4.1. All efforts are to be made to prevent a stowaway illegally disembarking whilst a vessel is in port.
12/1998
GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES

TO SEEK THE SUCCESSFUL RESOLUTION
OF STOWAWAY CASES
IMO Assembly at its 20th session on 27 November 1997 adopted the

“Guidelines on the allocation of responsibilities to seek the successful
resolution of stowaway cases” by Resolution A.871(20). A copy of the
Resolution is enclosed.
2. The guidelines are useful for masters, shipowners and operators/managers

as it gives information on how to prevent intending stowaways from
getting aboard a ship while it is in a port.
3. The guidelines also list out the responsibilities of the master and the
shipowner or the operator if the stowaways are found on board a ship after
leaving a port.
4. The masters, shipowners and operators/managers of Hong Kong registered

ships are advised to follow these guidelines in resolving stowaway cases.
Hong Kong Marine Department, as far as practicable will assist the
master/shipowner in such cases as stated under the responsibility of the
flag state of the vessel.
5. Any inquiries relating to this Merchant Shipping Notice should be directed

to the Senior Surveyor (Nautical), Multi-lateral Policy Division, at Tel.:
2852 4606, Fax: 2542 4841.
Marine Department
Multi-lateral Policy Division
17 March 1998
These Guidelines on "Stowaway Cases" of 10 pages inclusive of the

cover page and Issued by THE INTERNATIONAL MARITIME
ORGANISATION is deemed to be part of WALLEM with and inclusion
in this manual
E
INTERNATIONAL MARME ORGANIZAATION
4 ALBERT EMBANKMENT
LONDON SE1 TSR
Telephone: 0171-735 7811
Fax: 0171-687 3210 IMO
Telex: 23588 IMOLDN G A20/Res.871
5 December 1997
Original: ENGLISH
ASSEMBLY
20th session
Agenda item 13
RESOLUTION A.871(20)
adopted on 27 November 1997
GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES TO SEEK THE
SUCCESSFUL RESOLUTION OF STOWAWAY CASES
THE ASSEMBLY,
HAVING CONSIDERED the general purposes of the Convention on Facilitation of International

Maritime Traffic, 1965, as amended, and in particular article Ill thereof
NOTING with concern the number of incidents involving stowaways, the consequent potential for
disruption of maritime traffic, the impact such incidents may have on the safe operation of ships and the
considerable risks faced by stowaways, including loss of life,
RECALLING that the International Convention Relating to Stowaways, 1957, which attempted to
establish an internationally acceptable regime for dealing with stowaways, has not yet come into force,
AGREEING that, for the purposes of this resolution, a stowaway is defined as a person who is
secreted on a ship or in cargo which is subsequently loaded on the ship, without the consent of the shipowner
or the master or any other responsible person, and who is detected on board after the ship has departed from
a port and reported as a stowaway by the master to the appropriate authorities,
TAKING INTO ACCOUNT that some stowaways may be asylum-seekers and refugees, which
should entitle them to such relevant procedures as those provided by international instruments and national
legislation,
BEING AWARE that, in the absence of an internationally agreed procedure for dealing with
stowaways, considerable difficulties are being encountered by shipmasters and shipping companies,
shipowners and ship operators in disembarking stowaways from ships into the care of the appropriate
authorities,
APPRECIATING Member Governments’ difficulties in accepting stowaways for examination

pending repatriation and then allowing the vessels concerned to sail,
RECOGNIZING. therefore, the need to establish practical and comprehensive guidance on

procedures to be followed by all the authorities and persons concerned in order that the return or repatriation
of a stowaway may be achieved in an acceptable and humane manner,
AGREEING that the existence of such guidance should in no way be regarded as condoning or
encouraging the practice of stowing away and other illegal migration, and should not undermine efforts to
combat the separate problems of alien smuggling or human trafficking.
-2- A 20/Res.871
BELIEVING that, at present, stowaway cases can best be resolved through close co-operation
among all authorities and persons concerned,
BELIEVING FURTHER that, in normal circumstances, through such co-operation, stowaways

should, as soon as practicable, be removed from the ship concerned and returned to the country of
nationality/citizenship or to the port of embarkation, or to any other country which would accept them,
RECOGNIZMG that stowaway incidents should be dealt with humanely by all Parties involved,
giving due consideration to the operational safety of the ship and its crew,
WHILST URGING national authorities, port authorities, shipowners and masters to take all
reasonable precautions to prevent stowaways gaming access to vessels,
HAVING CONSIDERED the recommendations made by the Facilitation Committee at its twenty-
fifth session,
1. ADOPTS the Guidelines on the allocation of responsibilities to seek the successful resolution of
stowaway cases, set out in the Annex to the present resolution;
2. URGES Governments to implement in their national policies and practices the procedures
recommended in the annexed Guidelines;
3. URGES ALSO Governments to deal with stowaway cases in a spirit of co-operation with other
parties concerned, on the basis of the allocation of responsibilities set out in the annexed Guidelines;
4. INVITES shipping companies, shipowners and ship operators to take on the relevant responsibilities
set out in the annexed Guidelines and to guide their masters and crews as to their respective
responsibilities in stowaway cases;
5. INVITES Governments to develop, in co-operation with the industry, comprehensive strategies to

prevent intending stowaways from gaming access to ships;
6. REQUESTS the Facilitation Committee to continue to monitor the effectiveness of the annexed
Guidelines on the basis of information provided by Governments and the industry, to keep them
under review and to take such further action, including the development of a relevant binding
instrument, as may be considered necessary in the light of developments;
7. REVOKES FAL.2/Circ.43
-3- A 20/Res.871
ANNEX
GUIDELINES ON THE ALLOCATION OF RESPONSIBILITIES TO SEEK

THE SUCCESSFUL RESOLUTION OF STOWAWAY CASES
1 Masters, shipowners’, port authorities, national administrations, and other bodies including security
operators all have a responsibility to cooperate to prevent illegal access to a vessel while it is in port
However, no matter how effective routine port and ship security is, there will still be occasions
when stowaways gain. access to vessels, either secreted in the cargo or by surreptitious boarding.
2 For the purposes of the Guidelines a stowaway is defined as a person who is secreted on a ship, or in
cargo which is subsequently loaded on the ship, without the consent of the shipowner or the master
or any other responsible person, and who is detected on board after the ship has departed from a port
and reported as a stowaway by the master to the appropriate authorities.
3 The resolution of stowaway cases is difficult because of different national legislation in each of the
potentially several countries involved: the country of embarkation, the country of disembarkation,
the flag State of the vessel, the country of apparent, claimed or actual nationality/citizenship of the
stowaway, and countries of transit during repatriation.
4 There are, however, some basic principles which can be applied generally. These are as follows:
,1 A recognition that stowaways arriving at or entering a country without the required

documents are, in general, illegal entrants. Decisions on dealing with such situations are the
prerogative of the countries where such arrival or entry occurs.
.2 Stowaway asylum-seekers should be treated in compliance with international protection

principles as set out in international instruments” and relevant national legislation.
.3 The shipowner and his representative on the spot, the master, as well as port authorities and
national administrations, should cooperate as far as possible in dealing with stowaway
cases.
.4 Shipowners and their representatives on the spot, masters, port authorities and national
administrations should have security arrangements in place which, as far as practicable,
will prevent intending stowaways from getting aboard a ship or, if this fails, will detect
them before a ship arrives at port. Where national legislation permits, national authorities
should consider prosecution of stowaways for trespassing upon or damaging the property of
the shipping company, or the cargo.
.5 All Parties should be aware that an adequate search may minimize the risk of having to deal
with a stowaway case and may also save the life of a stowaway who may, for example, be
hiding in a place which is subsequently sealed and/or chemically treated.
____________________
‘Including any persons or party acting on behalf of the owner of the vessel
“Reference is made to the provisions of the United Nations Convention relating to the Status of
Refugees of 28 July 1951 and of the United Nations Protocol relating to the Status of Refugees of
31 January 1967.
-4- A 20/Res. 871
.6 Countries should admit returned stowaways with full nationality/citizenship status of that
country or a right of residence.
.7 The country of the original port of embarkation of a stowaway should normally accept the
return of such a stowaway for examination pending final case disposition.
.8 Every effort should be made to avoid situations where a stowaway has to be detained on
board a ship indefinitely. In this regard countries should co-operate with the shipowner in
arranging the return of a stowaway to an appropriate country
.9 Stowaway incidents should be dealt with humanely by all parties involved. Due
consideration must always be given to the operational safety of the ship and to the well-
being of the stowaway.
5 As a first step in addressing the issue, a framework of the various responsibilities, rights and
liabilities of the parties involved needs to be identified and agreed. The following allocation of
responsibility is suggested:
.l The master
.l.l to make every effort to determine immediately the port of embarkation of the stowaway;
.I.2 to make every effort to establish the identity, including the nationality/citizenship of the
stowaway;
.1.3 to prepare a statement containing all information relevant to the stowaway, in accordance
with information specified in the standard document annexed to these Guidelines, for
presentation to the appropriate authorities;
.1.4 to notify the existence of a stowaway and any relevant details to his shipowner and
appropriate authorities at the port of embarkation, the next port of call and the flag
.1.5 not to depart from his planned voyage to seek the disembarkation of a stowaway to any
country unless repatriation has been arranged with sufficient documentation and permission
given for disembarkation, or unless there are extenuating security or compassionate
reasons;
.1.6 to ensure that the stowaway is presented to the appropriate authorities at the next port of
call in accordance with their requirements;
.1.7 to take appropriate measures to ensure the security, general health, welfare and safety of the
stowaway until disembarkation;
.2 The shipowner or operator
.2.1 to ensure that the existence of, and any relevant information on, the stowaway has been
notified to the appropriate authorities at the port of embarkation, the next port of call and
the flag State;
-5- A 20/Res.871
.2.2 to comply with any removal directions made by the competent national authorities at the
port of disembarkation;
.3 Country of first scheduled port of call after discovery of the stowaway (port of
disembarkation)
.3.1 to accept the stowaway for examination in accordance with the national laws of that
country and, where the competent national authority considers that it would facilitate
matters, to allow the shipowner and his named representative and the competent or
appointed P&I Club correspondent to have access to the stowaway;
.3.2 to consider allowing disembarkation and provide, as necessary and in accordance with
national law, secure accommodation which may be at the expense of the shipowner or
agents, where:
.3.2.1 a case under .3.1 is unresolved at the time of sailing, or
.3.2.2 national authorities are satisfied that arrangements have been made and will be effected for
the early return or repatriation of the stowaway by other means (which may be at the
expense of the shipowner or agents), or
.3.2.3 a stowaway’s presence on board would endanger the safe operation of the vessel;
.3.3 to assist, as necessary, in the identification of the stowaway and the establishment of his or
her nationality/citizenship;
.3.4 to assist, as necessary, in establishing the validity and authenticity of a stowaway’s

documents;
.3.5 to give directions for the removal of the stowaway to the port of embarkation, country of
nationality/citizenship or to some other country to which lawful directions may be made, in
co-operation with the shipowner and his nominated representative;
.3.6 in co-operation with the shipowner and his and his nominated representatives to discuss
repatriation or removal arrangements or directions with the master/shipowner or their
appointed representatives, keeping them informed, as far as practicable, of the level of
detention costs, while keeping these to a minimum;
.3.7 to consider mitigation of charges that might otherwise be applicable when shipowners have
cooperated with the control authorities to the satisfaction of those authorities in measures
designed to prevent the transportation of stowaways;
.3.8 to issue, if necessary, in the event that the stowaway has no identification and/or travel
documents, a document attesting to the circumstances of embarkation and arrival to enable
the return of the stowaway either to his country of origin, to the country of the port of
embarkation, or to any other country to which lawful directions can be made, by any means
of transport;
-6- A 20/Res. 871
.3.9 to band over the document to the transport operator effecting the removal of the stowaway;
.3.10 to take proper account of the interests of, and implications for, the shipowner or agent
when directing detention and setting removal directions, so far as is consistent with the
maintenance of control, their duties or obligations to the stowaway under the law, and tire
cost to public funds.
.4 The country of the original port of embarkation of the stowaway (i.e. the country
where the stowaway first boarded the ship)
.4.1 to accept any returned stowaway having nationality/citizenship or right of residence;
.4.2 to accept, in normal circumstances, a stowaway back for examination where tire port of
embarkation is identified to the satisfaction of the authorities of the receiving country;
.4.3 to apprehend and detain the stowaway, where permitted by national legislation, if the
stowaway is discovered before sailing either on the vessel or in cargo due to be loaded; to
refer the intended stowaway to local authorities for prosecution, and/or, where applicable,
to the immigration authorities for examination and possible removal: no charge to he
imposed on the shipowner in respect of detention or removal costs, and no penalty to be
imposed;
.4.4 to apprehend and detain the stowaway, where permitted by national legislation, if the
stowaway is discovered while the vessel is still in the territorial waters of the country of the
port of his embarkation, or in another port in the same country (not having called at a port
in another country in the meantime) no charge to be imposed on the shipowner in respect
of detention or removal costs, and no penalty to be imposed.
.5 The apparent or claimed country of nationality/citizenship of the stowaway
.5.1 to make every effort to assist in determining the identity and nationality/citizenship of the
stowaway and to document tire stowaway, accordingly once satisfied that he or she holds
the nationality/citizenship claimed;
.5.2 to accept the stowaway where nationality/citizenship is established.
.6 The flag State of the vessel
.6.1 to be willing, if practicable, to assist tire master/sbipowner or the appropriate authority at

the port of disembarkation in identifying the stowaway and determining his or her
nationality/citizenship;
.6.2 to be prepared to make representations to the relevant authority to assist in the removal of
the stowaway from the vessel at the first available opportunity;
.6.3 to he prepared to assist the master/shipowner or the authority at the port of disembarkation
in making arrangements for the removal or repatriation of the stowaway.
-7- A 20/Res.871
.7 Any countries of transit during repatriation
to allow, subject to normal visa requirements, the transit through their ports and airports of
stowaways travelling under the removal instructions or directions of the country of the
port of disembarkation.
-8- A 20/Res.871
APPENDIX
STOWAWAY DETAILS
SHIP DETAILS
Name of Ship:
IMO Number:
Flag:
Company:
Company address:
Agent in next port;
Agent address:
IRCS:
Inmarsat Number: Photograph of stowaway
Port of registry:
Name of master:
STOWAWAY DETAILS
Date/time found on board: Emergency passport No:

Place of boarding: When issued:
Country of boarding: where issued:
Time spent in country of boarding: Date of expiry:
Date/time of boarding: Issued by:
Intended port of destination:
Intended final destination (if different): Home address:
Stated reasons for boarding the ship: Home town
Country of domicile:
Surname: Profession(s):
Given name: Employer(s): [names and addresses]
Name by which known:
Religion: Address in country of boarding:
Gender:
Date of birth: Height (cm):
Place of birth: Weight (kg):
Claimed nationality: Complexion:
ID document type: Colour of eyes:
Colour of hair:
Passport No: Form of head/face:
When issued: Marks/characteristics: [e.g. scars, tattoos, etc.]
Where issued:
Date of expiry: First language:
Issued by: Spoken Read Written
ID Card No: Other languages:

When issued: Spoken Read Written
Where issued:
Date of expiry: Marital status:
Issued by: Name of spouse:
Nationality of spouse:
Seaman’s Book No: Address of spouse:
when issued
Where issued: Names of parents:
Date of expiry: Nationality of parents:
Issued by: Address of parents:
-9- A 20/Res.871
OTHER DETAILS
Method of boarding, including other persons involved (e.g. crew, port workers, etc.), and whether they
were secreted in cargo/container or hidden in the vessel:
Inventory of stowaway’s possessions:
Was the stowaway assisted in boarding the vessel, or assisted by any member of the crew? If so, was any
payment made for this assistance?
Other information (e.g. names and addresses of colleagues, community leader, e.g. mayor, tribal chief,
contacts in other parts of the world):
Statement made by stowaway:
Statement made by master (including any observations on the credibility of the information provided by
the stowaway):
Date(s) of interview(s):
Stowaway’s signature Master’s signature
Date: Date:
______________
SHIPBOARD MANAGEMENT INSURANCE Rev.No. / Date : August 2006
Page -1-
SECTION 8 INSURANCE - GENERAL
All vessels are provided with current issue of the following insurance related documents.
General Insurance Data (Ship Specific)
Information Includes - Name of Hull and Machinery Underwriters

a) Hull Value
b) Period of Cover
c) Hull deductible
d) Additional Machinery deductible if applicable
e) Permitted Trading Area ( Which is normally world wide)
f) Amount of Increased Value Insurance (if any)
g) Name of the P&I Club
h) Deductible for Cargo, Crew illness and others
i) “Freight, Demurrage & Defence” Underwriters name; Usually same P & I Club
j) Running Down Clause
k) “Fixed & Floating Objects” underwriters name; could be either the H+M underwriters or Vessels
P&I Club
l) Loss of Hire underwriters name, (if any Cover) daily amount and the conditions.
Master to refer to the data sheet to verify applicable covers and their deductibles
P& I Club’s Certificate of Entry.
P&I Club Book “ List of Correspondents” issued every year

P&I Club Book “ List of Ships” issued every year
P&I Club Book “ statutes & Rules or Rules and Bye Laws” issued every year
A few P& I Clubs Correspondents books also contain Guidance to Masters on a variety of topics
including Stowaways, B/L’s, Pollution etc.,
Please refer to Book titled “ The Mariner’s Role in Collecting Evidence”
It provides guidance to Masters and officers in adopting a systematic approach in collecting

together all the necessary and factual information which may be required to resolve particular
claims and disputes which arise during the course of a voyage, and to explain, why that
evidence s relevant.
Please refer to “Collecting Evidence” in case of
(a) Cargo Damage, Loss and Shortage

(b) Damage or failure of ships own equipment
(c) Under performance and over consumption claims
(d) Bunker Disputes
(e) Unsafe Ports and Berths
(f) Damage to Fixed and Floating Objects
(g) Pollution
(h) General Average
(i) Salvage ( Copy of LOF 1995 is provided in the Company’s Major Casualty Contingency Plans)
(j) Collisions
(k) Labour Disputes and Disciplinary Proceedings
(l) Personal Injury
(m) Refugees
SHIPBOARD MANAGEMENT INSURANCE Rev.No. / Date : Jun 2016
Page -2-
REPORTING PROCEDURE GUIDELINES FOR DEVIATION, CREW CLAIM, FIXED & FLOATING
OBJECTS, INSTITUTE WARRANTIES & WAR RISK TRADING
Deviations
It is obligatory for WALLEM to inform vessel’s P& I Club should a laden vessel deviate en-route to
destination, other than the Port given in the B/L. For Tankers, this requirement is imperative. If vessel
deviates whilst laden to receive bunkers, urgent spares, Crew change or similar activity; WALLEM will
inform the P& I Club of the deviation and reason for the same.
The P& I Club will require the type and quantity of cargo. In due course they will confirm that
the cover is held for subject deviation with additional premium if any as applicable.
Crew Claims ( P & I )

Crew injury & in some cases, illnesses where the crew has offsigned, is frequently leading to
contentious litigation because of subsequent disability claims. Where personnel are offsigned with
serious injury or illness, the Master must provide logbook entries, SIRIS, medical reports, witness
reports, Statement of Facts from head of the department, etc., to assist WALLEM in handling the
insurance claim satisfactorily.
Fixed and Floating Objects

Master to refer to the WALLEM provided data sheet to verify applicable covers and their deductibles.
For example, whilst berthing vessel has had hard contact with jetty fender, Port Authority accuses
vessel of damage to fender and jetty, Also vessel suffers indentations to Hull plating. This claim would
come under “FFO” for alleged damage to fender & jetty. If “FFO” cover is provided by the P& I Club,
their local correspondent should be called to attend, however if “FFO” covered by H+M underwriter the
vessel will not be able to call directly as their correspondent list is not circulated as the P& I Clubs do.
The Company must be informed who in turn will advise H+M underwriters and if time available will
inform Master the name of the attending surveyors.
For ships Hull damage, check applicable Hull deductibles and only then consider if Hull underwriters
need to be called. Advice on this should, when time available, be sought from WALLEM.
Institute Warranties
Please refer to in SMS Documentation DVD, WSM – GENERAL LETTERS “INSURANCE SECTION”.
A copy of the IWL chart should be posted in the Chart room for easy reference .
Depending on hull conditions, vessel is warranted not to trade to or through certain areas, e.g. West
of Baie Comeau / Matane (But not West of Montreal) between 1st December and 30th April.
Should vessel have to trade to these areas or breach “IWL”, H+M Underwriters are to be advised
before the vessel breaches the IWL. They may charge an additional premium which owners would
preferably pass on to Charterers. Date and time vessel breaches IWL and is expected to enter back
into Institute warranties are to be informed to WALLEM Safety and Insurance Department
The ETA/ETD of crossing into /out of the IWL (especially for Bering Sea and Baltic region) must be
informed to WALLEM 96 hrs in advance. The updated actual times and positions of the crossing should
again be informed to WALLEM at the time of crossing. This is important so as to ensure that the ship is
held covered when breaking warranty limits.
War Risk Trading Limits

Hull Marine War Risk trading areas & Ports are constantly being reviewed and changed by
Underwriters. Updated information on the areas and port will be sent to all vessels through E-mail by
WALLEM.
Please notify the Owners / operators and Fleet Cell about 96 hours before arrival at War Risk port, or
crossing War Risk Zones (areas), as applicable. Vessels are also required to send the ETA and ETD to
& from the area in the 96 Hours message. Later, an updated report is to be sent on arrival and departure
from such port / war risk areas with positions of crossing the War risk area and time of crossing. This will
allow for timely reporting to underwriters and ensure vessel is always held fully covered. Note: Crew
War Risk trading area has a different criteria. It is declared by
SHIPBOARD MANAGEMENT INSURANCE Rev.No. / Date : Jan 2011
Page -3-
Lloyd’s of London - Should situation occur. Fleet Personnel will give the necessary notification to
Master.
ACCIDENTS AND INSURANCE
General Instructions
The main points to remember regarding any inquiries into serious incidents are: -
A. Establish identity and interest of all parties or individuals present during any discussions
relative any incident.
B. Unless guidance is being given by legal counsel or P & I representative, only facts relative to
time and location are to be given to interested parties from Owners’ side, and none at all to
the third party representatives.
C. Contact the Hong Kong Office or an Area Office as soon as possible. Outside office hours
you may telephone any Superintendent or Manager, whose home telephone numbers are
given in “MCCM Manual” & “SMS Documentation DVD.
D. Under no circumstances should you introduce opinions, conclusions and/or statements
contrary to Owners’ interests into any documents or record pertaining to an incident, i.e.
(YOU MUST NEVER MAKE AN ADMISSION OF LIABILITY).
All correspondence, e-mail, faxes and telexes are to be titled ‘FOR ATTENTION OF OWNER’S
SOLICITORS ONLY’ and sent to WALLEM SHIPMANAGEMENT LTD.
Reports
a) Reports are to be factual and concise.
b) Under no circumstances are reports to contain opinions, extemporaneous remarks or seek to

apportion blame.
c) Opinion regarding standards of personnel and/or equipment must be sent under separate
cover in the normal manner, and are NOT to be included in reports under.
d) A full labour/repair time sheet must be maintained.
The following information is to be shown on that time sheet:-
a. Number of Workers on board.

b. Time of boarding.
c. Time of leaving.
d. Name of Contractor.
e. Place and birth.
f. Dates.
g. Any other pertinent information.
SHIPBOARD MANAGEMENT INSURANCE Rev.No. / Date :---
Page -4-
Guidance Notes
PART I
The purpose of these notes is to clarify for Masters what is required of them in circumstances that may
give rise to:-
A. Claims on Hull and Machinery (H & M), Insurance policies.

B. Claims on Protection and Indemnity (P & I) Associations or ‘Clubs’.
HULL & MACHINERY COVER
It should be understood that a Hull & Machinery Insurance Policy is precisely what its name indicates;
a policy which insures a vessel’s Hull & Machinery against damage occasioned by specified perils.
Hull and Machinery (H & M) Underwriters are not, generally speaking, concerned with damage to or
short delivery of cargo, they are not concerned with crew matters (except indirectly where there has
been a loss of life resulting from a collision) and they are not concerned with third party liabilities
excepting where the vessel insured by them is partly or totally to blame for a collision; in short, unless
there is physical damage to the insured vessel there is unlikely to be a claim on the H & M
Underwriters.
It is a standard procedure for Underwriters to insist that all H & M policies should contain an Excess or
“Deductible” which means that the Assured (The Shipowner or his Agent) will only be able to recover
costs in excess of this figure where the damage has been caused by a peril insured against. The
deductible applies to ‘each separate accident or occurrence’. It varies from vessel to vessel and is
usually fixed after assessing such things as the vessel’s age, her insured value and the Owners’
previous claims record.
Although Shipowners have a wide choice of Clauses with which they can cover their vessels,
generally speaking, it is best for a Master to assume that his vessel has a full cover whereby any
repair costs (apart from those relating to wear and tear or routine maintenance/class requirements) in
excess of the deductible will be recoverable. If the insurance cover is limited and as a result a specific
damage will not result in a claim, the Management office will know and the Master can be informed
accordingly.
Whenever a vessel is involved in an incident whereby a claim on H & M Underwriters is likely to arise,
the Master should immediately give details of same to the Management office since they in turn are
obliged to give immediate advice to their Underwriters. A full written report will be required from the
Master as soon as practicable and where the incident involves the vessel’s machinery, the Chief
Engineer’s detailed written report will also be required. There are two main accident situations where
the Master is also required to give immediate notice to third parties, these are:-
(a) When the vessel sustains damage caused by stevedores. and
(b) When the vessel is involved in a collision.
When the vessel sustains damage caused by stevedores, the Master should immediately put the
stevedores on notice in writing that they will be held responsible for the damages. Failure to so act
may prejudice Owners claim against their H & M Underwriters, who would be liable for stevedore
damage repair costs, provided reasonable efforts have been made to recover from the third party and
provided the repair costs exceeds the deductible.
When the vessel is involved in a collision it is imperative that the Master does not admit liability,
regardless of his inward feelings. He will probably be instructed by his Management office to call in the
local P & I representatives (if in port) and the question of liability should be left to them. The Master
must in all cases hold the other vessel responsible in writing.
Page -5-
In both these cases the Management office will require copies of such letters written by the Masters.
In cases where a claim on H & M Underwriters might result, full copies of all logbook entries covering
both the incident and the repair period should be forwarded to the Management office at the first
opportunity after the event.
Where the incident is serious a Superintendent is usually sent to the vessel from the Management
office and where possible the above mentioned documentation should be made ready for him to bring
back.
In summary, whenever his vessel sustains damage of any sort and howsoever caused (other than
anything, which is obviously of a wear and tear nature) the following steps should be taken by a
Master:-
a) He should immediately inform the Management office of the nature and the extent of the
damage, so far as it can be ascertained, with an estimated repair cost whenever possible.
b) If there is a possibility that the repair cost might exceed the policy deductible,
c) He and/or the Chief Engineer should prepare full written reports and submit them to the
Management office as soon as practicable.
d) Copies of all logbook entries relating to the incident and the subsequent repair period, should
be take and submitted to the Management office as soon as practicable.
e) If the ship’s staff assist with damage repairs, he should prepare a receipted statement
detailing the work done, hours worked and payments received.
f) If the damage is caused by stevedores he should promptly put them on written notice that
they will beheld liable, a copy of the letter should be sent to the Management office as soon
as practicable
If the damage is sustained as a result of a collision:-
a) He must not admit liability.

b) He must hold the other Master responsible for the collision. This should be done in writing and
a copy of any letter should be sent to the Management office as soon as practicable.
It should be understood that the cost of repairing any damages directly caused by ‘negligence of the
vessel’s crew’ is recoverable on most H & M policies; accordingly it often arises that there is little to be
gained and must to be lost by a stubborn refusal to accept the oversights or temporary
thoughtlessness can occur.
It should however also be understood that the cost of repairing damages resulting from
‘incompetence’ is rarely recoverable under H & M policies.
Page -6-
PROTECTION AND INDEMNITY (P & I) ASSOCIATIONS OR ‘CLUBS’
It will be realised that when H & M Underwriters limit their cover almost entirely to physical damage to
a vessel, many Shipowners find it desirable to protect themselves against some of the many other
risks associated with the operation of ocean going vessels.
This they can do by banding themselves together in P & I Clubs whereby they are mutually protected
against certain additional risks. The P & I cover is divided into the two obvious categories namely,
Protection on the one hand and Indemnity on the other. Protecting risks included personal injury,
other crew liabilities, collision liability not covered under H & M policies, damage to piers and other
objects, quarantine expenses, removal of wrecks, also liability under towage contracts. Provision is
also made for damage to other vessels, apart from collision, such as excessive wash, fire, explosion,
or by the dropping of objects overboard. Indemnity cover relates to Shipowners’ liability to cargo for
pilferage, non-delivery, damages, over carriage and so on. It also covers immigration and customs
fines arising from negligence of the Master and crew. P & I Clubs do not pay claims in respect of
damage to the ‘entered’ vessel.
As the case of Hull and Machinery claims, P & I claims are also subject to ‘deductibles’; the difference
is, however, that the deductibles attaching to P & I claims vary according to the nature of the claim
whereas the H & M policy deductible, once fixed, is the same for any type of accident within a specific
policy year, unless special provision is made for an operation such as lighterage, where the risk of
contact/collision damages is greatly increased.
Ideally a Master should be aware of the deductible attaching to each type of claim but in practice this
is rarely the case and in the absence of such specific knowledge, a Master should assume that any
costs of the nature described above which are incurred will be recoverable.
Discretion is required as to whether urgent advices need to be sent to the Management office in the
event of a likely claim. However, as soon as the full facts are available the Master should provide his
Principals with the following documentation:-
a. A detailed report outlining:-
i. the cause and the extent of the damage/loss, and/or
ii. the reason for the bill/fine being incurred and the amount involved
b. All pertinent supporting vouchers/reports in his possession.

c. All pertinent logbook entries.
Since the decision as to whether expenditure will be claimed from H & M underwriters or
P & I Clubs should be made by the Management office, they should be in full possession of all the
facts; accordingly all incidents should be reported to them and clarification should be sought promptly
when a Master may be in doubt.
The above requirements are complementary to and do not replace any of the standing reporting or
operational duties of a Master.
PLEASE BE GUIDED ACCORDINGLY

Page -7-
PART II
ATTENTION: CHIEF ENGINEERS
The purpose of these notes is to clarify what is required of a Chief Engineer in circumstances, which
may give rise to a claim on the vessel’s Hull and Machinery insurance policy.
It is unreasonable to expect a Chief Engineer to have detailed knowledge of what cover is afforded by
a specific set of clauses and it is therefore best for him to work on the assumption that, if the damage
is ‘accidental’, even if the ‘accident’ results from a wear and tear situation, the repair cost will probably
be recoverable. There are, of course, exceptions to this rule but, where accidental damage repair
costs are not recoverable, the Management office will know and the Chief Engineer can be informed.
It is a standard procedure for Underwriters to insist that all H & M policies should contain an Excess or
‘Deductible’ which means that the Assured (The Shipowner or his Agent) will only be able to recover
costs in excess of this figure where the damage has been caused by a peril insured against. The
Deductible applies to ‘each separate accident or occurrence’. It varies from vessel to vessel and is
usually fixed after assessing such things as the vessel’s age, her insured value and the Owners
previous claims record.
Whenever there is a breakdown of, or damage to a vessel’s machinery and the repair itself costs are
likely to exceed the Hull and Machinery (H & M) policy deductible, provided the damage itself is not
normal wear and tear there is likely to be a claim on the H & M Underwriters. The Management office
will decide whether a claim is to be proceeded with or waived.
At this point it is appropriate to mention that most H & M policies DO cover loss of or damage to a
vessel directly caused by the ‘negligence’ of the Master, Officers and Crew.
This is, of course, a sensitive area since nobody likes to admit his or her mistakes. It must however be
remembered that nobody is perfect and, when oversight and temporary thoughtlessness can and
does occur there is a very definite need for Shipowners to cover themselves against the resultant
costs.
It will be appreciated that a slight error can cause very extensive damage thereby incurring
considerable repair costs, accordingly Management offices are often intolerant of stubborn refusals to
accept that a certain member of the vessel’s complement may have made a mistake.
Whilst it is important for a Chief Engineer to be aware that the cost of repairing negligence damages
can be claimed against H & M Underwriters, it is equally important that he realises damages resulting
from ‘incompetence’ are rarely claimable. It cannot be stressed too heavily that the word
‘incompetence’ should be avoided when the cause of damage is being discussed for insurance
purposes, unless it has been approved by the Management office.
Any machinery breakdown likely to give rise to an insurance claim should be reported immediately to
the Management office since they in turn are obliged to give prompt notice to their Underwriters. A full
written report will be required as soon as practicable. However the initial advice should be as
comprehensive as possible including, where possible, the extent of the damage, how it was caused
(being as specific as possible) what immediate repairs are required and whether they can be effected
by ship’s personnel.
If an insurance claim is to be made a Surveyor normally attends the vessel on behalf or Underwriters
and a Superintendent usually attends from the Management office. The Superintendent has usually
been made aware of the specific insurance cover/requirement, so, unless instructed to the contrary, it
is better that the Chief Engineer does not get involved in discussions with other Surveyors regarding
the cause of damage, etc.
Frequently ship’s staff assist with Damage repairs and, where this happens, the Chief Engineer
should prepare a statement, to be signed by those individuals who assisted with the repair, detailing
the work done, the hours worked and the payments received specific to the job - not overtime.
Page -8-
One additional item required from the Chief Engineer when an insurance claim is to be made is a
statement of all fuel consumed and engine room stores used during periods when damage repairs are
being effected and during deviation periods should the vessel have to put into a port of refuge, also
any overtime incurred by the crew should be tabulated separately.
In summary therefore, the requirements of a Chief Engineer at times of damage or breakdown are as
follows:-
1. Decide whether the damage is normal wear and tear or has some accidental cause.
2. If there is a possibility that the damage repair costs might exceed the H & M policy deductible
and assuming the damage to be accidental he should:-
Promptly send a preliminary advice to the Management office incorporating:-
a. Likely cause of damage.

b. Extent of damage as far as known.
c. What immediate repairs are required and whether they can be effected by the crew.
3. Send a full written report to the Management office elaborating upon, and amending where
necessary, the facts in the preliminary advise.
4. If the crew assist with damage repairs, send to the Management office a receipted statement
detailing the work done, the hours worked and payments received.
5. Prepare a statement of the fuel consumed and the stores used during repair and/or deviation
periods and send same to the Management office.
The above requirements are complementary to and do not replace any standing reporting or
operational duties of a Chief Engineer. PLEASE BE GUIDED ACCORDINGLY
INSURANCE GUIDANCE NOTES FOR HULL AND MACHINERY DAMAGE CLAIMS
Due Diligence
Both the ITC (Hull) 1.10.83 Clause 5.2 and the Additional Perils Clause are subject to a due diligence
provision which state that the insurance covers a loss provided such “loss or damage has not resulted
from want of due diligence by the Assured, Owners or Managers” For the purposes of this section it
would suffice to say this duty is a personal one of the Assured, Owners or Managers and with the
advent of instant communication needs to be reviewed carefully. One may add that strictly, the burden
of proof is on the Owner to show that this clause has been complied with rather than the Insurers having
to show that the Owners have failed in this respect.
Preparing Insurance Claims
In the event of an occurrence, likely to lead to a claim under a policy, there are certain implied or
unwritten duties and certain express or written duties imposed on the Insured. The implied duties
requires that the Assured should act as if he were uninsured and take all reasonable steps to
minimise his loss. In addition, almost all policies specifically provide that the Insurer needs to be
notified immediately of any event, which could give rise to a claim under the policy.
Page -9-
Principal Participants
Usually, for marine hull particular average claims, be they partial loss or total loss, the following principal
participants are involved - the vessel’s Officers and its crew, the Shipowner/Manager’s Superintendents,
the Repairers, the Shipowner/Manager’s Insurance Department, the Underwriters’ Surveyor, the
Classification Society’s Surveyor, and the Average Adjuster, besides the Underwriters themselves and
the Brokers.
There are other situations, like in general average or collision or contact damage claims when, in
addition to the above, a P & I Club Surveyor and/or a Surveyor acting in General Average Interest
and/or a Salvor and/or a Cargo interests or other Third party’s Surveyor may also be involved.
How the system works
After a loss of damage has occurred, usually the vessel’s Master notifies the Shipowner / Manager
(assured) who in turn notifies, usually through his insurance department, the broker of the same. The
broker then notifies the leading underwriter and the leading underwriter instructs the broker to appoint
a surveyor to represent the underwriting interests. Depending on the circumstances the Shipowners /
Managers may send a Superintendent to attend and/or the Classification Society may be asked to
attend. The appointment of the other prominent participants follows logically, as required. With
satellite communication facilities this process can now be completed very quickly.
Role of Underwriters’ Surveyor
The Underwriters’ Surveyor is in attendance to represent his principal’s interests and ensure that
nobody manipulates the system for their own ends. Most often these surveys / attendance’s are after a
vessel has suffered a casualty and repairs are about to commence, though in larger cases such
attendance may commence at the location of the accident.
He is not concerned with interpreting the policy of insurance, nor is he concerned with settling the claim.
He is there to accurately record the technical history and facts of the case, including a fiscal appreciation
of the situation and report this to the Underwriters.
In brief he will check on:
1. The description and extent of damage, the quality of repair work,

2. Whether it is permanent or temporary, if the latter then why,
3. Whether any Owner’s work is being undertaken simultaneously and whether this was immediately
necessary for seaworthiness,
4. Whether any damage repair work is being carried out simultaneously,
5. How much time either of the jobs take, if carried out separately,
6. Whether any of the above repairs / work required the vessel to be dry-docked, or brought
alongside or cleaning / inerting of her tanks,
7. Whether any overtime was worked and whether it saved any time, which in turn resulted in a
saving to Underwriters. He will also record the list of spares used and relevant to the damage
repair and note 8.Whether any of the damage repairs have been deferred.
Page - 10 -
He may recommend:-
A method of repair,
Or preparing of a repair specification and obtaining tenders, though the actual repairs put in hand are
the owner’s privilege.
Nevertheless, Underwriters are only liable for the reasonable cost or repair of the damage. This
Surveyor will also if requested, assist the Shipowner / Manager in negotiating settlement of the accounts
with the repairers.
He has two further primary functions at such an attendance.
One is to approve the cost of repairs, as put forth by the Assured’s Representative, as being fair and
reasonable and relevant to the casualty and ascertain if any salvage credit is due to Underwriters. The
other is to independently investigate the cause of the damage.
Role of Assured’s Representative
At this juncture it might be worth pointing out that it is the Shipowners / Managers or their
representatives duty to bring to the notice of the Underwriters’ Surveyor the nature and extent of
damage, therefore, as quite often happens, if further damages are discovered during a repair, the
Surveyor must be called back and this pointed out to him, to enable the two parties to agree upon the
total extent of damage due to the alleged occurrence (s).
Elementary evidence such as the logbooks, Master’s or Chief Engineer’s report(s), etc., must also be
provided to the Underwriter’s Surveyor for his perusal and study.
It is also the Shipowner / Manager’s privilege to put forward the cause(s) of damage(s), which the
underwriters’ Surveyor will autonomously investigate and try to reach an agreement with the
Shipowners / Manager’s Representative.
If the cause of damage is technically straight forward to the Shipowners / Manager’s Representative,
as also the extent of damage, then he should endeavour to agree this with the attending Surveyor at
the time of survey, as considerable time can be saved by this exercise.
However, as fairly often happens these issues may be complicated either owing to more than one
damage being in the same area or because it is difficult to distinguish between what is damage and
what is wear and tear, etc.
In such cases where the evidence is not all clear or the facts are complicated, it is advisable not to
make an allegation to the attending Underwriters’ Surveyor until the matter has been properly
researched and discussed with the Insurance Department and / or Average Adjusters.
The Role of the Average Adjuster is to state the claim on the Hull policy and it is then up to Hull
Underwriters to study the claim and decide whether or not to pay it.
Page - 11 -
Role of Ship’s Officers
A Shipowner / Manager depends upon the skill, the honesty and discretion of his officers
and crew for the carrying out his business transaction, in which the property at risk is of huge value.
Overconfidence and ignorance are probably the main pitfalls, which ensnare the staff onboard, and
endeavours should be made to reduce these factors. It may also be noted that owing to the facility of
modern communication between the ship and its Owner / Manager, the authority of a Master or Chief
Engineer has, in practice, been greatly curtailed.
“Prevention is better than cure”, but in-spite of every care, accidents are bound to occur from time to
time. When they do the circumstances of the accident and particulars of the damage or injury should be
carefully and precisely logged, as a matter or course. Furthermore, such incidents should be reported to
the Shipowner / Manager at once so that the necessary investigations may be set in motion as soon as
possible. Prompt investigation, while everything in a manner of speaking is warm, is a powerful aid to
the quick settlement of a claim.
In cases involving broken gear or tackle, the broken part should be carefully preserved and should on no
account, be removed from on board, by any unauthorised person. Such parts are often of vital
importance in defeating a counterclaim or expeditiously settling a marine hull claim. On the other hand,
by its evidence, it may lead to an early avoidance of heavy costs of contesting an action that ought
never to have been commenced.
Depending on the circumstances of a casualty, a Shipowner / Manager may decide not to send out a
Superintendent to attend or he might not be able to get there in time and it may be left to the Ship’s
Master and Chief Engineer to liase with the concerned parties, in the interim.
Often the duration between the initial damage survey and completion of repairs / final survey at a port of
repair is quite substantial and the Superintendent and/or the Underwriters’ Surveyor are, in the
meantime, gainfully employed elsewhere, leaving it to the Ship’s officers to shoulder the responsibility of
ensuring that the repairs (which may be fairly uncomplicated) are carried out to their satisfaction and to
record the events that transpire during this period.
In any case, the Ship’s Officers and Crew are “the people on board”, who are most often perhaps best
aware of the full facts or “real story” surrounding the casualty and therefore have an important role to
play in this whole process of making Hull claims.
Preparation of Documents
Log Books
Though it is the duty of a Chief Officer to maintain a deck log and use all possible care in verifying the
accuracy of statements made in it, it is recommended that a Master, as a matter of prudence, does not
fail to make regular examinations of its contents, particularly on matters other than those concerning the
routine data of the day to day navigation or during the periods following a casualty and during its repairs.
This practice should also be adhered to in connection with the engine room log books, which in addition
to routine entries should always give details of all inspections and tests made of bilges, etc., valves,
pipes and any overhaul or repair work carried out by the ship’s or other personnel. Unless a separate
book is provided this log should also incorporate the regular soundings taken of the bilges and tanks
during the voyage and after a casualty.
Page - 12 -
It may be emphasised that no entry of an important nature should be made without due consideration.
Such entries or reports should be presented in as clear, orderly and precise a manner as possible.
These entries should endeavour to stick to the facts of a case and avoid exaggeration. It must always be
remembered that a careless or inconsistent record of an incident, or a report badly made, perhaps due
to the officer being unfamiliar with the language of correspondence or otherwise, may seriously
prejudice the Shipowners / Manager’s interests - e.g. in relation to ship’s Underwriters or cargo interests.
To avoid doubts and suspicion, alteration and obliteration’s should be avoided, not only in the deck and
engine log book, but also the scrap deck and engine log books, as in any investigation these latter
documents also come under scrutiny, primarily because they are often the most contemporaneous
ones.
Much of what has been said above is also relevant to entries in the official logbook. In addition it must be
borne in mind that these entries should be made as soon as possible after the occurrence to which they
relate and the respective dates of the occurrence and the entry should be stated.
Depositions before Statutory Body Personnel or Surveyors
In the case of these depositions, the necessity for accuracy, care and consistency is as relevant, if not
intensified.
This is because they are sometimes taken by men who are imperfectly acquainted with the nautical
and/or engineering expertise / experience of the subject matter and who may therefore, unless properly
informed and guided, merely perform their duties perfunctorily. Then, again, the ship staff who depose
before “another” interest’s representative, are often, by reason of worry and fatigue to which they have
been recently exposed, in a state of mind and body which might well cause them to provide a hasty or
partial narration of the facts of the case. Lastly, either of the earlier factors may lead to an ill-timed
indifference on the part of the officer deposing, all of which, needless to say, can seriously prejudice the
Shipowners / Manager’s interest.
In general, one should endeavour to ensure every material detail in the reports, entries and depositions
on a casualty, where correspondingly appropriate, agree with each other. This can be done by referring
to the logbook for the purpose of refreshing the memory.
Last but not least, establishing a good relationship with the attending Surveyor is more likely to give your
Shipowner / Manager the benefit of the doubt in areas where the claim may not be at its strongest.
Noting Protest
Whenever a ship has experienced heavy weather or had an accident, in the course of her voyage and
has suffered damage as a result and/or the cargo has suffered loss or damage (or it is feared may have
done so), it is usual for the Master to note protest. This should be made before the relevant authority,
usually the notary public or his foreign equivalent or Consul representing Ship’s flag. This is important
because on the Continent and elsewhere including Latin America, this document is received as
evidence. Often, it is essential that the protest be lodged, as soon as possible, after the vessel’s arrival
in port, to enable the Shipowner to legally enforce his rights - e.g. for General Average contribution from
cargo.
Page - 13 -
All the relevant circumstances of the casualty and the full extent/details of the damage should be
incorporated into this note, and as mentioned earlier this document should agree with corresponding
other entries and/or reports made on board for the casualty. This protest can be extended if further
damage from the same accident is subsequently discovered.
Protests of another kind are sometimes necessary - e.g. by reason of damage to ship by stevedores,
etc. All such protests should be made in writing and best endeavours should be made to obtain the
acknowledgement of it from the other party. Irrespective of whether such protests or notifications are
acknowledged, the protests must be properly recorded in the ship’s log, photographs taken, to be used
later as evidence and Charterers and Shipowners / Managers immediately informed of the same, with a
request for arranging a joint damage survey, if this is felt necessary.
Reports / Statements
The need for maintaining accuracy, care and consistency is also required while making out a report or
statement on a casualty or a particular aspect of it.
As has been mentioned earlier, here also consideration must be given to ensure it is made out in a
clear, orderly and precise manner. Since such reports are often not made out contemporaneously and
the author, therefore, may have more time to prepare and present the document, a higher degree of
the above criteria is usually expected in these reports. Correspondingly, they are also required to be
fairly detailed though exaggeration and conjecture here also should be avoided.
Such reports should be duly checked, signed and rubber-stamped and any alterations or
amendments done prior to signing or after should be initialled by the author in the left/right hand
margin.
e-mail / Telexes / Fax
These messages by nature are brief; therefore, care should be taken to ensure that facts are not
distorted or details do not appear misleading, when compressing the message for transmission.
Perhaps, some issues are best conveyed by elaborate description / detail.
With communications available now, any casualty or damage claim is best conveyed to WALLEM with
elaborate descriptions and details.
General
Certain terms in insurance parlance such as - accident, occurrence and incident, when used in the
plural can often mean the application of more than one deductible to a claim and therefore should be
used with care when reporting.
Other terms in insurance terminology have very precise meanings and may limit the cover offered
like - latent defect, wear and tear, error in design, faulty material, improper or insufficient
maintenance, corrosion and inadequate upkeep, when used the context of cause of damage.
Therefore, us of such terms should be avoided when reporting or in conversation / deposing to
Underwriters / other Surveyors, etc.
Attempts to prescribe a damage or its cause to a certain date in the past should also be avoided or
done only after careful analysis as such comments can have implications as to whether the current
policy is affected or not.
SHIPBOARD MANAGEMENT INSURANCE Rev.No. / Date : June 2007
Page - 14 -
It is not possible to provide a list of all the areas which need caution when reporting not is it possible
to provide a complete list of what information needs to be provided in the log books, or more
importantly ship’s officer’s reports during and after a casualty. What follows is an attempt to provide a
brief rough guideline.
The most common marine hull claims are those arising from collisions or contacts, heavy weather, fire,
salvage, machinery damage, Charterer’s negligence and general average.
For all these casualties, the officer’s reports should incorporate:
1. A detailed and precise description of the circumstances of the accident/casualty;

2. The date and time of same;
3. The full extent of the damage / loss noticed or apprehended;
4. Whether there was also any personal injury or loss of life or personal effects involved;
5. Whether any repairs were carried out, if so were they permanent, or part permanent or
temporary. If temporary, then why ?
6. At which place were the repairs carried out and on what dates / times ;
7. If the vessel was removed and / or put in to a port, as a result of a damage, solely for such
repairs, the exact dates / timings of arrival / departure from that port and details of the fuel /
stores consumed during the deviation and or detention, including details of any shifting within
the port and why the shifts were done, details of the last port prior to this one, details of the
originally intended next port of call, details of whether cargo is on board or whether cargo
was loaded at the repair port, where did the vessel sail to from there and to do what, etc. ?
8. The list of spare parts, stores, and other materials used in the repair and if available details of
when replacements of such spares used in the repairs have arrived on board ;
9. The record (with supporting documents if available) of all the calls, messages and associated
expenses such as launch, car hire when in port connected with the casualty and its repairs ;
10. Details, both of time / description of work and financial quantum, of any special payments
made to the crew, excluding usual wage and contractually agreed overtime, for assisting in
the repairs
11. Details / description of any damage to cargo.
If the casualty is a collision or contact damage, photographs of the damage and an accurate record of
the events including movements / speed etc., just prior and after the accident should also be
incorporated. Such reports are usually made in consultation with the ship’s P & I Club Representative
or a Solicitor. Refer to “Mariners Role in Collecting Evidence.”
If the casualty is due to a fire, a record should be kept of what was damaged by fire and by
extinguishing methods, especially water.
If the damage is due to heavy weather then the report should incorporate an accurate record of the
wind, current and sea state encountered, giving dates / timings for same and recording what exactly
was damaged, including fore castle’ stores.
Page - 15 -
If the damage is such, - e.g., machinery damage, where it is difficult to establish the cause or time of
damage, details of its past history will have to be provided, including details of the last overhaul,
renewal, inspection and by whom, running hours since last overhaul / renewal / inspection and in
total, if relevant.
If the damage is a generator breakdown and a temporary generator is hired, then details of such hire,
including date / timing of generators arrival on board / installation commission / decommission and
landing ashore should also be incorporated.
If it is a case involving general average and cargo is also discharged, or even otherwise, the report
should incorporate full details of cargo quantity and number of Bills of Lading per manifest, including
brief description of cargo on board. Details of which cargo and how much has been discharged and /
or reloaded, after completion of repairs with dates / timings of these operations.
In the case of a salvage claim involving salvage under L.O.F. with a view to minimise Shipowners /
Manager’s quantum of award to Salvors a close monitoring of the operation should be maintained
with a view to :
(a) Minimise the Salvors exaggerated claims of having made heavy inputs into the operation in
terms of skill and effort, - of having faced and overcome a high degree of danger / risk to
themselves and the casualty, of being very prompt and efficient in their services, etc.,
(b) To state the facts accurately. All this should then be incorporated in the statements and
reports.
Depending on the casualty, such reports should be accompanied by copies of the deck and engine log
books covering the relevant period, a copy of the note of protest, a copy of the Class Surveyors
temporary report / recommendations, work orders, defect list, wages and maintenance sheet of the
officers and crew, a copy of the Bill of lading especially incorporating its reverse side and details of
bunkering during the voyage and first opportunity thereafter should accompany reports involving general
average situations.
Page - 16 -
Conclusion
Information is essential to the insurance claim and without the same, the Shipowner / Manager cannot
quickly recover the money they have spent out.
When the Master can do all of the above on each claim, he will make the claim handling efficient. More
importantly the Owners will be pleased because the action would have significantly cut down the
amount of time by which they are out of pocket and not reimbursed by Hull Underwriters for the monies
paid out following a casualty.
While this from Ship’s staff point of view may require a bit more organisation / effort initially, in the long
run it saves everyone considerable time and correspondence (all of which is money), which often occurs
when the problem is no longer fresh in ones mind and records or the relevant personnel are more
difficult to locate.
Checklist of Documents Required from the Master / Chief Engineer
1. Occurrence date / time / place ;

2. Underwriter Survey Report (if available) ;
3. Master’s / Chief Engineer’s / Duty Officer’s Report ;
4. Class Surveyor’s Report ;
5. Copies of Deck / Engine Log Books for date(s) of accident / repair period ;
6. Spare Parts Consumed (Requisition/s No.) ;
7. Stores Consumed (Requisition/s No.) ;
8. Wages / Overtime Sheet / Fuel Oil Consumption (Related to damage) ;
Was specialist service utilised ? (Yes/No)
If yes, Name of firm :
Name of specialist :
Also include time sheet and work done report ;
10. Photographs.
Page - 17 -
LIQUID CARGO CLAIMS
1. General
These instructions apply to all ships which carry liquid cargoes and are to be strictly complied with.
With the high, continually rising value of mineral oils, claims against ships for short discharge are
increasing.
The following documentation is required by WALLEM SHIPMANAGEMENT LTD. in order to support

ships against such short discharge claims.
Cargo Inspectors Surveyors
Remember an “ Independent Inspector / Surveyor “ is independent in name only. Expect him to give
the ships interest low priority, and make sure he is accompanied by an Officer at all times. An
experienced Officer may well be more “expert” than the Inspector, As soon as it becomes apparent
that you do not agree, protest.
2. Where No Lightering Is Involved
2.1. Ship’s ullages and calculations for cargo on board after loading at the first loading port.
2.2. This document must show how much of the cargo was slops on board prior to loading.
2.3 Ship’s ullages and calculations for cargo on board prior to and after loading at each
subsequent loading port. Ship’s ullages and calculations for cargo on board prior to
discharging at the first discharging port.
2.4. Dry Tank Certificates after discharge at each discharge port.
Where cargo remains on board after discharge is completed, details of the amount of cargo
remaining at the bottom of each cargo tank.
2.5. Reasons for incomplete discharge must be provided.
2.6. Where there is more than one discharge port, ullages and calculations for cargo on board
prior to sailing for, and on arrival at each subsequent port.
2.7. Any reports of survey carried out on behalf of Owners and/or Charterers.
2.8. All claim documents and any other documentation relating to the cargo carried on the voyage
in question.
2.9 Ship’s ullages and calculations showing the amount of any slops on board prior to loading the
next cargo.
Page - 18 -
3. Where Lightering Is Involved
A. Ship To Be Lightened(STBL)
A.1. Ship’s ullages and calculations for cargo on board after loading at the first loading port.
A.2. Ship’s ullages and calculations for cargo on board prior to and after loading at each
subsequent loading port.
A.3. Ship’s ullages and calculations for cargo on board prior to discharging into each
lightening ship.
A.3.1. Ship’s ullages and calculations for cargo remaining on board after the departure
of each lightening ship.
A.4. When discharge into lightening ships is completed, a calculation of any cargo, which
remains at the bottom of cargo, tanks.
A.4.1. Reasons for incomplete discharge must be provided.
A.5. Any reports of survey carried out on behalf of Owners and/or Charterers.
A.6. Ship’s ullages and calculations showing the amount of any slops on board prior to
loading the next cargo.
B. Lightening Ship
3B.1. Ship’s ullages and calculations for cargo on board after loading from the STBL.
3B.1.1. This document must show how much of the cargo was slops on board prior to loading.
3B.1.2. As 2., 2.1. to 2.8.
4. Corrections
Details of all corrections applied must be shown. e.g. trim correction, list correction,
temperature correction etc.
5. Undischarged Cargo
5.1. Samples must be drawn from any tank in which cargo remains after completion of discharge.
5.1.1. These samples must be carefully and clearly identified.
5.1.2. The identification is to be as the following format:
SHIP’S NAME VOYAGE NUMBER DATE & PORT

TANK NUMBER TYPE OF OIL
5.1.3. These samples are to be retained on board (in a dedicated Locker, preferably the paint locker
which has fixed fire fighting arrangement) for later analysis, if necessary.
If, for any reason, it is impossible to draw a sample, this fact must be recorded and agreed by
an installation representative.
SHIPBOARD MANAGEMENT INSURANCE Rev.No. / Date : June 2007
Page - 19 -
High “ROB” Claims
Although Charter Parties forbid deduction of any kind from freight, it is not uncommon to deduct CIF
Value of Cargo remaining on board from Freight Dues / Charter Hire.
It means lengthy litigation involving the P & I Club and at time Solicitors to get back dues.
Should Cargo “ROB” be “ High” the P& I Club local Correspondent (and WALLEM) must be notified.
The commercial department of owners or the commercial operators would also have their own
requirements with respect to notification in case of High cargo “ROB” and these are also to be complied
with.
In many cases, the OBQ on board prior loading would be subtracted from the ROB after discharging.
Hence, it is essential for ships to show realistic and accurate OBQ prior loading.
Please refer to Tanker Operation manual for more details
The Club correspondent should be given all details of restrictions imposed on the vessel ( had there
been any), weather conditions ( both air and sea), heating capabilities including drawing of heating coils
above tank bottom, voyage carrying temperature orders, etc.,
As soon as feasible and practicable the cargo “ROB” must be consolidated into slop tank and quantity
informed to WALLEM. The course of action to pursue will be discussed with the Charterers / Owners
and Master advised.
SHIPBOARD MANAGEMENT SHIP INTERNAL AUDIT Rev.No. / Date : Dec 2016
SECTION 9 SHIP INTERNAL AUDIT
(!) Frequency of Audit : The vessel audit is to be carried out is one per Calendar year. The audit
Should not exceed 12 months from the date of previous audit
Audits are normally arranged between 9 to 12 months of the previous audit.
Internal ISM audits of ships will be carried out by a Marine Superintendent or
Technical Superintendent. In rare cases, it may not be possible to carry out
audit due vessel calling at remote ports or other reasons. In such cases,
requirements of flag administration to be complied with. If the flag
administration has a provision to issue special authorization, this should be
obtained. If the flag state does not have a directive or instructions, a special
authorization would be issued by Marine Safety ( Manager and above in
MSQR/Compliance) on a case by case basis. The authorization would be
issued for the period till the vessel is in a convenient port but would not
exceed three months.
The criteria of exceptional circumstances will be determined by the basis

which the extension of internal audit will be granted is as follows:
1. The extension is requested before the annual ISM internal audit due date.
2. The vessel is trading in an inconvenient port/location where it is difficult to
arrange internal auditor.
3. Sudden changes in vessel’s Voyage itinerary.
Every effort would be made to complete audit within required time frame. In
an extreme case, Heads of fleet to be informed and resources allocated on a
priority if the audit cannot be completed within the 3 month extension period.
The flag state and RO are to be informed immediately and requested to
provide an extension letter till the audit is completed. The RO and Flag would
be informed of the extraordinary circumstance which resulted in the audit not
being completed within the 3 month extension period.
The extension letter will be sent to the ship. Once the audit is completed, the
completed audit report will be submitted to flag/RO.
Ship internal audit, where economically feasible, shall be done by a Marine

or Technical Superintendent.
Ship’s internal audit may also be done by joining Master and Chief Engineer,
provided they have done an internal auditor’s course, and that the audit is
completed prior to their taking over charge. A office executive (Marine
superintendent or Technical superintendent) visit will then be arranged to
attend the ship at the earliest opportunity and a re-audit carried out.
Purpose of audit : Internal auditing is a very powerful management tool when used in the proper
manner and with management support. Audits are the dynamic elements in a
Quality Assurance System. The effectiveness of the Quality and Safety
system can be evaluated by audits where areas that need improvement may
be identified.
Therefore, the Internal Audit is to be an independent examination, carried out

in a systematic way using established audit guidelines, to determine whether
the Company’s Quality and Safety Management including Environmental
SHIPBOARD MANAGEMENT SHIP INTERNAL AUDIT Rev.No. / Date : May 2014
Protection activities and related results, comply with planned arrangements

and whether these arrangements are implemented effectively and are
available to achieve the objectives, i.e. to verify whether what we say and
promote in our manuals (which comply with all the elements of ISM/ISO
9001/ISO 14001/OHSAS 18001) are actually being practiced – is our Shore
and Shipboard Management System being followed and effective?
Terms of reference : ISM Code, Shipboard Management Manual Parts I, II & III, Safety Manual,
Bridge Procedure manual, EMS Manual and ship related documents listed in
the “Overview of Ship & Office Documents”
Definition : MAJOR NON-CONFORMITY
Major non-conformity means an identifiable deviation which poses a

serious threat to personnel or ship safety or serious risk to the
environment and requires immediate corrective action; in addition the
lack of effective and systematic implementation of the ISM Code is also
considered a major non-conformity. Immediate correction of the Non
Conformity would downgrade the major Non Conformity to a Non
Conformity. However, a major Non conformity would require the Vessel
or the department to be Reaudited within a period of 3 Month’s time.
NON-CONFORMITY
Non-conformity means an observed situation where the objective
evidence indicates the non-fulfillment of a specified requirement as
required by the ISM code and the companies SMS system or a deviation
from the companies policies and procedures as stated in the manuals.
OBSERVATION
An observation is Potential Non conformity or a suggestion of
improvement by the auditor to the SMS system and the management
system in the area being audited with respect to the companies SMS
system and the ISM code. A potential Non conformity would lead to Non
conformity in the future if the corrective action is not implemented in
time.
IMMEDIATE CAUSES AND ROOT CAUSES

Any Non Conformity or Potential Non conformity would have an
immediate cause and root causes. While the immediate cause would be
easily identifiable, a root cause investigation would be required to
determine the Root causes. On some occasion, the root causes may be
multiple causes which resulted in the Non Conformity or the potential
Non conformity.
CORRECTIVE ACTION
Corrective action is an action taken to eliminate the cause of the Non
conformity or the potential Non Conformity. It refers to steps to be taken
immediately to correct the situation and to bring the procedures in line
with the requirements of the companies SMS system.
PREVENTIVE ACTION
Preventive action is the corrective measure to prevent the recurrence of
the Non conformity or the potential Non conformity. While the corrective
action would lead to the correction of the Non conformity or the
deviation from the companies SMS system, the Preventive action is

essential to prevent the recurrence of the Non conformity or the potential
Non conformity.
CORRECTIVE & PREVENTIVE ACTIONS IMPLEMENTATION

Audit NC’s and Observations must be addressed and corrective action taken
before the Implementation due date. Once the Marine Superintendent has been
(!) informed by the Master that the corrective action has been implemented, the
audit NC or observation would be closed and closed copies sent to the vessel.
The Marine Superintendent may instruct the Master to send documentary
evidence in support of his confirmation of the implementation of the corrective
and preventive action.
REVIEW OF EFFECTIVNESS OF CORRECTIVE AND PREVENTIVE

ACTION
Review of effectiveness would help to prevent recurrence of the Non
conformity. The review of the effectiveness of the corrective action
would be carried out during the next visit on board by a (Marine
(!) superintendent/ Technical superintendent or Office Executive)
Audit Procedures : a) Allow 6 to 8 Hrs for the audit. Actual times will depend upon operational
constraints of the vessel being audited, familiarity of the Auditor and Ships’
staff to Company’s SMS system and the ISM code.
Following is a sample audit schedule for guidance:

1. Opening & Closing Meetings. - 30 Mts.
2. Master & Document review - 1Hr 30 Mts.
3. Chief Engineer & ECR - 1Hr 30 Mts.
4. Chief Officer and CCR - 1Hr 30 Mts.
5. 2nd Officer, Bridge, & Medical - 1Hr 30 Mts.
6. Others - 1Hr
7. Safety Rounds - 30 Mts.
b) Conduct an Opening Meeting with the Master and Chief Engineer present,
others may be present if ships’ operation permits.
The meeting is to inform the staff on the audit terms of reference and audit
schedule i.e. which staff the Auditor will interview with time and duration.
c) Conduct audit as per Guidelines and Checklist provide hereto in section. The
Checklist is “Objective” (Yes or No Type). A Logical “No” status would usually
require a NCN or Observation report (as applicable), unless no specific
parameters are mentioned.
d) Write up NCN / Observation Report(s) and have Master and/or Chief Engineer
(as applicable) accept them. The Immediate cause and the Root cause are to be
to be completed by Master or Chief Engineer as applicable after discussing with
the auditor. The corrective action and preventive action to be completed by
Master or Chief Engineer as applicable after discussing with the auditor. Please
exercise due attention whilst completing the audit NCN/Observation report
to ensure all sections are signed and dated. (This is checked during
Company’s External Audits)
e) A brief Audit Summary is to accompany the audit NCN/Observation reports;

listing the type and number of reports and a statement confirming that,
f) Company’s Shipboard Management system has been found to be effective, or

otherwise.
The audit in hand should not exceed 8 man hours of any department.
Audit Follow up : a) The Auditor is responsible for handing the Audit Summary, along with the
NCN/Observation reports to the Fleet Cell. The Master will send the audit
summary along with the NC / observation note to the fleet address.
b) The vessel’s Superintendent is responsible for ensuring that the corrective
action and Preventive action Plan is approved and completed by the given
implementation due date.
Note: The Corrective action and the preventive action for the Audit NCN
/ Observations action must be implemented within the implementation
due date as marked by the auditor. If extension is required, the report
must be annotated accordingly. Review of the effectiveness of the
corrective and preventive action must be carried out during the next
(!) visit on board by a (Marine superintendent/ Technical superintendent or
Office Executive). A copy of the NC / Observation note with the
completed verification section should be forwarded to the Marine
Superintendent.
c) The vessels Master is responsible for advising the Marine superintendent

that the corrective and preventive action have been implemented so as
to close the NC / Observation note.
(d) The verification of the effectiveness of the corrective and preventive

action is to be done during the next visit on board the vessel by an
office executive. (Technical superintendent / Marine superintendent /
Training superintendent /Manager)
(e) The Marine Superintendent will maintain one set of Records of all vessel
Internal Audits.
(f) The Marine Superintendent will advise the vessels when internal audits are
due and arrange for an attendance of the vessel. In some cases, an alternate
superintendent would be requested to carry out the internal shipboard audits.
SHIPBOARD MANAGEMENT AUDIT CHECKLIST Rev.No. / Date : Dec 2016
Page -1-
SECTION 10 AUDIT CHECKLIST
Name of the Vessel: Date:
S No. SECTION REFERENCE Y/N/NA

1 OBJECTIVES
1.1 Objectives of the ISM code, SMS and EMS are understood by the Master and Senior Officers.
2 HEALTH, SAFETY AND ENVIRONMENTAL POLICY
2.1 The Company Safety, Health, Environmental & Quality (SHEQ) Policy is posted in conspicuous
locations
2.2 Meetings of Safety Committee are held in accordance with the SMS manual (at least once
every month) and recorded in current format of the Safety meeting form.
Note for the Auditor : Minutes of the meeting should be posted on the Notice board so that it is
available to all crew. Any issues in the safety meeting that cannot be resolved by shipstaff should be
reported to the office.
2.3 The minutes of the meetings are available on board.
2.4 Meetings of Management Committee are held in accordance with the SMS manual (recommended
once every fortnight but a minimum of one a month)
2.6 The minutes of the Management meetings are available on board.
3 COMPANY RESPONSIBILITIES AND AUTHORITY
3.1 All Officers and Crew are aware of the Company SHEQ Policy (posted in conspicuous locations)
3.2 All shipboard personnel are given adequate information on the Company strategy for implementation
and maintenance of the Quality, Health, Safety & Environmental Policy.
3.3 Master is aware of the his Overriding authority and its location in the SMS Manual.
Note for Auditor : Master should be aware of location of overriding authority and working
language in the SMS manual.
4 DESIGNATED PERSON(S)
(!) 4.1 The Master and senior officers are aware of the name(s) of the DPA
(!) 4.2 The updated telephone numbers of the DPA and their back up are available to concerned persons on
board.
(!) 4.3 Requests from ships for resources and shore based support are notified to the DPA, where required
5 MASTER’S RESPONSIBILITY AND AUTHORITY
5.1 The Master is aware of his responsibility for reviewing the SMS and reporting deficiencies to shore
based management ( SMS Half yearly Report), Are previous Half yearly reports available and SMS
review report at time of Master’s handing over available?
5.2 Appropriate orders and instructions (standing orders, night orders etc) are issued by the Master and
by the Chief Engineer.
5.3 The Master’s standing orders have been signed by all Navigational officers.
5.4 The Chief Engineer’s standing orders have been signed by all Engine Officers.
6 CREW MANAGEMENT
6.1 Master’s qualification and competence.
6.1.1 The Master, navigational officers in charge of a watch, Chief Engineer, engineer officer in charge of a
watch – have a certificate issued by the relevant National & Flag Authority
6.1.2 Procedures exist for the change of command, complying with WALLEM & Flag requirements
6.2 Manning
6.2.1 The crew list is available; the ship is manned to the minimum safe manning certificate
6.2.2 Supernumerary members are listed?
6.2.3 Drug and Alcohol Policy is properly posted.
6.2.4 All Officers and crew are aware of WALLEM Drug and Alcohol Policy
(!) 6.2.5 Are Drug and Alcohol tests carried out on board? (yes/no)
Date of last unannounced Drug test
Make / Model of Breathalyser
Calibration gas available where applicable?
SHIPBOARD MANAGEMENT AUDIT CHECKLIST Rev.No. / Date : May 2014
Page -2-

6.2.6 Watchkeeping personnel provided with at least minimum rest periods prescribed under STCW 95 /
MLC 2006
Note : Auditor to check the rest hours against times of mooring operations/critical cargo operation to
ensure that the rest period records are being maintained correctly. Auditor to also check that latest
version of the DNV Navigator software is in use.
6.2.7 Watch schedules in IMO Format are posted where they are easily accessible.
6.2.8 The joining crew members have the necessary training and proper seafarer’s identification including
licenses, special qualification certificates, seafarer’s identification and Record books as required by
International Conventions and Flag Administration
Note : Auditor to check that Master has a system of recording the Licenses and other required
qualifications. All Officers to have their flag state license or the CRA within the due date.Watch
keeping ratings should have flag state documents as required by STCW. SSO should have a
security officer certificate.
6.2.9 Certificates and documentation of competence for Officers and crew are maintained on board as
required by STCW 95.
6.2.10 Each person employed on board is in possession of a physical examination certificate attesting
his/her medical fitness for duty and signed by the holder.
6.2.11 The Medical Log is kept up-to-date.
6.2.12 Is the latest version of DNV Navigator software being used to monitor rest hours?
6.3 Familiarisation
6.3.1 Procedures are in place to ensure that all new personnel and personnel transferred to new
assignments are familiarised with the ship and with their duties before being assigned to such duties.
6.3.2 Each crew member is provided with an emergency personal safety card.
Note for the Auditor : The Familarisation card must be signed.
6.3.3 Master/Chief Engineer handover forms are available.
Note : Auditor to check that the latest company form is in use? The Master’s handing over report
should include a print out of the Master’s review of the SMS.
6.3.4 Are the staffs aware of their responsibilities?
Note for Auditor: Ask personnel at random what their responsibilities are to verify that they aware of
job description and responsibilities. Officers should be aware of the location of their Jobs and
esponsibilities in the companies SMS Manuals.
6.3.5 Questionnaires/Forms for the familiarisation of Officers and crew members are completed, and
available.
Note for the Auditor : In BPM and in ship type specific operation manual “Appendices”
6.3.6 Is Familarisation of staff with the SMS being carried out as company’s requirements?
Note : All officers must sign the signature card in Master’s copy of SBM to indicate that they have
read & understood contents. Verify that job descriptions are posted in PO and Crew cabins.
All SEP related ranks should give written notes to reliever verified & signed by Master/Chief Engineer
6.3.7 All crew members signed the rank specific on Board Familiarisation Books and Individual Training
record books?
Note for Auditor : Master to sign the verification page in the Training record book.
6.3.8 Have outside contracts signed the on board Familarisation books?
6.4 Training
6.4.1 Training records are maintained in a separate Training record file?
6.4.2 Company Training Record Books for all Officers and Crew members up to date?
6.4.3 Vessel is maintaining record of on board training?
Note : The record of training on viewing video on VOD and CBT training on VOD to be checked.. Non
VOD ships to maintain record of training with other training material ( WFOM, P & I Circulars etc.)
6.4.4 In case of oil tanker, chemical tanker, liquefied gas carriers, the senior personnel have special
familiarisation training as required, the relevant evidence (tanker safety course certificates) is
available.
6.4.5 The Cadet record books are kept up-to-date.
6.4.6 The Cadet’s progress is recorded by Master/Chief Engineer
7 DOCUMENTATION AND CERTIFICATES
7.1 Documentation
7.1.1 The updated Safety Management System documents (SBM Manuals, other WALLEM manuals, etc.)
are available as specified by the relevant distribution lists. EMS manual on board?
Note for Auditor : Vessel should have the copies as per distribution list. E-Manual CD should be
available on board. Operation manual should be available as per vessel type (bulk carrier manual,
tanker manual etc..)
Check the revisions in the Manual against the ship shore document list to ensure latest revisions
have been inserted in the SMS Manuals.
SHIPBOARD MANAGEMENT AUDIT CHECKLIST Rev.No. / Date : Jun 2016
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7.1.2 Mandatory rules, regulations and the relevant list are available
7.1.3 Copy of DOC is available
7.1.4 Applicable codes, guidelines, standards and the relevant list are available
7.1.5 Technical manuals, drawings, user’s manuals (together with the relevant lists) available
7.1.6 Manuals, documents, and instructions requested by compulsory requirements or by the Company
(e.g. Stability and loading manuals, Cargo Securing Manual, Grain loading manual (if applicable),
Shipboard oil pollution emergency plans, etc.) are available
7.1.7 An updated copy of the Flag Administrations Marine Notices is available
Note for the Auditor: Flag state notices are available in the SMS Documentation CD which is updated
every quarter. Some Flag sent their own CD’s which is forwarded to the ship.
7.1.8 Obsolete documents are disposed of
7.1.9 A copy of the most recent Nautical Inspection reports made by the Flag Administration is available, if
applicable
Note for the Auditor: Some Flag states do not have a regime of Inspection. Example are Hong Kong,
Singapore and Vietnam. Auditor to check with Marine Superintendent, if in doubt.
7.1.10 Are Stability booklet, Grain Loading booklet, Ullage Tables (only if vessel name has been changed),
Damage Stability booklet, COW manual, LSA Training Manual, Loadicator test readings, etc. class
approved
7.1.11 SOLAS Training Manuals is up to date and distributed correctly ( One each in both officers and Crew
mess and smoke room – Total 4 Nos)
Note for Auditor : LSA Training Manual to include vessel’s LSA equipment. Check that any LSA
equipment that has been changed should be reflected in the Training Manual. Ships with PRC crew
should have photographs with description in Chinese for easy understanding by crew.
7.1.12 Fire safety Training and operational booklet is up to date and distributed correctly ( One each in both
officers and Crew mess and smoke room – Total 4 Nos)
7.1.13 The updated Shipboard Oil Pollution Emergency Plan (SOPEP) (or Vessel Response Plan – VRP /
NT VRP for Non Tankers ) is available.
7.1.14 Vessel’s `Safety Plan’ updated to include all additional equipment and any changes in their location?
7.1.15 The actions taken to rectify deficiencies and non-conformities noted during surveys and Liberian
safety inspections and notification to the Administration and the Society of the corrective actions
taken are filed
7.1.16 Records of all purchase orders/requisitions are maintained
7.1.17 Reports to Procurement Dept. are raised against goods or materials supplied which do not meet
specified requirements
7.1.18 Are ship-specific emergency towing procedures available?
7.2 Certification
7.2.1 A copy of the DOC is available on board
Note for Auditor : Please check DOC matches records in CSR.
7.2.2 The statutory and class certificates relevant to the ship are available on board and in due course of
validity
Note for Auditor : All certificates to be checked. The Certificate section of the Master’s Handing over
notes to be checked to ensure being followed during change of command on board the vessel.
7.2.3 Vessel does not have any overdue condition of class or overdue CSM items?
7.2.4 Are all the Service and Pressure test certificates for the Safety equipment within due date?
Note for Auditor : Please check the status against the Flag state requirement for servicing and
pressure test of safety equipment.
8.0 Bridge Procedures & Bridge Equipment
8.1 Navigational checklists as per Bridge Procedures Manual (BPM) posted, and in use.
8.2 Passage Plans are berth-to-berth, in accordance with BPM requirements
Note for Auditor : Vessel should be using the latest version of the Passage Planner software.
8.3 Passage Plans and charts indicate relevant No-Go areas, Contingency Anchorages, Abort Points and
Wheel Over Positions
8.4 Vessel receives BA & US Notices to Mariners (NTM) regularly from WALLEM. Last edition/date of
NTM received
8.5 All charts corrected to last NTM received (BA, US and local)
Note for Auditor: Compare chart corrections with Cumulative list and verify charts at random.
8.6 Is chart Correction Log up-to-date and verified by Master?
8.7 Temporary & Preliminary (T&P) Notices marked on charts, and filed for reference
8.8 The latest Radio Navigation Warnings and Local Area Weather Reports are available.
8.9 The ship’s maneuvering characteristics are displayed on the bridge.
8.10 The auto/manual steering changeover procedure is displayed on the bridge.
8.11 Single hull tankers have Auto Pilot alarm or override mechanism (USCG).
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8.12 The Pilot information card is available and is regularly used. Is a berthing Plan available?
8.13 The service records for the navigation equipment (magnetic compass, gyro compass, radars,
autopilot. Echosounders, speed distance indicator (LOG) and the position fixing (GPS) equipment are
available
8.14 The Gyrocompass is being serviced as per makers recommendation.
8.15 The rudder angle, RPM, variable pitch and bow thruster indicators are operational
8.16 NAVTEX is operational
8.17 EPIRB (with relevant free float arrangement) and SARTs are in date
8.18 The nautical charts are corrected up to latest Notice to Mariners
8.19 The other Nautical publications (Pilots, ALRS, List of Lights and Fog signals) are available in the
latest edition and corrected up to date. Port information from DNV Navigator being used.
8.20 The magnetic compass deviation book is up to date
8.21 The magnetic compass deviation table is posted
8.22 The pilot ladder and/or hoisting mechanism is duly maintained.
Note for Auditor: Check that the Pilot Ladder should not have any joint in the side ropes below the top
step, as per IMO Res A.889/21( Ref General Letter No.35)
8.23 The equipment for communication (GMDSS RT & DSC, VHF equipment, ALDIS lamp, etc) is
regularly tested
8.24 Inmarsat Enhanced Group Calling (EGC) for marine safety information is used? If affirmative, are the
relevant procedures are available?
8.25 The lists of radio signals (ALRS) are corrected and up to date ?
8.26 The condition of the emergency batteries is regularly checked
8.27 GMDSS survival walkie talkies are regularly tested and the results recorded
8.28 All responsible crew is trained in the use of EPIRB and SARTs
8.29 Are Bridge Level (manning ) being followed as per BPM and being complied with by the Vessel?
8.30 All Navigational Officers can operate the DSC equipment (HF /MF)
Note ; Auditor should check that the officers are able to operate the equipment in both AC and DC
mode. Is the DSC equipment being tested on emergency power?
8.31 Vessel has all the required publications?
Note for Auditor : List of publication required is in General Letters which is in SMS DVD.
8.32 Are navigating officers aware of the procedure to save Data on the SVDR?
Note for Auditor: Poster at the SVDR should be displayed stating the procedure to save data.
9.0 Safety Management
9.1 General
9.1.1 Muster lists/Emergency instructions are updated
Note for the Auditor: Standby for the Emergency Squad In Charge and Support Squad In Charge
should be marked on the Muster List. Muster list should be signed by the Master.
9.1.2 The access to and from the vessel is in compliance with relevant requirements.
9.1.3 Authorised visitors on board are logged.
9.1.4 Gangways are properly rigged and lighted.
9.1.5 A lifebuoy with lifeline is fitted near the gangway.
9.1.6 A fire plan is located at the gangway or outside the entrance to the accommodation.
9.1.7 All personnel are wearing safety equipment when and where required.
9.1.8 Sufficient crew are on board at all times to attend moorings.
9.1.9 Drills being carried out as per chart in the safety Manual
9.1.10 Ship’s complement is being suitably trained as per Table in Chapter 3 in Safety Manual?
9.1.11 Emergency drill evaluation carried out
Note for the Auditor : Emergency drill Evaluation sheets from the Safety manual to be used
9.1.12 Permits to work from the Safety manual in use
Note for the Auditor : Check if the latest revisions are in use. Enclosed space entry, Hot work permits,
Working aloft checklist, Permit for opening High pressure vessel & Pipelines, isolation permit, permit
for isolation of Electrical installation and underwater diving. Tankers should have copy of hot work
request and hot work approval from the company with the hot work checklist. Non tankers should
have office approval for hot work in cargo hold with cargo in the hold.
9.1.13 A medical log book is available and duly filled in and verified by the Master.
9.1.14 A pharmacy and narcotics inventory is available and up to date
9.1.15 Stowaway searches are conducted and results recorded. Drug Searches ? Grid bars welded at the
Transom?
9.1.16 Safety procedures are followed when using portable welding/burning equipment
Note for Auditor : PCC and Tankers to have return cable for welding.
9.1.17 Electric and gas welding equipment are in good condition
9.1.18 Spare oxygen/acetylene bottles are stowed in a well ventilated position
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9.1.19 MSDS and first aid instructions for all paints & chemicals are available
Note for Auditor : The MSDS sheets and the required PPE should be available at the site.
9.1.20 SOLAS requirement for Emergency drills, abandon ship drills and Lifeboat/ Rescue boat movement/
launching being complied with.
9.1.21 Tests and drills by the Shipboard Oil Pollution Emergency Plan have been carried out and duly
recorded.
9.1.22 The general condition of the paint room is satisfactory. Is an independent extinguishing system fitted?
9.1.23 The condition of fuel and ballast vents as well as of hand rails is satisfactory.
9.1.24 Procedures for reporting accidents/incidents near miss and non-conformities via SIRIS are
implemented. All officers are familiar with the SIRIS system?
Note for the Auditor : vessel should raise atleast 2 SIRIS reports every month. Check the Medical log
for any incident which has not been reported in the SIRIS System. Tankers to have two near miss
reports every month.
9.1.25 All PSC deficiencies being reported to the office? Are the corrective and preventive action for the
PSC inspections effective? For tankers only: All code 15,17 and 30 PSC deficiencies should be
reported as non-conformance in the SIRIS system.
Note for Auditor : Vessel should have taken corrective and preventive measures for applicable PSC
inspection observations. In certain fleets, the PSC observations are sent in the Infopath form. Auditor
to verify the effectiveness of the corrective action for the PSC Observations.
9.1.26 Safety poster for number of accidents and accident free days updated
9.1.27 Are Master & Chief Engineer performing weekly inspection of accommodation, with log entry?
9.1.28 Emergency Equipment Test Routines followed & logged ?
Note for Auditor : Senior Officers to verify the testing of the emergency equipment by the designated
officer/ engineer. Auditor to check that black out test and taking emergency generator on load being
done as per schedule in SMMS.
9.1.29 Has the vessel taken adequate precautions to avoid Trips and fall Injuries
Note for the Auditor : Mooring areas to be painted with anti slip painting, height difference to marked
in contrasting colours, anti slip surfaces to be on steps of ladders and Gangway and the first and lst
step of ladders to be painted in contrasting colours
9.2 Fire safety
9.2.1 The portable fire extinguishers are provided with operating instructions written in language(s)
understood by the crew.
9.2.2 Duct keel entrances (where fitted) and steering gear room to Engine Room closed?
9.2.3 The emergency fire pump is provided with operating instructions
9.2.4 Operating instructions are posted next to fixed firefighting systems
9.2.5 Breathing apparatus and Firemans’ suits are ready for immediate use
Note for Auditor: Check the Low pressure whistle on Breathing apparatus system and that staff are
aware of the tests on the BA prior entry into space.
9.2.6 Vent trunk fire flaps and funnel dampers are clearly marked
9.2.7 Accommodation ventilation motors stops are clearly marked and operational
9.2.8 Engine room fixed fire extinguishing system is in good condition
9.2.9 Dampers on ventilation ducts operational
9.2.10 Engine room ventilators and exhausters operational
9.2.11 All emergency exits from engine room are clearly marked.
9.2.12 The firefighting equipment is regularly inspected; the records of the inspections are available.
9.2.13 Service records are available for smoke and fire detection alarm system, fixed and portable gas
detecting equipment, CO2 extinguishing equipment
9.2.14 The fire hydrants, hoses and their nozzles are in good condition
9.2.15 The emergency generator is provided with starting/operating instructions
9.2.16 Control systems of the emergency generator fuel valves and ventilation dampers are clearly marked
9.3 Lifesaving appliances (LSA)
9.3.1 The maintenance in the PMS is up-to-date.
9.3.2 During the general examination of the ship, the following appliances have been visually examined
and found in good condition:
9.3.3 Lifeboats and lowering arrangements
9.3.4 Liferafts and related hydrostatic releases
9.3.5 Lifebuoys and relevant lights or smoke signals
9.3.6 Lifeboat/liferaft embarkation ladders and embarkation lights
9.3.7 Lifeboat and liferaft operating instructions are displayed.
9.3.8 Records of weekly and monthly maintenance of Lifesaving appliances as required by SOLAS Ch. III
Reg .20.3 & 36 are available in the ship’s planned maintenance system.
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10.0 Cargo operations and Procedures
10.1 General for all Ships.
10.1.1 Port and cargo log in use
10.1.2 The general conditions of the cargo/ballast pumproom is satisfactory ( If applicable to the vessel)
10.1.3 Are all officers aware of the emergency procedures for dealing with fire involving the cargo?
10.2 Tankers ( Oil, Chemical & Gas Tankers)
10.2.1 Has a cargo plan been prepared and does it contain a detailed sequence of cargo and ballast
transfer?
Note for Auditor : Check if cargo plans are sent to office for approval.
10.2.2 Cargo handling is carried out as per agreed plans.
10.2.3 Suitable pipeline diagrams are available where necessary.
10.2.4 The “Ship/Shore check list” is filled in and the relevant provisions are observed.
10.2.5 An MSDS should be posted for each product the vessel is carrying..
10.2.6 Are all officers aware of the emergency procedures for dealing with leakage or spillage involving the
cargo?
10.2.7 Is suitable protective equipment available for all crew members engaged in cargo operations?
10.2.8 No cargo leakages are visible on deck
10.2.9 Spill containers and gratings are fitted under cargo manifolds
10.2.10 P/V valves appear in good condition, operating pressures marked
10.2.11 Records are available for testing of
10.2.12 Pump controls, alarms and trips
10.2.13 P/V valves
10.2.14 Cargo piping
10.2.15 Cargo hoses
10.2.16 Inert gas piping
10.2.17 An approved VOC plan is onboard (applicable only for Crude oil tankers)
10.3 Additional for Gas Tankers
10.3.1 Is Suitable eye protection available for all crew members engaged in cargo operations?
10.3.2 Is the Gas detection system in satisfactory condition?
10.3.3 Where required, are emergency escape sets provided for all personnel, plus two sets in the
wheelhouse?
10.3.4 Are decontamination showers and an eye-wash, where required, provided in suitably marked
locations?
10.3.5 Are the cargo tank safety relief valves in good condition and are test certificates available?
10.3.6 Are the manifold valves and lines clearly marked as to whether they are liquid or vapour?
10.3.7 Are there records of the calibration of key cargo instrumentation, including temperature and
pressure gauges?
10.3.8 Is the Emergency shutdown system in good order and records available that they are tested prior to
cargo transfer?
10.4 Bulk Carriers
10.4.1 The “Ship/shore check list” is filled in and the relevant provisions are observed.
10.4.2 Cargo characteristics are available.
10.4.3 Are Cargo characteristics posted in the crew accommodation.
10.4.4 Records are available for:
10.4.5 Hold bilges soundings if loading sulphur or other acid cargo
10.4.6 Bilge water analysis
10.4.7 Records of testing hold bilges and NR flap valves available?
10.4.8 The latest editions of IMSBC Code and BLU code available?
10.5 Ferries (ro-ro)
10.5.1 Hazardous cargoes are stowed in accordance with the relevant certificate
10.5.2 Cargo is properly secured
10.5.3 The safe working load (SWL) is clearly marked on lifting equipment
11.0 Engine Department
11.1 Is the cleanliness of the Engine room as per requirements with no leakages from machineries
11.2 Is the condition of the following satisfactory:
11.3 Fuel pumps, separators and valves
11.4 Boiler’s fans and burners
11.5 Engine room compartment doors (watertight, etc.)
11.6 In the steering gear room:
11.7 The emergency changeover procedure is displayed
11.8 The rudder angle indicator is clearly visible at the emergency steering position
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11.9 The access is not obstructed
11.10 Anti-skid floor provided (with wooden gratings/metal on tankers)
11.11 Suitable Pollution Prevention Notices are posted
11.12 Procedures are available for bunker transfer
11.13 During bunkering and fuel transfer, diagrams are properly displayed
11.14 During bunkering and fuel transfer, check lists are used from ship type specific operation manual to
be used.
If internal transfer carried out during the voyage, to verify that the bunkering checklist from type
specific manual was used.
11.15 During bunkering, antipollution scupper plugs are in use
11.16 During bunkering, spill containers and gratings are fitted under bunker manifolds and fuel tanks vents
11.17 Unused bunker manifolds are blanked and fully bolted
11.18 The emergency generator is regularly tested (date of last test… )
11.19 Engine room bilges are free from oily leakages and materials and sufficiently free from oil
11.20 The Sewage Treatment plant is functioning correctly
11.21 Service records are available for specialist machinery items (e.g. machinery alarms and shut down
devices, oily water separator instrument and controls, tank sounding equipment and tapes etc.)
11.22 The UMS (unattended machinery space) alarms are regularly tested
12.0 Pollution Prevention
12.1 Exposed decks are free from oil/oily material
12.2 Equipment is readily available to deal with small oil spill
12.3 All crew are familiar with the location of the said equipment
12.4 The Oil Record Book Part I (Machinery Spaces) is completed and up to date
Note for Auditor ; ORB calculation to be in order. Sludge tanks should be logged as per IOPP
Certificate and sludge quantity should be over 0.8% of daily consumptions of H.O. Copies of
original IOPP certificate, USCG or other approvals for OWS or incinerator been attached to
ORB.
12.5 Signatures in the ORB are in order?
Notes for Auditor : All entries to be signed by C/E or 2/E and Masters signature to be on all pages.
12.6 Are the landing of sludge in order?
Note for Auditor :Receipts for landing of sludge should be attached to ORB and ORB entries should
match the quantity in the sludge receipt.
12.7 Is the bilge line as per drawing ?
Note for Auditor : Any modification should have been advised to office and should have class
approval.
12.8 Is operation of OWS satisfactory ? Is the 15 PPM alarm in order ?
Note for Auditor : The pump will either stop at the alarm point or the three way valve will operate at
the alarm point.. Auditor to check the system depending on the type of system on board.
12.9 Do all engineers know how to test the alarm in the manufacturers way ?
12.10 Is there any reason to believe that the bilge management is not effective or Marpol is being
violated
12.11 Have pollution prevention notices been posted in various places
Note for Auditor : Poster to be posted at OWS, ECR and Bridge
12.12 Is operation of OWS satisfactory ?
12.13 Are maintenance of OWS & Incinerator being carried out as per maker’s recommendation
?
12.14 Is the Incinerator operating well and does the rate match the manufacturers specification?
Note for Auditor : Refractory to be in good condition and show sign of use.
12.15 If vessel is burning sludge in the boiler, is it mentioned in the IOPP certificate?
12.16 Has the OWS Bilge overboard and Sewage plant direct overboard been locked with
appropriate warning near the valve?
12.17 Is the Garbage segregation satisfactory on the vessel?
Note for Auditor : Garbage segregation to be checked at the Garbage station, Galley, Pantry and
cabins. There should be no paper, plastic or bottle fin bin marked “ food waste “ in the galley.
12.18 Entries in Garbage log are up to date, consistent and recorded regularly?
Note for Auditor: Check entries under different Categories made correctly. There should be no entry
in cat B if vessel does not have comminuter and is in special areas. Cat B should normally be
between .01 to .04 M3 with a larger amount on the first day after departure.
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12.19 Entries in Garbage log for shore disposal is recorded correctly.
Note for Auditor: Entries should be made in Garbage log for garbage disposal ashore. Quantity in
disposal ashore receipts should match the entries in the garbage log. Garbage landing certificates to
be attached to the Garbage Log Book.
12.20 Does the vessel have a Waste Management Plan
Note for Auditor : the ship specific flow chart on page 25/120 should be highlighted as applicable to
the vessel
12.21 Where applicable, do the entries for the disposal of cargo residue to sea include the start
and stop times and their positions?
12.22 Are Special Garbage Wastes handled correctly?
Note for the Auditor: condemned batteries , expired medicines, condemned pressurized cans, printer
cartridges and expired pyrotechnics to be only disposed to shore reception as per instructions in
Page 11/120 of Garbage Management Manual & Record book
12.23 Has the processing equipment on board as per Page 26/120 of the Garbage Management Manual
and record book been completed?
12.24 Has the garbage storage table on page 27/120 of the Garbage Management Manual and record book
been completed?
12.25 Is the sewage treatment plant operating satisfactorily?
12.26 The sewage holding tank, if fitted, to have means of visually indicating the tank content level
12.27 Vessels fitted with holding tanks for untreated sewage, is the moderate rate of discharge calculated
in accordance with MEPC. 157(55)? The results of this calculation shall be approved by the
administration and available on board.
12.28 Sewage discharge connection meets the standard size criteria, check suitable bolts and gaskets
available.
12.29 Marpol Annex VI record book is maintained onboard
12.30 Records maintained for change over of HSFO to LSFO and vice versa when entering and exiting
ECA areas. Voyage planning includes change over from HSFO to LSFO and vice-versa
12.31 Records maintained for change over to LSMGO (below 0.1%) as per EU and CARB regulations
12.32 Bunker delivery notes are available dating back at least 3 years. Sulphur content specified.
12.33 Fuel oil samples are available and dating back at least 1 year.
12.34 If using separate fuels (HSFO/LSFO/LSMGO), ship specific written procedures available on board
showing how the fuel change over is to be done.
12.35 Diesel engines with more than 130 KW installed on/after 1st January 2000: EAPP certificates and
approved Nox technical files are available onboard and issued on behalf of current flag state and
showing compliance with the applicable emission limit
12.36 Incinerators which have been installed on or after 1st January 2000 – Type approval certificate
(MEPC 76/40) and manufacturer operating manual available (Incinerators installed on or after 1
January 2001)
12.37 Records for Ozone depleting substances maintained onboard. (The record book is kept updated as
required, entries made upon each recharge and discharge of Ozone depleting substances and upon
maintenance and repair of system, in Kgs of substance.
12.38 All systems containing ozone depleting substances are free from leakages and well maintained.
12.39 Approved Ballast Water Management Plan available onboard
12.40 The Ballast water exchange record, Ballast handling log, Training with respect to ballast water
management plan and Ballast water reporting forms for various port states maintained onboard
12.41 For vessels calling US ports, copy of eNOI for VGP 2013 coverage held onboard
12.42 The records maintained in VGP record book with respect to routine inspections, annual inspections
and crew training/familiarisation with VGP 2013
13 MAINTENANCE OF THE SHIP AND EQUIPMENT
13.1.1 The inspection and maintenance records are up to date and properly filed
13.1.2 Intervals for maintenance and inspections are established and observed
13.1.3 The machinery maintenance is in accordance with the manufacturer’s requirements in running hours
13.1.4 The analysis of lube oil (main/aux engines, sterntube), water and fuel oil are filed and suitable action
taken
13.1.5 The documentation relevant to spare parts and material provided and to be provided on board is
properly filed
13.1.6 Periodic functional tests of the stand-by arrangements, equipment and systems that are not in
continuous use are carried out.
13.1.7 Mooring ropes are regularly inspected and their visible part appears in good condition
13.1.8 Winch and windlass brake linings and hinge pins are regularly inspected and they appear in good
condition
13.1.9 Anchors and chains are regularly inspected and their visible part is in good condition
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13.1.10 The maintenance system includes systematic plans and actions designed to address all those items
and systems covered by class and statutory survey and ensure that the vessel’s condition is
satisfactorily maintained at all times
13.1.11 Are maintenance problems reported to the Company.
13.1.12 Periodicity of Company inspections is in accordance with the SMS manual
13.1.13 Date of last Company’s inspection aboard the vessel.
13.1.14 Copy of the inspection reports or lists of non-conformities are available.
13.1.15 Communications from the ship’s command to the Company, when non-conformities have been
corrected, available
13.2 Additional for Bulk Carriers
13.2.1 Records are available for:
13.2.2 Hold hatch cover inspections
Note for auditor : Are “Hatch Cover Maintenance Plans” in accordance with MSC 169 (79) and a
record of maintenance and component replacement available?
13.2.3 Cargo holds inspections
13.2.4 Cargo gear maintenance including loose gear
13.2.5 Non return bilge valves
13.2.6 Are Master and officers aware of procedures for handling cargo which may liquefy?
13.3 Additional for PCC/PCTC/Ferries (ro-ro)
13.3.1 Records are available for inspection and maintenance of:
13.3.2 Bow, lateral and stern doors
13.3.3 Garages
13.3.4 Car decks
13.3.5 Ramps
14 COMPANY VERIFICATION, REVIEW AND EVALUATION
14.1 Date of last WALLEM Internal audit aboard the ship
Note for Auditor : Verify the corrective action and clause this section of the NC/Observation report of
the previous audit if this has not been done. If last audit was more than 12 months, an extension
letter authorising extension available on board.
14.3 The audits are performed on the basis of a check list
14.4 Approved WALLEM Internal Audit forms were used (SBM II, Section 11)
14.5 Closed out reports of previous audits are available on board
Note for Auditor : Check reports are Closed out with review of effectiveness of corrective and
preventive action and available on board. If completing the last section with review of effectiveness of
corrective and preventive measures, copy to be sent to office from the ship as E-Mail attachment.
14.6 Are there any non-conformities not closed out?
14.7 The report of the last audit from Class and the list of non-conformities/observations are available
14.8 The corrective actions taken to close-out the non-conformities have been reviewed by Class
auditor(s) and are considered effective (for External ISM audits). Corrective action correspondence
is available on board.
15 HEALTH SAFETY & ENVIRONMENTAL (HSE) MANAGEMENT SYSTEM
15.1 SHEQ Policy statement available, signed by Managing Director
15.2 HSE Aspects, Objectives and Targets identified, impact assessment gauged
15.3 Reference material for legal and other requirements available
15.4 Basic HSE Objectives and Targets stated
15.5 Progress of the HSE Objectives & Targets program found satisfactory
15.6 Health Safety & Environmental Management Programs identified
15.7 Company organizational structure and responsibilities (including EMS) available
15.8 Training needs of personnel addressed (training plan/schedule)
15.9 Procedures for Document Control established, and available
15.10 Procedure in place for Internal Audits of office and ship HSE management system
15.11 Management Review of HSE management system carried out annually
16 QUALITY ASSURANCE PROCEDURES (Improvement Plans from Previous
Incidents/Accidents)
16.1 Is the SMS half yearly report being filled correctly?
Note for Auditor : Master’s are including their own comments on the listed items
16.2 Is the VMR(Vessel Movement Report ) being filled correctly and sent every day?
Note for the Auditor: The Agents details should also be sent in the VMR. Daily, Arrival and Departure
reports to be sent through the VMR.
16.3 Vessel has a NPDES File and checklists being filled for inspections for NPDES and kept in the file.
Note for Auditor: This is applicable only to vessels calling United States. Vessel should have weekly
checklist , annual checklist and drydock reports in the file.
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16.4 Are the SIRIS Feedback being sent from the office every month discussed in the Safety meetings?
Note for auditor: Vessel should be using the company form for the Safety meeting.
16.5 If vessel has common hydraulic system for winches and cranes/hatch opening system, is there a
isolation valve to separate the two system.
Note for Auditor: If not fitted, it should be in vessels list for repairs at suitable opportunity. If vessel
has already raised a repair requisition, NC or observation not to be issued.
16.6 Vessel has lifeboat maintenance strops which are used during weekly testing of side launched
lifeboats from its stowed positions (when Wx and Sea conditions Permit) as per SOLAS requirements
Note for Auditor : The strops are not required for stern launched lifeboats. The strops are required to
ensure that the boat would not go down if brakes fail during the weekly testing.
16.7 Does the vessel have 2 Rope netted fenders and are they deployed and kept ready during mooring
stations?
16.8 All the Kettles in the Public spaces made of steel with auto cut outs?
Note for Auditor: Kettles made of Plastics are prohibited on board Wallem Vessels.
16.9 Is there a notice at the Microwave unit that the unit should be unplugged when not in use and being
complied with?.
16.10 For Tankers, Is there a Fixed fire extinguishing system for the Mast Riser?
16.11 For Tankers, Is there a blank on the sea chest line?
16.12 For Tankers, is the flow of water NOT passing through the ballast pump when ballasting and
deballasting by gravity.
Note for Auditor: There should be a poster at the CCR showing the procedure for ballasting and
deballasting by gravity which should bypass the ballast pump.
16.13 For Non Tankers, does the vessel have 24V DC lights for use during enclosed space entry and are
the lights being used
16.14 Does the vessel have a fall preventer(FPD) for use on Gangway /accommodation ladder and for use
while working aloft ( as applicable ) and for climbing up/down masts? Is fall preventer being used by
staff?
16.15 Risk assessments are being carried out by the vessel for the various jobs being carried out on board
in the Risk assessment register
16.16 Staffs are aware of the Various critical operations mentioned in Section 3 of SBM II. Are staff aware
of the standard company risk assessment for the various critical operations in Appendix 1 of SBM II?.
Are they being reviewed and used for the various critical operations?
16.17 Are the BBS / Harzard identification cards available and being used by staffs to note down unsafe
behaviour and unsafe condition?
Note : Check that BBS register is being maintained with names and activities of observers.
16.18 Does the vessel have ‘Lock out- Tag out’ tags and are the tags being used? Is the vessel following
system of locking out energized systems?
16.19 Does the vessel have Lifeboat FPD and are they being used?
Note for Auditor : Staff to be aware that the lifeboat FPD is to be used only when lowering lifeboat
with personnel inside and that lifeboat FPD should be removed before the boat reaches the water.
Staff should also be removing the FPD once the lifeboat is back in place.
16.20 Are Portable pipes on board kept locked?
Note for the Auditor : All portable pipes should be kept locked in a locker or box. All portable pipes
are to have their use/function purpose painted on them The Key should be with the Master and C/O.
Vessel to also have a log to note down the date, time and purpose for which hose has been removed.
Inventory of pipe should be available.
16.21 Appendix 1 of the Training manuals has been made ship specific with details of the use of various
stops on board for use with the lifeboat
16.22 Ship-Specific plans and procedures for recovery of persons from water as per SOLAS
regulation III/17-1.
16.23 MOC file is maintained
Page - 11 -
Remarks ( If Any ) by the Auditor

Page -1-
SECTION 11 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP)
Notes for Auditor: The checklist is to be checked and filled during Internal audits. The Items
mentioned are part of Wallem’s Marpol Compliance Program (WMCP). Any Non conformity in this
section is not to be issued as a NC/Observation of the Internal audit. Any Non conformity/
observations are to be immediately reported to the Fleet Cell with plan for corrective action.
1.0 ADDITIONAL WSM REQUIREMENTS FOR MARPOL I

No. Items Remarks: Y / N / N/A
1.1 Bilge and Sludge Pump suction lines are completely isolated from
each other?
Note For Auditor: If there is a common line, are the two lines isolated
with one pipe length removed and with blanks at each remaining end
which are tack welded and with numbered seals.
1.2 Bilge & Sludge pump discharges are connected only for shore
connection & nothing else ?
1.3 Is the discharge line from OWS painted in a different colour ?
1.4 Are seals fitted on OWS discharge pipes ?
Note for the Auditor : Seal numbers should have been logged and
informed to the office. Check the seal numbers on the flanges
against the number logged to ensure that they match and that no
new seals have been put. Vessel should also have sufficient number
of blue numbered spare seals.
1.5 Are Seals fitted on the Emergency bilge valve and bilge suction
valve of Pumps(Fire Pump, GS Pump or others as per class
requirements)
1.6 Is there any reason to believe that the bilge management is not
effective or Marpol is being violated
Note for Auditor : check for hoses with appropriate flanges visible in
E/R or Steering Flat, etc. which may be used as ‘magic pipes’.
Thorough search to be carried out in the Engine room and steering
flat for ‘magic pipes’.
1.7 Do pumping rates of bilge pump and OWS recorded match those of
manufacturers’ specifications?
1.8 Is there a notice to state that OWS to be used only during daylight
hours and under the direct supervision of the Chief Engineer.
1.9 Has a notice been put up near sampling valve of 15 ppm monitor
instructing not to open fresh water when OWS is in operation ?
1.10 Are their recommended spares of OWS, bilge and sludge pumps on
board ?
Coalescer / cartridges must be on board
1.11 Have the old spares of bilge and sludge pumps and OWS been kept
for showing to PSC or surveyors?
1.12 Is the maintenance of the OWS and the Incinerator being entered in
the SMMS and the ORB?
1.13 Does rate of burning match specification of Incinerator?
1.14 Are necessary spares for incinerator on board ?
1.15 Have old spares such as nozzles of incinerator been kept to show to
PSC or other surveyors?
1.16 Has incineration of oily rags been recorded in Garbage Logbook and
not in ORB ?
1.17 ORBs upto 3 years old are kept on board ?
1.18 ORBs more than 3 years old have been sent to office?
Page -2-
1.0 ADDITIONAL WSM REQUIREMENTS FOR MARPOL I

1.19 Is there an extractor fitted to waste oil tank, if applicable ?
Note for Auditor : If it is not fitted has the office been advised to
install the same at the next drydocking ? If fitted, check if the
extractor is working satisfactorily
1.20 No Rough logs or sounding books to be used to maintain record of
sludge tank soundings.
Note for Auditor: Vessel to use sounding board. Once the figures are
entered in the ORB, the sounding of the previous day to be erased.
1.21 Do glands of valves on OWS line show no signs of oil?
1.22 Is the EGB wash water disposed off as per regulations?
Note for Auditor : Vessel to have EGB wash water tank for collecting
the wash water and then disposing in compliance with regulations.
1.23 Have the following being done during the last visit of the vessel to
the shipyard (applicable if vessel was in shipyard under Wallem):
1.24 Has Bilge Tank been cleaned?
Note for Auditor : Bilge tank is to be cleaned in Drydock.
1.25 Bilge separated oil tank cleaned and Heating coils of Bilge separated
Oil Tank checked?
1.26 If Bilge tank capacity was insufficient, modification undertaken during
dry docking / shipyard visit ?
1.27 Incinerator refractory was inspected and repaired?
1.28 All Sludge tanks cleaned and heating coils (where fitted) checked
and repaired as required?
1.29 Has the 15 ppm monitor been calibrated/checked by the vessel or
workshop while vessel at shipyard?
1.30 The OWS opened, cleaned and steam coils in OWS unit(if fitted)
checked
1.31 For OCM complying with MEPC.107(49), engineering staff are able
to extract previous discharge records?
1.32 For OCM complying with MEPC.107(49), Is the data in the OCM is
matching the entries in the ORB?
Page -3-
WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) - Continue
2.0 WALLEM ADDITIONAL REQUIREMENT FOR GARBAGE MANAGEMENT

No. Items Remarks : Y / N / N/A
2.1 Are Garbage Disposal display posters positioned at garbage
station, in Pantry, Galley & Bridge.
2.2 Are Garbage Discharge Regulations & colour codes put up in
mess rooms, galley, pantry and main decks etc. ?
2.3 Are waste bins including wheelie bins colour coded with proper
covers and sheltered from funnel sparks ?
2.4 Has Garbage Management Plan been put up in mess rooms,
galley, pantry and main deck etc. ?
2.5 No liners for food waste and other non- plastic waste in use while
at sea
2.6 Is the vessel incinerator used to burn Plastics, Oily Rags and other
Garbage ? (Note : Plastic clinkers and oily rag remnants to be
landed on shore)
2.7 Is vessel fitted with a comminuter for food waste.
Note for Auditor : If fitted with a comminuter for food waste , is
there a notice on bridge & Galley that it can be operated only
beyond 3 miles from land. (12’ for special areas)
2.8 Does the Galley department check with the Bridge / Chief Officer
before disposing food waste.
2.9 Does the support staff for other waste than food waste check with
Bridge/Chief Officer before disposing garbage to sea.
Note: For Tankers the remark should be NA as no other category
waste is allowed to be disposed and for cargo/livestock vessels
disposing cargo residue/hold washing waters and carcasses as per
the new regulation.
2.10 Do chief cook and mess man know the regulations regarding
garbage disposal and quantities generated daily ?
2.11 Garbage disposal procedures posted in language understood by
crew and signed by Cook and Messman.
2.12 Vessels keeping not more than 150 plastic bags. Inventory control
maintained by chief officer.
2.13 Vessel fitted with compactor ( for Plastics)
2.14 Incineration of oily rags is entered in Garbage Log with signature of
2/E ?
INTERNAL AUDIT SUMMARY REPORT
Auditor :
Vessel :
Date of Audit :
The Internal Audit was commenced with an Opening meeting on ___________(date) at __________(time).
The opening meeting was attended by the Auditor, Master, Chief Engineer,
__________________________(Insert rank of any other staff who attended).
The opening meeting was used to inform the staff on the scope and methodology of the audit as well as the
audit terms of reference and audit schedule.
Audit conducted as per Guidelines and Checklist provided and record sampling carried out. Various
emergency equipments were tested within the scope of the audit.
Interview of selected staff and sample checking of records carried out as part of the audit.
A closing meeting was carried out on _____________(date) at __________(Time)and the audit findings were
presented.
A total of _______ Non conformities and ________ Observations were raised during the audit.
__________________
Signature of the Auditor
NON-CONFORMITY NOTE (NC) / OBSERVATION(OBS) REPORT
Vessel : WALLEM SHIPMANAGEMENT LTD Major NC No :

VESSEL INTERNAL AUDIT
NC / OBS* REPORT NC No :
(* Delete as applicable)
Date: Observation No :
To: Master / Chief Engineer From Auditor
Requirement Reference Signature
DESCRIPTION OF NC/ OBS* (To be completed by Auditor)
Implementation Due Date : ______________ ( To be filled by auditor and should be a specific date but not more than 3 months from
date of audit).
NC / Obs * accepted: _________________________ Date : ________________

( By Master /Chief Engineer) Name / Designation / Signature
IMMEDIATE CAUSE (To be completed by Master/Chief Engineer after discussing with Auditor )
----------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------
ROOT CAUSE (To be completed by Master/Chief Engineer after discussing with Auditor )
CORRECTIVE ACTION (Fix Now)(To be completed by Master or Chief Engineer as applicable after discussing with Auditor)
PREVENTIVE ACTION ( To Prevent Recurrence)

(To be completed by Master or Chief Engineer as applicable after discussing with Auditor )
Proposed By : __________________ Approved By : ___________________

( Signature) ( Master / Chief Engineer) ( Technical Supdt / Marine Supdt Signature)
CORRECTIVE & PREVENTIVE ACTIONS IMPLEMENTATION
( Master to inform Safety Department once the actions have been implemented/ verified)
NC / Obs Closed
Marine Superintendent : _________________________ Closure Date : _______________
REVIEW OF EFFECTIVNESS OF CORRECTIVE & PREVENTIVE ACTIONS

Checked on Vessel
Corrective & Preventive action effective? Yes No
Wallem executive ( Tech/ Marine / QMS Supdt) : _________________________ Review Date : _______________
(Name & Signature)
Note:
1. Observations include Potential Non Conformities.
2. Corrective Action & Preventive Action to be verified within the implementation due date.
Review of effectiveness of Corrective Action and Preventive Action to be completed at during a visit
of the Technical or Marine superintendent or Manager.
3. In Special circumstances, if an extension is required, the report must be claused accordingly and
approved by the Marine Department.
Rev. June 2016
MANAGEMENT OF CHANGE Revised by : Director(Marine)
SHIPBOARD MANAGEMENT (MOC FOR VESSEL) Rev.No. / Date : Sept 2016
Section 12 Management of Change
12.1 Introduction :
Management of Change is the process to manage changes (except for “replacements in kind”) to
process, procedures or equipment. Management of Change is the process which provides the tools
and techniques for managing the people-side of change. Change is inevitable within any type of
business. It arises from the need to respond and adapt to varying conditions. Modifications may be
required to the equipment, operational policies, and organizational structure or personnel. Whenever a
change is made, the potential consequences of that change should be assessed before
implementation. History has illustrated the potential negative consequences associated with
uncontrolled change.
If a change is technically inappropriate, poorly executed, its risks poorly understood, or management
fails to ensure communication to key personnel, accidents or other undesired consequences can
result. Thus, a formal and effective management of change program plays a critical role in preventing
accidents and losses. A management of change program is one of the most challenging aspects of a
safety management system to implement successfully. It requires organizational support, assignment
of necessary resources, and a clear, defined process. The MOC procedures in this section are a tool
(!) to implement and maintain an effective management of change strategy to optimize existing safety and
risk management efforts.
(!) A Standard MoC form is used for the change management process.
12.2 Why Manage Change?
(!) Management of Change (MOC) is a process to evaluate and properly manage any modifications to the
design, control, or operations of a covered process. This would ensure that the change is carried out
without any injury to personal, damage to environment or equipment or process loss.
12.3 Items affected by Changes
(!) Most changes fall into one of the following categories: equipment, operational or organizational
changes.
Equipment: This category addresses equipment or technological changes. Examples of equipment

changes may include:
(!) a) New equipment or retrofitted equipment

b) Replacement or modification of equipment (equipment, ship components, components requiring
emergency replacements when out at sea)
c) Replacement or modification of computer hardware
d) Modification to software (logic, interlocks, controls, alarms, instrumentation)
e) Bypasses around equipment that is normally in service
f) Disabling of safety/critical systems for testing, calibration or repair/replacement, if not covered by
procedure
g) Modification or removal of safety equipment (fire-fighting equipment, first aid equipment, escape
and evacuation, personal protective equipment, etc.)
h) Changes to structural support, layout, or configuration
(!) i) New maintenance chemicals or lubricating oil
j) New/changed solid/liquid/gas effluents (e.g., produced fluids, waste products, by-products)
k) Change to the utilization of an equipment
SHIPBOARD MANAGEMENT (MOC FOR VESSEL) Rev.No. / Date : Sept 2016
(!) Operational: Changes in administrative or management system that define the way processes are
conducted on the vessel. Examples of operational changes include:
Deviation from preventive maintenance or mechanical integrity programs

Deviation from inspection program or testing frequency
Deviation from testing methods
Deviation from operational procedures and safe work practices
Deviation from repair requirements
A response to external circumstances that is not defined in standard procedures
Personal: This category includes personnel and staffing modifications, such as changes to crew,
personnel, management structure on board, changes in watch routines.
Examples of Personal changes include:
New contractors (e.g., repair crews, crewing agencies, dry docks, repair facilities, etc.) if this is not
already covered by a procedure
Elimination of rank on board
Change in crew nationality for full crew
(!) There may be changes that overlap one or more categories (for example, a major technological
change may necessitate modifications to equipment, operations and organization).
12.4 Changes not subjected to MOC
Types of changes typically not governed by the MOC program include the following:
• Replacement in kind
A replacement-in-kind is a change wherein an item, process, or person meets the specified criteria for
the item it is replacing, if such criteria exist. This may take the form of an identical replacement, or an
alternative that is specifically designed within specifications criteria and therefore will not adversely
affect the function of the system.
• Changes that are covered via other management process such as:
- Routine personnel changes (crew rotation, shift or tour changes) controlled by operating
procedures, safe work practices, training, etc.
- Routine in-service changes where the operating procedures provide appropriate guidelines for
the change, and the operating procedures have been adequately reviewed prior to becoming
effective
12.5 Recognition of Change:
All sea farers have the liberty to suggest modifications that they believe will have a positive impact on
their workplace. This is then forwarded to the senior management on board or the Master who would
then initiate the MOC process.
The first consideration after recognizing a potential change is deciding whether or not the change is a
replacement-in-kind. When there are no specifications or guidelines available, it is up to the
judgment of senior officers on board to decide if it is an in-kind replacement.
MANAGEMENT OF CHANGE Checked by : Director (Marine)
SHIPBOARD MANAGEMENT (MOC FOR VESSEL) Rev.No. / Date : Jun 2016
There are three questions that should assist in this decision.
i) Does the change involve identical specifications?

ii) Does the change involve identical service parameters?
iii) Is it a routine replacement?
A positive answer to ALL three questions usually confirms an in-kind replacement.
(!) If doubt persists regarding whether a change is in-kind, the Master is to proceed with the MOC
process, or consult with the Marine Superintendent or Technical superintendent who can help with
the determination.
12.6 Terminology
(!) Originator : Staff making the change request.
(!) Approver : Approves the Management of change that is prepared and checks that the Management
of Change has been completed. Level and Responsibility of Approver are provided in the Table 12.1
in Section 12.7 and Section 12.9.
(!) Change : Changes are modifications, additions, or substitutions for any aspect on board that are
outside present specifications.
(!) MOC Manager : MOC Manager has responsibility for the change process and would prepare the
MOC form and follow up on the process. Level and Responsibility of MOC Manager are provided in
the Table 12.1 1 of Section 12.7 and Section 12.9.
(!) MOC : Acronym for “Management of Change”. It is also used to refer to a proposed change that is
going through the management of change process.
(!) MOC Form : The MOC form the process to record each change. The form provides the guidelines to
manage the change process.
(!) MOC record: The MOC records for individual ships are maintained on the vessel. Record of all MOC
are maintained in the office.
(!) MOC Department Representative (Dept Reps) : The MOC Dept Reps would co-ordinate within their
department for the change process.
(!) MOC Reviewer : Reviews the MOC that has been completed and checks for improvements for future
MOC. Level and Responsibility of MOC Reviewer are provided in the Table 12.1 of Section 12.7 and
Section 12.9.
(!) MOC Work Process : For Major MOC that is being implemented across the fleet, an MOC work
process would be developed as an appendix for implementation on each ships. The MOC work
process would be reviewed and revised as required to include any improvements as the process as
the MOC process is implemented on each ship
Replacement-in-kind. When an item, process, or person meets the existing specified criteria for the
item it is replacing, it is typically not considered a change, but a replacement-in-kind.
(!) MOC Coordinator. The MOC coordinator tracks MOC program performance, including the status of
MOCs and MOC actions points. Manager of MSQR is the MOC Coordinator
SHIPBOARD MANAGEMENT Rev.No. / Date : Sept 2016
(!) 12.7 MOC PROCESS: An overview of the MOC process is depicted in the flowchart
Recognition of Change
Yes
Replacement in MOC not required
Kind
No
Step 1.0 Complete preliminary risk assessment
Initial risk assessment
and verification of risk
assessment
Verification of Initial risk assessment
Step 2.0 MOC Form is complemented by MOC Manager in

Implementation consultation with department Reps ( MOC form
strategy will include full risk assessment, action plan,
documentation/plan change, training plan, and
communication plan
Step 3.0 Approver Informs

Approval of the MOC MOC Manager to
Approver : Check and make corrections
Agree with MOC Plan No and send the revised
MOC form
Yes
Execute the change as per plan and
Step 4.0 Execution
and Authorisation for
changes to MOC
Noted during execution Changes to be approved

that changes required by MOC Approver
to MOC Yes
No
Complete all the action points/training

/communication/plan or document change
MOC Approver to Verify effectiveness of change

and completion of action plan items
Step 5.0 Yes

Verification, Review MOC Reviewer to Inform MOC
and review - Any lesson learnt Cooridnator
Close out
No
Sign off and close MOC

(!) The MOC process has the following 5 distinct steps, as follows:
Step 1.0 Initial risk assessment and verification of risk assessment

Step 2.0 Implementation strategy
Step 3.0 MOC Approval
Step 4.0 Execution and Authorisation for changes to MOC
Step 5.0 Verification, Review and close out
(!) The following levels of have been set for the Initial risk assessment verification, MOC Manager, approver and
MOC Reviewer
Initial risk Verification of Initial MOC Manager MOC Approver MOC Reviewer
assessment risk assessment
Category
Low Manager and above Master/Chief Marine /Technical Fleet Manager
of MSQR Engineer superintendent
/Compliance
Medium Manager and above Marine /Technical Fleet Manager/ Marine Director /
of MSQR superintendent Manager and above Technical
/Compliance of MSQR Director
or Heads of fleet /Compliance
High Heads of Fleet Manager and above Marine Director / WSM Managing
of MSQR Technical Director Director
/Compliance
or Heads of fleet
Table 12.1
Initial risk assessment and verification of risk assessment Step 1.0
Once a change request has been made, the expected(presumptive) MOC Manager would carry out
the initial risk assessment. The company risk assessment template would be used to identify the
hazards. Once the initial risk assessment is completed, the risk assessment would be sent for
verification as per Table 12.1.
If the Majority of the hazards are in particular category (Low/Medium/High), the MOC would be of the
same category and the MOC Manager would be as per Table 12.1 in this section.
Once initial risk assessment is completed, MOC Manager in consultation with the MOC approver
would then nominate the Department Representative who would assist him with the implementation
of the MOC.
Implementation Strategy - Step 2.0
MOC Manager would discuss with department representative and complete the MOC form. MOC
Form is complemented by MOC Manager in consultation with department Reps (MOC form will
include full risk assessment, action plan, documentation/plan change, training plan, and
communication plan).
All the stakeholders to the change would also be identified at this stage. This would include both
internal and external stakeholders.
Risk assessment, Implementation strategy and Approval ( Step 2.0)

• Full Risk Assessment - Step 2.0
A risk assessment on the standard Wallem Risk assessment template is to be carried out. The
hazards for the Risk assessment would be based on the initial risk assessment that was carried
out. Control measures must be planned accordingly for the identified hazards.
• Implementation strategy - Step 2.0

The action plan would be drawn up as per MOC Form to indicate the way in which the change will
be executed, including administrative or engineering control measures recommended to mitigate
risks caused by the change. The plan should also detail actions concerning the update and
development of documentation to support the design and operation of the revised system. The
MOC process described herein is targeted for permanent changes. However, two special types of
changes, emergency and temporary, need to be controlled but demand slight modifications to the
standard approach. Such a plan should describe how the change will be executed, what specific
actions must be carried out, including the risk control options, as well as time limits and
responsibilities for addressing the issues. Training plan and communication plan are key issues to
be determined and documented prior to the change being implemented.
 Documentation:
Management of change requires effective documentation control. Documents from different areas
such as drawings, training manuals, software code, signage, etc., may need to be updated to
reflect an approved change.
 Communication and Training:

Before the change is implemented, all stakeholders should be aware of the change that will take
place. This notification should generally occur before the change is implemented.
In the case of emergency changes where the change cannot be communicated beforehand, the
notification should take place immediately after the execution of the change.
The manner and breadth of communication/training should be reflective of the complexity of
change (examples are meeting, skype meeting for office MOC, e-mail, announcements in safety
meetings, tool box meetings, safety meetings, formal training, etc.). Relying on passive
notifications such as entries in log books or documentation in procedures should not be the sole
way of communicating to personnel since they could easily be overlooked by personnel that need
to be aware of the change.
It is important that both internal and external stakeholders are kept fully informed of the change
and the progress with respect to the implementation of the change, as applicable.
Changes involving significant revisions to current practices will require training of relevant personnel.
An awareness training, or in some cases, detailed training of the new practice should be provided.
Approval of MOC – Step 3.0

If the approver does not concur with the outcome of the assessments and the proposed
implementation strategy, the approver would send the MOC plan back to the MOC Manager for
revision. Implementation would start only after the approval by the MOC approver
Execution and Authorisation for changes to MOC - Step 4.0

Once the execution has commenced, it is possible that there may be a need to revised the action
plan or any other aspect of the MOC.
Changes may be but not limited to
• Change to stakeholders
• Changes to communication plan
• Changes to training plan
• Include new action points or revise existing action points
Any changes to the MOC requires to be approved by the MOC Approver.
Verification, Review and Closeout Step 5.0
The verification will be done by the MOC approver who would ensure that all the action points are
completed. MOC approver would also check that there is no residual risk after the implementation of
change and that required training and communication have been completed.
Temporary changes should be monitored to confirm that they are either converted to a permanent
change by completing the MOC process or reverted to their original state prior to the expiry date of
the MOC
Therefore, some of the questions to be answered during this verification step are as follows:
a) Are the changes meeting their intended functions?

b) Are the actions from the implementation plan being complied with and meeting the intended
function?
c) Have the temporary changes expired? If so, can the system revert to its original state? If the
answer is “no”, proceed to convert to a permanent change, restarting the MOC review process.
 Review of MOC
The MOC Reviewer would review the MOC and check for any lessons that have been learnt from
the implementation of the change process. If there are any lessons to be learnt, this would be
informed to the MOC Coordinator. The MOC coordinator would collate and document the lesson
learnt for discussion in Management review and for implementation in future MOC’s.
Verification, Review and close out to be carried out within agreed time frame. Any extension of the
time frames to be approved by the MOC approver.
12.8 Special Circumstances: Temporary and Emergency Changes
It should be identified during the Initial Review if the change falls into the category of temporary or
emergency.
This distinction is important as the MOC should offer some flexibility to control changes under these
special circumstances.
Temporary Changes:
A temporary change is one that is intended to exist for a short and predetermined period of time.
Management of change procedures for temporary changes should follow the same process as a
permanent change, but they are only valid for a specific time limit as they may carry a higher level of
risk that is acceptable only for a short term.
Temporary changes must have a specified time limit to ensure they are returned to the original
system condition or that further steps in managing the change are addressed (i.e., converting the
temporary change into a permanent change).
The intent is to make the change, and at some future date, the system will revert to its present or
design condition. The time limit for the change should be specified such that if the change does not
revert to the original condition, then a permanent change should be implemented.
Note that a conversion from a temporary to a permanent change requires that the MOC process be
initiated. This new process is intended to highlight improvements to the proposed change, such as
new risk control measures that offer a lower risk than the current temporary situation.
Example of temporary MOC : A fire alarm sensor in the engine room malfunctions and needs to be
deactivated until the required spare is available. A temporary MOC is carried out. As part of the
implementation plan, the measures to mitigate the risk include ensuring the engine room remains
manned, if operating under UMS. For this temporary change, the engine drawings, design
documentation did not require changing, but instead, a revised temporary procedure is implemented
to manage the change.
Examples of temporary changes may include:

• Testing/calibration/repair or replacement that requires disabling safety/critical systems
• Installing temporary piping, clamps, connections, utility connections, or hoses:
• Temporary crew change
• Temporary change of contractors onboard
• Temporary operation with specific safeguards bypassed or inoperative.
• Temporary de-activation of security features for carrying out maintenance or operation.
Emergency Changes
An emergency change is a change that must be performed in a true emergency. Generally, the
situation is such that action is required quickly, and the persons required to provide approvals may
(!) not be available to meet the requirements of the written MOC process. This would normally apply for
MOC carried out on board vessels.
In these “emergency” situations, safety could be jeopardized by waiting for completion of the formal
MOC process. In an emergency situation, the change should be reviewed to the best of the staff’s
abilities. This emergency MOC process should involve a risk assessment using any and all available
resources and time to evaluate the risks involved with the change and it may be verbal, rather than
written. The focus should be on the immediate risks only.
The verbal implementation plan should also be developed and carried out by relevant personnel, with
approval from the highest ranking personnel available. The Master or Chief Engineer should call the
superintendent to obtain oral approval for the emergency MOC.
At first opportunity after the emergency has been controlled, the change must be fully evaluated and
documented using the MOC procedure. The reviews will dictate if the change should be:
• Reversed to continue operations as in the pre-emergency status or

• Converted to a temporary or permanent change.
Situations such as the following may require an emergency MOC:
• Correction of a deficiency that would cause an immediate threat to safety of the ship or
personnel/environment
• Imminent environmental release
• Impending external threats that could result in a loss of cargo, such as natural disasters, security
threats or extreme temperatures
12.9 Roles and Responsibilities
• MOC Manager:
(!) The MOC Manager has ultimate responsibility for the change and will be also be in charge of
monitoring the implementation of the change with the assistance of Department representatives.
(!) It is a primary responsibility of the MOC Manger to confirm that the change was implemented
according to the implementation plan, and subsequently, to verify that it is functioning as
intended.
• Approver:
The approver appraises the completed MOC form to confirm the need for change and validate
the risk assessments, implementation plan, training plan and communication plan.
• Reviewer
(!) The responsibility of the reviewer is to discuss with the MOC Mangers and review the MOC form.
It there are any lessons to be learnt, this would be communicated to the MOC Coordinator.
• MOC Coordinator
The MOC coordinator tracks MOC performance, including the status of MOCs.
At the time of Management Review, the MOC Coordinator would review the action plan of the
open MOC’s. He would also review the impact of all changes to ensure objectives have been met and
include the details in the Management review.
12.10 MOC Form
The MOC form is essentially the documented record of all plans, approvals, review and actions
associated with a change. The MOC form is essential to allow the necessary information to be
gathered and recorded efficiently and effectively.
12.11 Handling of MOC ( High level) for Fleet wide implementation
(!) Some changes would require for fleet wide implantation over a staggered period of time. Examples
are fitting of Ballast water treatment plant, fitting of second ECDIS etc. In such cases, a high risk
MOC would be prepared in the office. This would be complemented by a work practice which would
be generated as part of the action plan. The work practice would detail the steps that need to be
taken by a particular ship when the change is implemented on that ship. The work practice would
have the steps to be followed for action to be taken on the vessel, documentation changes,
communication to be done and training to be carried out for implementation of the change on that
vessel. Records of the Work practice would be obtained and kept with the MOC. Log would also be
maintained of the vessels that have completed the change and the remaining vessels to implement
the change.
12.12 Record Keeping
(!) Record of MOC would be maintained in Company Document Data Base.

Management of Change for

Management of Change
For

Ver 4 / Oct 16


1.0 Initial Risk Assessment and Verification of Risk assessment
MOC Originator (Insert Name/Rank or Position):
MOC Objective (Change being implemented):
Reason for Change (Statutory changes, New equipment, New procedures

etc.)
Initial Risk Assessment (Insert name and rank)
Completed by :
Verification by :
Note : The presumptive MOC Manager would carry out the preliminary risk assessment. Verification by
person as mentioned in the table 12.1 in Chapter 12 of SBM II.
Type of MOC Low Medium High

(Based on initial risk
assessment)
Type of Change Permanent Temporary Emergency
MOC Manager (Name and Position/Rank; Based on Initial Risk assessment)
Note : Low MOC : Master/Chief Engineer, Medium LOC – Marine/Technical Superintendent, High MOC –
Head of Fleet
MOC Approver (Name and Position/Rank; Based on Initial Risk assessment)
Ver 4 / Oct 16


Note : Low MOC : Marine/Technical Superintendent; Medium LOC – Fleet Manager/ Manager and above of
MSQR /Compliance; High MOC – Marine Director / Technical Director
Implementation date: Target completion date:
Department Representatives
Name Rank/Position
2.0 Implementation strategy
Identification of External Stakeholders
Note : MOC Manager and Department Reps would identify the external stakeholders
Identification of Internal Stakeholders
Note : MOC Manager and Department Reps would identify the internal stakeholders
Risk Assessment completed
Yes N/A
Note: Risk Assessment is to be developed from initial risk assessment in standard Wallem template and
attached to this report.
Drawing and Plan changes
Ver 4 / Oct 16


Yes (details below) N/A
Impact on Safety
Impact on Environment
Impact on Security
Impact on Staff Health
Training needs identified
Ver 4 / Oct 16


Communication to External stakeholders

How the change will be communicated within the Wallem Group inlcuding seafarers, recruiting and
training centres.
Communication to Internal stakeholders

How the change will be communicated within the Wallem Group inlcuding seafarers, recruiting and
training centres.
Lines of Responsibility
Based on the risk assessment and the action plan meeting of the MOC department coordinators.
The items on the action plan are to be transferred to a central database.
2.0 Action Plan

Based on the risk assessment and the action plan meeting of the MOC department coordinators.
The items on the action plan are to be transferred to a central database as applicable for follow up.
Document/Manual change plan, Training and communication plans can be prepared as required
and attached to the MOC
Ver 4 / Oct 16


Completion date to be filled in office database system
No. Action Plan Target Responsibility

date
Work Practice for High Level MOC for Fleet wide implementation
No. Work Practice detail Ver No. Responsibility
3.0 Approval of the MOC

* E-Mail confirmation can be obtained in lieu of signatures
Name Position Date Signature
MOC Approver
Remarks
Ver 4 / Oct 16


4.0 Authorisation for Changes to MOC
Any changes to the MOC to be authroised by the MOC Approver.
Signature of
Changes to MOC MOC Approver
5.0 Verification, Review and Close out

Name Position Date Signature
MOC Manager
Confirm all action
points completed
MOC Approver
Verify all action
points completed
and change
implemented
MOC
Reviewer
Review the MOC
and check for any
lessons from the
MOC
Remarks after Review (Any lesson learnt to be forwarded to the MOC
Coordinator)
MOC Close Note : MOC close out and date can be done on database
out
Yes Date
Ver 4 / Oct 16
Prepared by : Director (SID)
WALLEM Issue Date : 31.3.98
SHIPMANAGEMENT LTD RISK ASSESSMENT Revised by : Marine Supdt (SID)
3rd Edition : Jun 2010
FOR Rev.No. / Date : Jan 2014
SHIPBOARD MANAGEMENT CRITICAL OPERATIONS Approved by : Managing Director
MANUAL – PART II : RA-Navigation
APPENDIX 1 : Page 1
Appendix 1 of SBM II
Risk Assessment (RA) and Risk Management (RM)
The purpose of the RA and RM is to minimize risk to personnel, property and the environment. In this respect,
all activities that could adversely affect ship’s operations and performance are evaluated and appropriate
measures are taken to ensure that risk is either reduced or maintained at an acceptable level.
Risk is managed by identifying hazards, assessing consequences and probabilities and evaluating and
implementing prevention and mitigation measures.
Risk Assessment requires:
• Job familiarity
• Practical experience with the job
• Information regarding incident/ operation / activity
• Active participation of persons running the risk
• Open mind for any suggestions
• Proper application of the RA methodology
Guidelines on Risk Assessment
A structured risk assessment program comprising of the following stages is in place:
• Risk assessment methodology/procedure along with Risk Assessment forms.
• The benefits of risk assessment are known to all.
• Training: Both shore based and training on board ships
• Identifying who should carry out the risk assessments: it is not necessary to involve everyone who
participates in the operation to participate in the risk assessment of this operation. However, the
hazards and the controls from the risk assessment should be discussed with the entire team that
would be involved with the operation.
• Risk assessments are to be prepared by Department heads. The hazards and control measures must
be discussed with their teams. Master’s and Chief Engineers must discuss the risk assessment with
the department head ( C/O and 2/E) prior to the work being carried out.
• All vessels are to send copy of risk assessment for unusual job and work on critical equipment to the
office. Work must only be commenced after dialogue with the office on the work being carried out.
The shut down period for critical operation is to be mentioned in the risk assessment.
• Tankers are to send copy of all risk assessments after the job is completed. This is in line with TMSA
2 requirements that records of risk assessment should be available in the office and on the ship. A
selected number of risk assessments would be reviewed in the office and feedback sent to the
tankers to ensure that a risk assessments of a consistent standard are prepared across the fleet.
Risk Assessment process
The methodology for Risk Assessment is as follows:
Step 1: Identification of shipboard operations / systems / tasks and the work area.
Step 2: Identification of Hazards and consequence

APPENDIX 1 : Page 2
Step 3: Risk evaluation and calculation of Risk Factor ( Risk Evaluation)

• Likelihood
• Severity
• Calculation of Risk Factor
Step 4: Identification of control measures
Step 5: Residual Risk evaluation and calculation of Residual Risk Factor
• Residual Likelihood
• Residual Severity
• Calculation of Residual Risk Factor
Step 6: Control to ALARP ( As low as reasonably practicable).
Step 7: Assessment if risk is acceptable or intolerable
• Acceptable – Go to step 8
• Intolerable – Contact Office
Step 8: Discuss hazard and control with team
Step 9: Implement control and proceed with job
Step 10: After work is completed, evaluate the risk assessment for any missed hazard or new hazard.
Note : The risk assessment for the same job can be reviewed and used within a period of one month
or 4 times on the basis that there is no change in hazard of control measure. As an example, if
mooring is done after a week, the previous risk assessment for mooring can be reviewed for the next
operation.
STEP 1 : Identification of shipboard operations / tasks requiring RA

When to perform a risk assessment
RAs are conducted in order to identify and address potential hazards to personnel, property and the
environment, for:
a. Critical operations as mentioned in Section 3 of SBM II ( Company risk assessment available in SBM II)
b. in case of new operations/tasks
c. in case of unusual or non-routine jobs ( Risk assessment to be sent to office )
d. n case of work on critical equipment ( Risk assessment to be sent to office )
d. in case of changes to procedures or equipment. ( Tankers to also carry out Tanker initiated MOC)
e. prior to the introduction of new critical equipment or procedures. ( Tankers to also carry out Tanker initiated
MOC)
g. for preparation of complex or special jobs
h. Any operation in which there is deviation from procedures
.
STEP 2 - Identification of Hazards and Consequence

What is a hazard?
A hazard is simply a situation/condition which has the capability to cause damage, harm or other loss. A
hazard can only be observed and recognized. Hazards are around us and cannot be taken away. Risk
APPENDIX 1 : Page 3
however can be identified, analyzed and dealt with.
The hazard is the cause of an event/accident therefore should not be confused with the event itself (e.g
hazard: fog – event/accident: collision).
In identifying a hazard the type of harm and to whom/what has also to be identified.
The purpose of this step is to identify and generate a prioritized list of hazards, specific to the problem under
review. This purpose is achieved by the use of standard techniques to identify hazards, which can
contribute to accidents, and by screening these hazards using a combination of available data and judgment.
Following are some examples of hazards relating to certain jobs:
• Mechanical (related to working equipment): misuse/defective equipment, power tools, lifting

equipment, windlass, anchoring etc
• Electrical (electrocution, fire): high voltage, exposed/worn cables, not grounded equipment etc
• Physical (related to working environment conditions): weather, noise, vibration, cargo
stowage/lashing, working alone/aloft, confined spaces, slippery surfaces, poor
lighting etc
• Radiation (energy emission): heat radiation, extreme light etc
• Substances: Flammable, dangerous goods etc
• Fire/explosion: flammable cargoes, combustible materials, hot works etc
• Psychological: fatigue, claustrophobia, vertigo etc
The above are only a few examples and not an exhaustive list.
STEP 3 - Risk evaluation and calculation of Risk Factor ( Risk Evaluation)

Risk is normally evaluated as a function of the Severity of the possible Consequences (SVR) for a hazard
and the likelihood of occurrence (LKH) of that particular hazard. Usually is used a simple relation between
SVR and LKH to calculate the risk (RF):
Risk Factor(RF) = Likelihood (LKH) X Severity (SVR) × ( RF = LKH×SVR )
Given this knowledge, estimated risk of hazards can be used to make reliable decisions in terms of improving
safety by reducing the risk and risks can be reduced by reducing the severity of the consequences, reducing
the frequency/probability of occurrence or a combination of the two.
Probability (or frequency) Determination
Frequency analysis is used to estimate how likely it is that the various incidents or hazards will occur (i.e. the
probability of occurrence).
Very Likely Hazard Likely to occur

5
Likely Hazard will be experienced as only
4 one control
Possibly some manifestation of Hazard may
3 occur
Unlikely Manifestation of Hazard unlikely
2
Very unlikely Manifestation of Hazard very
1 unlikely
APPENDIX 1 : Page 4
Severity Assessment
Consequences may be grouped into three general categories: Safety, Environment and Vessel/Property
damage. A severity level is assigned for each of the 3 categories based on the consequences specified as
mentioned below
VESSEL / PROPERTY
SEVERITY HEALTH AND SAFETY ENVIORNMENT
DAMAGE
Release to environment,
EXTREME complete Loss of vessel or
Multiple or singly fatality long term large impact on
5 Financial loss >$ 1 million
environment
Major damage to vessel
MAJOR with long layup repairs.
Injury requiring repatriation large impact on
4 Financial loss $ 100,000 - $
environment
1 million
Damage which can be
MODERATE Loss time injuries excluding repaired during voyage.
Small to medium impact on
3 repatriation Financial loss $10,000 -
environment
$100,000
Minor damage to equipment
MINOR Restricted work injury /
Spill contained on board or vessel. Financial Loss
2 medical first aid cases
$5,000 - $ 10,000
Minor First aid injuries, e.g. Negligible damage to
NEGLIGIBLE
cuts / wounds / bruises / Inconsequential leak vessel. Financial Loss <
1
sprains $5000
Assessment of the level of the risk using risk criteria
Level of risk is evaluate based on the severity and likelihood as estimated by the RA process and categorize
their possible combinations to be High, Medium or Low risk within the Risk Matrix.
RISK ESTIMATOR
SEVERITY
NEGLIGIBLE MINOR MODERATE MAJOR EXTREME
LIKELIHOOD
1 2 3 4 5
VERY
UNLIKELY
1
UNLIKELY
2
LOW RISK
POSSIBLE
3
MEDIUM RISK
LIKELY
4
HIGH RISK
VERY LIKELY
5
APPENDIX 1 : Page 5
Low Risk Risk Level is Acceptable

Risk level tolerable but needs additional control to ALARP
Medium Risk
High Risk Risk level intolerable
Once the risk level has been determined, the response can be defined. Higher risk levels require a greater
level of response.
High/Intolerable Risk: Contact office

Medium/ Tolerable Risk: Take additional controls to ALARP
Low/Negligible Risk: Proceed with job
Risk Categories Action And Timescale

Low
No further additional controls actions is necessary. Monitoring is required to

Acceptable ensure that the controls are maintained.
Medium
Efforts should made to reduce risk, but the costs of prevention should be
Tolerable carefully measured and limited. Risk reduction measures should normally be
implemented within a defined period of time.
Work should not be started or continued until the risk level has been reduced
High
Intolerable and risk numbers enters the Yellow or the Green area, then the work must not
be started and work must remain prohibited. Contact office for guidance.
STEP 4: Identification of control measures
Once the harmful effects of a hazard are determined, controls/measures that may mitigate the effects of that
hazards and its consequences has to be taken into account.
During any operation, controls can be: procedural, human recourses, training, control systems, appropriate
design and construction, maintenance, communication, use of proper equipment, toolbox meetings, briefing,
etc.
STEP 5: Residual Risk evaluation and calculation of Residual Risk Factor

The residual risk evaluation and calculation of Residual Risk Factor is similar to the evaluation carried out
prior to the controls being selected. If the Residual RF is low, Additional controls are not required. The
controls can then be implemented to proceed with the job. If the Residual RF is Medium or high, additional
control to ALARP ( As low as reasonably practicable) would need to be taken for further evaluation.
APPENDIX 1 : Page 6
STEP 6 – Additional controls for Risk Reduction

ALARP (As Low As Reasonable Practicable) Principle
The methods of reducing the risk level of a hazard can be put in one scale and balanced against efforts
needed in another. This effort may be represented by money or time or a combination of the two. If it can be
shown that there is a gross imbalance between the two, e.g. the reduction of risk level is insignificant
compared to the cost of implementing the solution, it will not be reasonably practicable to go ahead.
The purpose of this step is:
• Eliminate Hazards with intolerable risk at whatever cost. If this is not practicable abandoning the
operation should be considered.
• Reducing the risk of those in ALARP region if it is cost effective. Higher costs could be considered
acceptable if the risk is close to the intolerable region.
• Reducing the risk levels of those in the negligible region with minimal effort.
In many cases, positive action can result in the risk being tolerable. As an example, supervision by a
senior officer for hot work in ballast tank would result in the risk being acceptable provided other
controls measures are in place.
STEP 7 – Assessment of Additional controls to ALARP

Once the additional controls to ALARP is taken, a determination is to be made if it is acceptable to perform
the job or if the risks are still intolerable. If the risks are intolerable, vessel to contact office. If the additional
control have reduced the risk to ALARP, the vessel can proceed with the job after the remaining steps are
taken.
APPENDIX 1 : Page 7
STEP 8: Discuss hazard and control with team

Once the risks are found acceptable, it is important to discuss the hazard and control measures with the
team. Every member of the team should be aware of the hazards and the control measures that are in place.
STEP 9: Implement control measures and proceed with job
It is vitally important that control measures are implemented prior to proceeding with the job.
STEP 10: After work is completed, evaluate the risk assessment for any missed
hazard or new hazard.
Once the work is completed, the risk assessment should be evaluated. This is a self improvement process to
ensure that any lessons learnt are carried to the next risk assessment.
Additional Measures - Review of assessment

Need for new risk assessment
Risk assessment should not normally be carried out every time an operation/task takes place. The original
risk assessment can be reviewed instead of performing a new one, provided that nothing
has changed and the applicability of the existing procedures is ensured. However the risk assessment should
be carried out if there changes in materials, equipment, operations/procedures, etc.
The same risk assessment can be reviewed used upto 5 times within a one month period. For the sixth
operation or the operation being conducted after one month’s period, a new risk assessment is to be
completed.
Identification and implementation of new Risk Control measures

The most important step in the RA process is the identification and implementation of risk control measures to
reduce or eliminate the identified risks. Control measures can only be effective if they are closely linked to the
consequences. Once consequences are known, the needed control measures can be identified. It is wrong
policy to take measures without previously having identified the hazarded or consequences.
Control measures should be applied in the following sequence:
• Try to remove/replace the hazard it self

• Eliminate the likelihood of the occurrence by taking away the causes in the first place
• Install rescue devices in your system to ensure an occurrence, once started, will stop timely
• Isolate the hazard source or reduce exposure time
• Take measures to reduce likelihood, usually related to organizational measures
• Protect the operator from the hazard
• Reduce the impact by providing PPE
• Ensure emergency response is efficient in case something goes wrong
• The highest level of measure is to remove the hazard itself,
Risk reduction methods could be categorized as:
• Management Method: Methods based on development of a safety culture, improved effectiveness of

communication, training, etc.
• Engineering Method: Incorporate additional engineering features to enhance safety
• Operational method: Implementing/updating proper procedures
• Combination of all of above.
APPENDIX 1 : Page 8
Following the selection of the appropriate control measures, the Risk ranking process should be repeated in
order to evaluate if the risk is reduced to a lower Category e.g. from High risk to medium risk or low risk. In
case of medium risk, additional control measures would be required to ensure that the risks are acceptable.
Additional Notes
The risk assessment process never stops because the system will make use of previous experience, new
measures will be based on improved measures and so on.
The risk assessments records should be filed and organized on board in order to be easily retrievable and
shown to auditors and inspectors. Electronic copies are acceptable.
Important
1. The contents of this section would be amended as required. More risk assessment would be added
based on the review of the SMS system, if required.
2. For critical jobs for which the company has carried out a Risk assessment, the department head to
review the risks and their control measures. They can also include any addition risks or control
measures. The risk and the control measures may be of a general nature or specific to their ship.
Prepared by : MSQR
SHIPMANAGEMENT LTD RISK ASSESSMENT Revised by : Director (Marine)
FOR Rev.No. / Date : Jun 2016
SHIPBOARD MANAGEMENT CRITICAL OPERATIONS Approved by : Directors
MANUAL – PART II APPENDIX 1 : RA-Navigation
Index : Page 1
Navigation For All Ships :
(!) • Change Of Command

• Helicopter Operations
• Navigation In Ice
(!) • Navigation In Piracy Black Spots
• Personnel Transfer at Sea ( Anchor or at Underway)
(!) • Trying Out Main Engine At Berth ( Including SBM/Bouys)
• Safe Navigation With ECDIS As Primary Means
Name of Vessel : ALL SHIPS ‐ NAVIGATION WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : CHANGE OF COMMAND If any hazard manifests itself even after effective control
Code : No. ‐ Number, LKH ‐ Likelihood, SVR ‐ Severity, RF ‐ Risk Factor, A.C ‐ Additional controls measures were taken or develops unexpectedly, then work
Code for Risk Factor : HR ‐ High risk, MR ‐ Medium risk, LR ‐ Low risk should be stopped and office informed
For unusual jobs and work on critical equipment, copy of risk assessment to be sent to office For Office use : For standard risk assessments in SBM II
Date of Risk Assessment 07‐Jun‐16 Last Assessment: 12‐Jan‐14 Current : 18‐Dec‐13 Last : 30‐Jun‐12
SECTION 1 Please see below for the risk estimator Risk rating Residual Risk
No. Hazard Consequence LKH SVR RF Controls LKH SVR RF A.C
Missing or Expired / expiring certificates and overdue COC or Vessel Delay Vessel ceritficate status to be checked which is
1 surveys 2 3 LR part of Master's handing over 1 3 LR NO
Not familiar with important communication requirement. Claims and Delays Handing over notes to cover communication

2 2 3 LR details 1 3 LR NO
Not familiar with routine messages / communication Claims and Delays Details provided in Sec I of SBM
II(Communication). Charterer's communication
3 2 3 LR details to be in handing over notes 1 3 LR NO
Not familiar with bridge equipment Safety of Vessel Bridge procedure checklist 1 to be completed

4 2 4 MR 1 4 LR NO
Vessel's immediate movement after change of command Safety of Vessel Proper passage plan to be prepared
5 2 4 MR 1 4 LR NO
Insufficient time to get familiar with vessel manoeuvring Safety of Vessel Details provided in Sec 7of SBM I (Personnel).
6 characteristics 2 4 MR Handover Period & Handover Notes . 1 4 LR NO
Not familiar with charter party/Voyage orders pertaining to Claims and Delays Details provided in Sec 12 of SBM I (Cargo

Cargo , Grades , Carriage, Segregation , Tank/hold Prepration Operation Procedures).
7 & documentation
2 4 MR 1 4 LR NO
Unaware of Important messages / circulars from company Claims and Delays Important messages to be kept seperately in a

during leave period folder and included in handing over notes. All
required to carry out pre-joining briefing online
8 2 4 MR test to ensure familiarity with company circulars
1 4 LR NO
9
Section 2 ‐ Additional controls Acceptable/Intolerable If ALARP then fill Additional controls in section 2 DO JOB
No. Controls to ALARP ( As Low as reasonably practical) To Be completed prior commencement of work
1 Alternate method of work considered and found not applicable Yes No
2 Discussed hazards and controls with team Yes No
3 Date and time when all controls are in place
4 Shut down period for this RA (For work on critical jobs only) From To
5 Evaluation of Risk Assessment after completion of work
6 Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
7 be considered when doing next risk assessment for the same job )
8 Comments : Review dates Rank
9 1
2
DO JOB
Prepared by: A risk assessment can be reviewed and then used within one month period
3
basis no change in hazard or control measures ‐ (NA for SMMS)
4
Ver 2.0 / Nov 13
Work Activity being assessed : HELICOPTER OPERATION If any hazard manifests itself even after effective control
Date of Risk Assessment 12‐Jan‐14 Last Assessment: 12‐Jan‐14 Current : 18‐Dec‐13 Last : 30‐Jun‐12
Danger of Fire / Explosion Damage to Ship / Equipment Shipboard Safety checklist from Guide to
1 5 5 HR helicopter/ship operations to be followed 1 5 MR YES
correctly
Danger of Static discharge Damage to Ship / Equipment Ship crew to allow the line from the Helicopter
2 3 5 HR to come in contact with deck prior to handling 1 5 MR YES
line.
Injury to ships crew or pilot/helicopter crew Injury to Personnel All safety precautions as per shipboard safety
checklist from Guide to helicopter/ship
3 4 5 HR operations to be followed correctly
1 5 MR YES
Damage to ship structure & helicopter Damage to Ship / Equipment All safety precautions as per shipboard safety
checklist from Guide to helicopter/ship
4 4 4 HR operations to be followed correctly 1 4 LR NO
Communication failure Damage to Ship / Equipment Test communication with Pilot prior helicopter
operation. Discuss contingency plan & backup
5 2 4 MR communication in case of main communication 1 4 LR NO
failure.
Danger of Operating in rough weather , strong wind & heavy Damage to Ship / Equipment All safety precautions as per shipboard safety
spray / sea on deck checklist from Guide to helicopter/ship
6 2 4 MR operations to be followed correctly 1 4 LR NO
Dangers of surface ventilation , High pressure in cargo tanks Damage to Ship / Equipment All safety precautions as per shipboard safety
& vapour emission on deck . checklist from Guide to helicopter/ship
7 2 4 MR operations to be followed correctly
1 4 LR NO
8
9
Section 2 ‐ Additional controls Acceptable/Intolerable If ALARP then fill Additional controls in section 2 ALARP
1 Checklist to be filled diligently ‐ positive verification Acceptable Alternate method of work considered and found not applicable Yes No
To be discussed in toolbox meeting prior to the Discussed hazards and controls with team Yes No
2 Acceptable
operation
To be discussed in toolbox meeting prior to the Date and time when all controls are in place
3 Acceptable
operation
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : NAVIGATION IN ICE If any hazard manifests itself even after effective control
Date of Risk Assessment 20‐Dec‐13 Last Assessment: 20‐Dec‐13 Current : 18‐Dec‐13 Last : 30‐Jun‐12
Ice damage to vessel and its equipments Damage to Ship / Equipment Proper passage plan incorporating latest ice
1 4 5 HR data & contingencies 1 5 MR YES
Getting struck/trapped in Ice Damage to Ship / Equipment Keep moving. Never stop. Always maintain
2 4 5 HR momentum.
1 5 MR YES
Hazard to crew from freezing temperature Injury to Personnel Accommodation heating systems in good
3 4 4 HR working order.
1 4 LR NO
Frost bite / injury to lookout and crew due to slips. Injury to Personnel Good winter PPE and walkways kept clear of
4 3 5 HR Ice
1 5 MR YES
Radar scanner stuck Damage to Ship / Equipment To be kept always turning.
5 2 4 MR 1 4 LR NO
Loosing stability due heavy ice accretion on deck from Damage to Ship / Equipment Alter course to avoid ice accretion. Ensure
headwinds adequate stability considering additional weight
6 3 5 HR of ice on exposed areas at the onset of voyage. 1 5 MR YES
7
8
9
Additional & effective lookout by all available means. Alternate method of work considered and found not applicable Yes No
Safe speed . Latest weather monitored & ice reports
1 Acceptable
plotted. Bridge watch level 2.
Consider assistance from ice breaker/consider longer Discussed hazards and controls with team Yes No

2 route to avoid the situation if possible. Acceptable
Frequent rotation of crew on exposed areas to allow Shut down period for this RA (For work on critical jobs only) From To
warming up inside accommodation.
4 Acceptable
Reduce speed in strong winds to reduce ice accretions. Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
Consider altering course to avoid beam wind in order to be considered when doing next risk assessment for the same job )
6 Acceptable
reduce ice accretion.
7
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : NAVIGATION IN PIRACY BLACK SPOTS If any hazard manifests itself even after effective control
Date of Risk Assessment 07‐Jun‐16 Last Assessment: 20‐Dec‐13 Current : 18‐Dec‐13 Last : 30‐Jun‐12
Hijacking Damage to Vessel, Crew, Claim Comply latest version of best management
to Owner practices to deter piracy. If in GoA or somalia
basin or west Africa HRA, use citadel space
1 5 5 HR and call coalition warship. Do not panic and do 2 5 MR YES
not confront/contradict pirates.
Damage to ship due to Hijack attempt Damage to Vessel Evasive maneuvers / charged fire hose /

2 4 5 HR contingency planning 2 5 MR YES
Crew Injury Injury to Personnel All crew assembled in designated assembly
3 4 5 HR point during any suspected attack. No crew 2 5 MR YES
should be open to attacks.
M/E failure due excessive load when doing zig zag maneuver Damage to Vessel / Equipment Caution duty engineer to keep good watch on
4 to avoid pirates. 4 5 HR load. Only 10 Deg rudder each side will not 2 5 MR YES
cause undue load
ME Overload due to sudden maneuvering when vessel is in Activation of alarms and trips Duty Officer to be aware of Load by-pass
5 UMS condition and damage to ME 4 5 HR programme from bridge to avoid undue load 2 5 MR YES
6
7
8
9
All important contact no.to be posted near sat phone. If Alternate method of work considered and found not applicable Yes No
in GoA, use irridium phone to call UKMTO & portable
1 Acceptable
VHF radio to call coalition warship from citadel space.
Anti shatter screens for the bridge glass , frequent drills Discussed hazards and controls with team Yes No

2 Acceptable
/ damage control.
Briefing / drills to emphasise the importance of crew Date and time when all controls are in place
3 safety . Avoid resistance to Pirates Acceptable
Reduce few RPM before attempting zig zag maneuver. Shut down period for this RA (For work on critical jobs only) From To

4 Acceptable
Duty Officer to be aware of by‐pass programme. Master
and CE to ensure same. To inform Duty Engineer if time
5 Acceptable
and situation permits.
Evaluation of Risk Assessment after completion of work
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : PERSONNEL TRANSFER AT SEA (Anchor or at Underway) If any hazard manifests itself even after effective control
Gangway, Combination Ladder, pilot ladder not safely rigged Injury to Personnel Ensure the Gangway, Combination ladder/pilot
for personnel transfer ladder is rigged safely under supervision of a
1 3 5 HR responsible Officer.
1 5 MR YES
Environmental Condition not favorable for safe transfer Injury to Personnel Check the direction of the wind, sea/swell and
2 4 5 HR provide adequate lee 1 5 MR YES
Personnel Deployed for safe transfer not sufficient Injury to Personnel Ensure adequate personnel are provided for
3 3 5 HR the transfer 1 5 MR YES
Vessel Rolling/Pitching Injury to Personnel Vessel to maintain a heading ensuring
4 3 5 HR minimum vessel movements 1 5 MR YES
Poor Visibility due fog, rain, snow. Personnel Transfer Area Injury to Personnel Suspend transfer operation until visibility

5 not well lit 2 5 MR improves. Ensure the transfer area is 1 5 MR YES
adequtely illuminated
The Personnel Transfer Basket if deployed is in poor condition Injury to Personnel Ensure the personnel tranfer basket is
6 3 5 HR inspected closely prior use
1 5 MR YES
Slip/Trip Hazards Injury to Personnel The gangways, pliot ladder to be free of grease,
7 2 5 MR ice and obstructions
1 5 MR YES
Life Saving equipment not ready or available Injury to Personnel Ensure the lifesaving equipment (Lifejackets,
8 3 5 HR lifebuoys) are kept ready
1 5 MR YES
9 Poor Communication Injury to Personnel 3 5 HR Practice closed loop communications 1 5 MR YES
Confirm the access ladder is rigged on the lee side with Alternate method of work considered and found not applicable Yes No
1 correct hieght above water level as advised by the lauch Acceptable
Provide better lee, if still no better , abort transfer if Discussed hazards and controls with team Yes No

weather conditions & sea state unsafe, pick up anchor
2 Acceptable
at open anchorages or postpone
The personnel deployed to be well briefed of transfer Date and time when all controls are in place
3 procedure, wait untill sufficient man power is available. Acceptable
Steer at a suitable heading at minimum speed, abort Shut down period for this RA (For work on critical jobs only) From To

4 personnel tranfer if vessel's movements are not within Acceptable
safe range
In an event fo poor visibility due heavy fog or snow,
suspend the operation until conditions improve for safe
5 transfer. Rig additional lights if lighting from the fixed Acceptable
lights is not sufficient
The personnel transfer basket to be approved type with Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 certificate and proof tested as per maker's Acceptable be considered when doing next risk assessment for the same job )
requirements
The access to be kept free of grease, ice and all
7 obstructions, all obstructions in vicinity to be marked Acceptable
conspicuosly
Personal floatation Device to be used by the personnel Comments :
8 embarking/disembarking and vessel to provide PFD. Acceptable
Review dates Rank
The person in charge to be in communication with
9 Bridge, the OOW to establish good communication with Acceptable 1
launch
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : TRYING OUT MAIN ENGINE AT BERTH ( INCLUDING SBM/BOUYS) If any hazard manifests itself even after effective control
Propeller getting damaged by fouling Damage to Equipment Person to visually check propeller is clear
1 3 4 MR 1 4 LR NO
Damage to small crafts close to propeller Damage to Equipment / Other Person to visually check propeller is clear
2 Crafts
3 4 MR 1 4 LR NO
Ship surging at berth Damage to Equipment Moorings to be tight and should be monitored
3 4 4 HR during the period.
1 4 LR NO
Damage to shore equipment i.e.. chicksan/ hoses for tanker Damage to Equipment Moorings to be tight and should be monitored
and loaders/cranes for other ships during the period. For Bulk Cargo vessels the
Shore loader must be clear from the vessel,
Hatch covers preferably closed or atleast drawn
closer inside from the railings & No
4 3 5 HR overhanging of any ship's equipment.
1 5 MR YES
Chicksans/hoses to be disconnected and clear
from railings on tankers.
Damage to Gangway Damage to Equipment Gangway to be hoisted up and clear of jetty

5 3 4 MR prior testing. 1 4 LR NO
Transfer of Equipments and personnel Damage to Equipment and No transfer of equipments and personnel
6 personnel
3 5 HR during try out
1 5 MR YES
7
8
9
Tankers should obtain approval from terminal/pilot Shut down period for this RA (For work on critical jobs only) From To
4 prior to testing of main engines Acceptable
Liason and proper communication with shore personnel Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 Acceptable
be considered when doing next risk assessment for the same job )
7
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Name of Vessel : M.V./M.T. WALLEM RISK ASSESSMENT Work area :
Work Activity being assessed : SAFE NAVIGATION WITH ECDIS AS PRIMARY MEANS If any hazard manifests itself even after effective control
Date of Risk Assessment 28‐Feb‐14 Last Assessment: 30‐Jun‐12 Current : 28‐Feb‐14 Last : 30‐Jun‐12
HARDWARE FAILURE OF ECDIS. HAZARD TO SAFE HARDWARE TYPE APPROVED &LOCATED
NAVIGATION. IN A PROTECTED POSITION.EQUIPMENT
1 4 4 HR UNDER PLANNED MAINTENANCE SYSTEM 3 3 MR YES
& SHORE BASED MAINTENANCE.
SOFTWARE FALURE OF ECDIS HAZARD TO SAFE SOFTWARE TYPE APPROVED. FLAG

NAVIGATION. APPROVED BACK UP REQUIREMENTS
2 4 4 HR COMPLIED.SECOND ECDIS FITTED. 3 3 MR YES
POWER FAILURE OF ECDIS HAZARD TO SAFE EMERGENCY POWER SUPPLY AVAILABLE

3 NAVIGATION.
4 4 HR 3 3 MR YES
FAILURE OF SENSOR INPUTS TO ECDIS. HAZARD TO SAFE AUTHORISED & LICENSED ANTI VIRUS
4 NAVIGATION. 4 4 HR INSTALLED IN THE ECDIS SYSTEM. 3 3 MR YES
VIRUS INFECTION OF ECDIS HAZARD TO SAFE AUTHORISED & LICENSED ANTI VIRUS

5 NAVIGATION. 4 4 HR INSTALLED IN THE ECDIS SYSTEM. 3 3 MR YES
OPERATOR ERROR DUE TO LACK OF TRAINING AND/OR HAZARD TO SAFE OPERATORS (OFFICERS) PROVIDED

FAMILIARITY WITH ECDIS FITTED ONBOARD. NAVIGATION. GENERIC & TYPE SPECIFIC ECDIS
6 4 4 HR TRAINING ASHORE PRIOR ASSIGNMENTS.
3 3 MR YES
FAILURE TO UPDATE CHARTS CORRECTLY. HAZARD TO SAFE CHART CORRECTIONS RECEIVED ONLINE

7 NAVIGATION. 4 4 HR & INSTALLED ON A WEEKLY BASIS. 3 3 MR YES
LACK OF WORLDWIDE ENC COVERAGE. HAZARD TO SAFE USE SYSTEM RECOMMENDED BY FLAG -

NAVIGATION. (RCDS)RASTER CHART DISPLAY SYSTEM
8 4 4 HR or (APC) APPROPRIATE FOLIO OF 3 3 MR YES
UPTODATE PAPER CHART.
UNRELIABLE OR INACCURATE ECDIS DATABASE. HAZARD TO SAFE USE CATZOC (CATEGORY OF ZONE OF

NAVIGATION. CONFIDENCE) TO DETERMINE THE
9 4 4 HR QUALITY OF SURVEYS OF THE ENC USED. 3 3 MR YES

EQUIPMENT UNDER PLANNED MAINTENANCE SYSTEM Alternate method of work considered and found not applicable Yes No
1 & SHORE BASED MAINTENANCE Acceptable
NO OTHER SOFTWARE/NETWORK USED IN/WITH THE Discussed hazards and controls with team Yes No

2 SYSTEM. DIAGNOSTIC TEST AVAILABLE. Acceptable
POWER DISRUPTION ALARM PROVIDED. GENERATOR(S) Date and time when all controls are in place
3 PROVIDE DOUBLE REDUNDANCY Acceptable
POSITION INFORMATION FAILURE ALARM PROVIDED. Shut down period for this RA (For work on critical jobs only) From To

4 MANUAL POSITION FIXING FEATURE AVAILABLE. Acceptable
ALL SOFTWARE SCANNED FOR VIRUS PRIOR
INSTALLATION. NO OTHER SOFTWARE/NETWORK USED
5 Acceptable
IN/WITH SYSTEM.
ECDIS TRAINING PROVIDED BY WALLEM TRAINING Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
CENTERS. ONBOARD FAMILIARISATION CONDUCTED be considered when doing next risk assessment for the same job )
6 Acceptable
FOR ALL NEW JOINING OPERATORS.
CHECK PROGRAM IS RUN AFTER INSTALLATION OF
7 CORRECTIONS TO ENSURE CORRECTION COMPATABILTY Acceptable
APPROPRIATE SYSTEM AS PER FLAG REQUIREMENTS Comments : Bridge Team/ Master to ensure.

8 PLACED ONBOARD WELL IN ADVANCE OF THE VOYAGE Acceptable
Review dates Rank
CONTINUOUS MONITORING & & INFORMATION that ECDIS Checklists 1,2,3 &4 are used in conjunction
9 VERIFICATION FROM OTHER INDEPENDENT MEANS BY Acceptable 1
OOW
with the ECDIS operations. Ship specific risk assessment to 2
DO JOB
SHOUMIK GANGULI (SUPTD‐SIDHK) 3
4
Ver 2.0 / Nov 13
Prepared by : MSQR
WALLEM RISK ASSESSMENT Issue Date : 31.3.98
SHIPMANAGEMENT LTD Checked by : Director (Marine)
FOR 3rd Edition : 31.1.06
CRITICAL OPERATIONS Rev.No. / Date : Jun 2016
SHIPBOARD MANAGEMENT Approved by : Directors
MANUAL – PART II APPENDIX 1 : RA D&C Forms
Index : Page 1
DETAILED RISK ASSESSMENT

(DECK & CARGO)
Deck and Cargo - for all ships :
• Ballast Exchange
• Brake Rendering Capacity Testing For Mooring Winches
• Combination Ladder - Rigging and Hoisting / Securing
(!) • Enclosed Space Entry
(!) • Gangway and Mot Ladder - Rigging and Hoisting
• Greasing Deck Cranes - Point Greasing (Sheaves, Rollers ETC)
• Greasing of Windlass and Mooring Winches
• Hot Work
• Lifeboat - Lowering Lifeboat
• Lifeboat Weekly And Monthly Movement
(!) • Mooring and Unmooring Operations – Berth
• Personnel Transfer Basket
• Pilot Ladder - Rigging and Hoisting / Securing
• Renewing Crane Wire / Changing Crane Luffing or Hoisting Wire
• Single Point / Buoy Mooring
• Inspection on Deck during heavy weather
• CABA Compressor operation for charging BA bottles
• High Pressure Hydro-Blasting Operations
(!!) • Rigging Razor Wire
Deck and Cargo - for all Bulk Carriers:

(!) • Ballasting / Deballasting Cargo Hold at Sea
(!) • Cargo Hold Cleaning
• Lightering From Barges
• Loading Mineral Concentrates
• Loading Steel Cargo
• Opening / Closing Hatch Covers
Deck and Cargo - for all Tankers:

• Connecting / Disconnecting Cargo Hose
• Crude Oil Washing
(!) • Tank Cleaning
• Discharging Operations
• Gas Freeing & Inerting / Gassing up
• Lining Up Cargo System
• Loading Operations
• Opening Sea Chest For Ballasting
• Pressure Testing Lines and Systems
• STS Operations
• Topping up Cargo Tank
• Water washing of Cargo tanks
Prepared by : MSQR
WALLEM RISK ASSESSMENT Issue Date : 31.3.98
SHIPMANAGEMENT LTD Checked by : Director (Marine)
FOR 3rd Edition : 31.1.06
CRITICAL OPERATIONS Rev.No. / Date : Jun 2016
SHIPBOARD MANAGEMENT Approved by : Directors
MANUAL – PART II APPENDIX 1 : RA D&C Forms
Index : Page 2
Deck and Cargo - for Gas Tankers:

• Changing Valve on Vapour / Cargo Line
• Maintenance on Compressor
(!) • Sampling of Cargo
Deck and Cargo - for Chemical Tankers:

• Cargo Planning Process Including Cargo Compatibility Evaluation
• Tank Cleaning
(!) • Ullaging / Sampling of Cargo
Deck and Cargo - for Petroleum Tankers:

(!) • Ullaging / Sampling of Cargo
Deck and Cargo - for PCC:

• Greasing of Ramp Wires
(!) • Lowering / Lifting of Panels - Lowering / Lifting of Panels
• Maintenance of leading push Cylinder
(!) • Opening / Closing of Gas Tight Sliding Bulkhead Doors
• Opening / Closing of Movable Ramps
(!) • Opening / Closing of Ramps
(!) • Painting in Car Decks
Deck and Cargo - for Reefer:

• Carriage of Reefer Cargo
• Controlled Atmosphere Transportation
• Discharging of Reefer Cargo
• Loading Reefer Cargo
• Movement of Spreader from Stowage Position
Deck and Cargo - for Container:

• Cargo Operation 1 of 2
• Cargo Operation 2 of 2
• Handling of Reefer Containers
RISK ASSESSMENT
Deck and Cargo

(for all ships)
Name of Vessel : ALL SHIPS WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : BALLAST EXCHANGE If any hazard manifests itself even after effective control
Wrong method of ballast exchange planned Damage to Property Ballast exchange should only be carried out as
per the method specified in the ballast
1 3 4 MR exchange manual.
1 4 LR NO
Exceeding permissible maximum allowable limits with respect Damage to Property Specific Ballast exchange plan should be

2 to SF/BM 4 4 HR prepared based on the sample plans in the 1 4 LR NO
Ballast exchange manual.
Loss of stability / Propeller immersion during operations Damage to Property Ballast exchange to be carried out strictly as
3 3 4 MR per the prepared plan and should be monitored 2 4 MR YES
at each stage.
Damages due to weather and sea condition Damage to Property Ballast exchange to be only carried out in BF 5
4 3 4 MR or less as stipulated in the ballast exchange 2 4 MR YES
manual.
Damages to ship structures in overflow method Damage to Property Sufficient openings to be kept open to ensure
flow of water and ensure that structures are not
5 3 4 MR subjected to undue pressure
1 4 LR NO
Slip injury due water on deck in overflow method ( Slip, trip Injury to Personnel Training to be provided to staff prior

and fall) / Impact injury when opening covers commencement of operation as per guidelines
6 3 4 MR in ballast exchange manual.
1 4 LR NO
Pipeline damage / pressure surge in empty/refill method of Damage to Property Correct procedure to be followed for

exchange ballasting/emptying the tanks to avoid pressure
surge. Correct procedure to be followed for
ballasting/emptying the tanks to avoid pressure
7 2 4 MR surge.Never leave ballast console unattended
1 4 LR NO
and constantly monitoring of the progress
Over/under pressure of tanks. Damage to Property Ballast tank vents floats to be in good

operational condition and flow checked when
8 2 4 MR the tank is being ballasted/emptied. 1 4 LR NO
9
Alternate method of work considered and found not applicable Yes No
1
If there is a loss of stability at any stage, corrective Date and time when all controls are in place
3 action to be taken to restore stability and operations Acceptable
suspended
Weather reports to be obtained and original condition Shut down period for this RA (For work on critical jobs only) From To
4 restored prior to arrival of bad wx. Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : BRAKE HOLDING CAPACITY TESTING FOR MOORING WINCHES If any hazard manifests itself even after effective control
Correct tools / equipment not used Damage to Equipment, Injury to Use correct Testing tools - correct type
Personnel connecting arms, Rated correct Hydraulic Jack,
1 3 5 HR Proper connecting hoses for hydrailic jack
1 5 MR YES
Deck deformation due to point loading Damage to Equipment Check and ensure that the force applied via the
2 3 5 HR hydraulic jack does not exceed the permissible 1 5 MR YES
load limit.
Weather and Sea Conditions Damage to Equipment, Injury to Weather forecast to be checked, if likely to
3 Personnel 3 3 MR deteriorate, Testing of winches to postpone 2 3 LR NO
Cleanliness, slippery areas Injury to Personnel The area must be maintained clean to avoid

4 3 5 HR slipping, no oil leaks or grease around the 1 5 MR YES
testing areas
Physical injury ‐ High pressure hose / heavy movable parts for Injury to Personnel Tools box meeting, discuss correct procedures
5 connecting to winches
3 4 MR and proper PPE
1 4 LR NO
Job allocation ‐ personnel's involved, familiarity Injury to Personnel Competent person to carry out the job who has
6 2 3 LR done it before, else training to be given. 1 3 LR NO
Damage to machinery if engaging gear of winches is not Damage to Equipment Ensure that the winch engaging gear is

7 disengaged.
3 4 MR disengaged prior testing 1 4 LR NO
Correct PPE not worn Injury to Personnel Use of correct PPE, safety shoes / boiler suits
8 2 4 MR 1 4 LR NO
9
Correct rated connecting arms and hydraulic jacks to be Alternate method of work considered and found not applicable Yes No
1 used. kept separately & stencilled. Acceptable
Apply dunnage/padding to spread load and avoid point Discussed hazards and controls with team Yes No

2 Acceptable
loading.
Proper safety shoes to wear and areas to be cleaned Shut down period for this RA (For work on critical jobs only) From To
4 prior testing to avoid slip/trip and fall. Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : COMBINATION LADDER ‐ RIGGING AND HOISTING/SECURING ( in If any hazard manifests itself even after effective control
Fall due defective pilot ladder Injury to Personnel Pilot ladder including the ropes should be
thoroughly inspected. Ensure the steps are
1 2 4 MR clean and free of oil & not Painted.
1 4 LR NO
Back injury when picking pilot ladder Injury to Personnel Proper procedure to be followed when picking

2 3 5 HR up the ladder as per code of safe working 1 5 MR YES
practice.
Injury due weather and sea condition Injury to Personnel Suitable lee to be provided for the crew working
3 3 3 MR at site, if applicable
2 3 LR NO
4 Personal injury due poor illumination Injury to Personnel 3 5 HR Sufficient illumination to be provided 1 5 MR YES
Damage to gangway due lashings that have not been Damage to Property Proper check to be done to ensure that all
5 removed
3 3 MR lashings are removed 1 3 LR NO
Fall hazard when rigging/ removing stanchions, Injury to Personnel Fall arrestor to be used with safety harness and
connecting/disconnecting pilot ladder to gangway and safety work vest
6 lines on the gangway
3 4 MR 1 4 LR NO
Fall or slip due gangway slipping down or due uncontrolled Injury to Personnel Through inspection of the lowering mechanism

lowering including safety interlocks and maintenance as
7 2 4 MR per SMMS
1 4 LR NO
Failure of the motor when lowering/hoisting up the gangway Damage to Property The emergency hoisting/lowering mechanism

8 3 3 MR handle to be kept ready for use. 1 3 LR NO
Fall and slip hazard due condition of gangway Injury to Personnel Gangway to be inspected and maintained as

per SMMS. Gangway to be inspected prior
9 2 3 LR rigging and steps kept clean. 1 3 LR NO

Sufficient crew to be available for picking up the ladder Discussed hazards and controls with team Yes No
2 Acceptable
If navigational situation does not permit deck lights, Shut down period for this RA (For work on critical jobs only) From To
4 sufficient hand torches to be used for safe operations Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : ENCLOSED SPACE ENTRY If any hazard manifests itself even after effective control
Dangers from lack of oxygen and presence of toxic gas Injury to Personnel Enclosed space entry checklist from Safety
1 4 5 HR manual to be used 1 5 MR YES
Trips and falls ‐ based on location Injury to Personnel Proper PPE and Tool box meeting prior Job
2 3 4 MR activity.
1 4 LR NO
3 Object falling from aloft / above Injury to Personnel 3 4 MR Toolbox meeting for support staff 1 4 LR NO
Weather and sea hazard Injury to Personnel Enclosed space entry to be carried out only in
4 4 4 HR fair Wx condition 2 4 MR YES
Incorrect use of Gas instrument Injury to Personnel Gas instrument check to be only carried out by
C/Officer or a crew member trained in using
5 4 4 HR gas instrument (on board training by C/O)
1 4 LR NO
Insufficient illumination Injury to Personnel Toolbox meeting to discuss and senior officer

6 3 4 MR to ensure that sufficient illumination is available 1 4 LR NO
Interference in communication Injury to Personnel Close loop communication and person stand by

at the entrance for communication. Bridge to
7 3 4 MR kept informed at all times 1 4 LR NO
Flooding of tank ‐ Ballast tank Injury to Personnel All valves to the tank to be isolated and valve
system to be locked out. Isolation Permit and
8 2 4 MR LO-TO System to be complied with. 1 4 LR NO
9
Gas Instrument to be calibrated prior use as per Alternate method of work considered and found not applicable Yes No
1 Acceptable
instructions in the manual
Additional precautions like fall preventer to be used for Shut down period for this RA (For work on critical jobs only) From To
4 entry in moderate wx condition. Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : GANGWAY AND MOT LADDER ‐ RIGGING AND HOISTING If any hazard manifests itself even after effective control
Fall and slip hazard due condition of gangway Injury to Personnel Gangway to be inspected and maintained as
per SMMS. Gangway to be inspected prior
1 3 4 MR rigging and steps kept clean.
1 4 LR NO
Failure of the heaving motor when hoisting up or lowering Injury to Personnel The emergency hoisting/lowering mechanism

2 the gangway 3 5 HR handle to be kept ready for use 1 5 MR YES
Injury due weather and sea condition Damage to Equipment Suitable lee to be provided for the crew working
3 4 3 MR at site, if applicable 1 3 LR NO
Damage to gangway due lashings that have not been Damage to Equipment Proper check to be done to ensure that all
5 removed
3 3 MR lashings are remove 1 3 LR NO
Fall hazard when rigging/ removing stanchions and safety Injury to Personnel Fall arrestor to be used with safety harness and
6 lines on the gangway
5 5 HR work vest (if applicable) 1 5 MR YES
Fall hazard when connecting/disconnecting pilot ladder to Injury to Personnel Fall arrestor to be used with safety harness and
7 gangway
5 5 HR work vest (if applicable)
1 5 MR YES
Fall or slip due gangway slipping down or due uncontrolled Injury to Personnel Through inspection of the lowering mechanism
lowering including safety interlocks if applicable) and
8 2 4 MR maintenance as per SMMS
1 4 LR NO
Damage to Shore Installation while rigging MOT ladder Damage to Equipment Proper procedures to be followed and correct

9 3 4 MR overviewing by responsible person 1 4 LR NO

2 Fall Preventer Device to be used. Acceptable Discussed hazards and controls with team Yes No
6 Fall Preventer Device to be used. Acceptable Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
7 Fall Preventer Device to be used. Acceptable be considered when doing next risk assessment for the same job )
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : GREASING DECK CRANES ‐ POINT GREASING ( SHEAVES, ROLLERS If any hazard manifests itself even after effective control
Injury due Improper tools / equipment Injury to Personnel Use correct tools - greasing guns, nipple type,
1 3 4 MR test pneumatic grease pumps before job (if 1 4 LR NO
APPLICABLE)
Injury due Weather and Sea Conditions Injury to Personnel / Damage to Weather forecast to be checked, if likely to
2 Equipment 4 4 HR deteriorate, greasing to be postpone 1 4 LR NO
slips & trips due to slippery areas Injury to Personnel The area must be maintained clean to avoid

3 3 4 MR slipping. No oil leaks. 1 4 LR NO
Physical injury ‐ entanglement of body parts with machinery Injury to Personnel Tools box meeting, discuss correct procedures
4 4 5 HR for greasing
1 5 MR YES
Communication Injury to Personnel Good visual communication, at least twp
5 3 4 MR persons to be allocated to the job
1 4 LR NO
Injuries due crew selected for the job not being familiar with Injury to Personnel Competent person to carry out the job who has
6 job requirement 2 3 LR done it before, else training to be given. 1 3 LR NO
Starting / running of machineries while greasing Injury to Personnel One person to be machinery start / stop

7 3 4 MR controls 1 4 LR NO
Injury due lack PPE or poor condition of PPE Injury to Personnel PPE to be used and their condition to be
8 3 4 MR discussed during toolbox meeting
1 4 LR NO
9 Injury due fall if working at heights Injury to Personnel 2 4 MR Use Working aloft checklist 1 4 LR NO
Work to be carried out under supervision of Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
responsible person
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : GREASING OF WINDLASS AND MOORING WINCHES If any hazard manifests itself even after effective control
Correct tools / equipment not used Damage to Equipment, Injury to Use correct tools - greasing guns, nipple type,
1 Personnel 4 4 HR test pneumatic grease pumps before job 1 4 LR NO
Weather and Sea Conditions Damage to Equipment, Injury to Weather forecast to be checked, if likely to

2 Personnel 3 3 MR deteriorate, greasing of forward winches to 2 3 LR NO
postpone
3 3 4 MR slipping, no oil leaks
1 4 LR NO
4 5 5 HR 1 5 MR YES
Communication Injury to Personnel Good and visual communication, at least two
5 4 5 HR persons to be allocated to the job 1 5 MR YES
Job allocation ‐ personnel's involved, familiarity Injury to Personnel Competent person to carry out the job who has
6 3 4 MR done it before, else training to be given. 1 4 LR NO
Starting / running of machineries while greasing Injury to Personnel One person to be allocated to the machinery

7 4 5 HR start / stop controls 1 5 MR YES
Damage to machinery due use of wrong equipment for Damage to Equipment, Injury to Correct greasing equipment to be used, avoid
greasing. Correct PPE not worn Personnel direct contact with machinery. Use of correct
8 3 4 MR PPE, no loose or torn boiler suits that could be 1 4 LR NO
entangled with M/C
One man operation Injury to Personnel At least two persons to be allocated to job

9 3 5 HR 1 5 MR YES
Use of long wooden brushes, greasing not to be done on Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
running machinery
If dedicated person at the control of m/c is not
5 available, job to be postponed or cancelled Acceptable
Greasing to be done in stop condition, greasing person be considered when doing next risk assessment for the same job )
7 to move away when m/c required to turn Acceptable

If dedicated person at the control of m/c is not
9 available, job to be postponed or cancelled Acceptable 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : HOT WORK If any hazard manifests itself even after effective control
Fire and explosion hazard due to hot work Injury to Personnel, Damage to Specific Hot work checklist from Safety Manual
1 Property and Enviournment 5 4 HR to be complied with strictly 1 4 LR NO
Trips and falls ‐ based on location Injury to Personnel Proper PPE and Tool box meeting prior Job
2 4 4 HR activity. 1 4 LR NO
Asphyxiation ‐ based on location Injury to Personnel Well ventilated area outside accommodation
3 4 4 HR and gas meters used at timely intervals 1 4 LR NO
Personal burn injury during hot work Injury to Personnel Trained welder and tool box meeting before job
4 4 4 HR 1 4 LR NO
Faulty equipment (leaking torches, hoses, cables etc) Fire and electrocution hazards All equipment to be thoroughly checked before
putting into use. Welding cables to be
5 4 4 HR inspected and connecters ensured to be fault- 1 4 LR NO
free.
Sparking due to improper earthing of the welding return Fire/Explosion All welding must be undertaken only with return
cable. cable connected directly to work-piece.
6 4 4 HR 1 4 LR NO
9
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : LOWERING LIFEBOAT If any hazard manifests itself even after effective control
Damage to lifeboat / injury to crew due Weather & sea Injury to Personnel / Damage to Lifeboat to be only lowered in calm sea
1 condition Equipment
4 4 HR conditions. 1 4 LR NO
Failure in lowering and hoisting of boat or Hook premature Injury to Personnel / Damage to Maintenance and inspection as per SMMS.
release/failure/seizure Equipment Equipment to be serviced as per approved
service agent. Inspection prior lowering. Crew
2 3 5 HR to be trained on the operation of the specific
1 5 MR YES
hook in use
Slipping of brake and uncontrolled lowering of the boat or Injury to Personnel / Damage to Correct maintenance and inspection as per

damage to boat by impact with davit when hoisting up. Equipment SMMS. Brakeman to have clear line of sight
3 3 5 HR with boat when lowering. Good communication
1 5 MR YES
Communication failure Damage to Equipment Communication equipment are fully ready and

4 2 4 MR tried out before the drill. 1 4 LR NO
Incorrect launching ‐ correct launching procedure not Injury to Personnel / Damage to Toolbox meeting to be conducted prior to the
5 followed by crew Equipment 2 5 MR drill & crew to be briefed on their assigned 1 5 MR YES
duties.
Lifeboat damage during movement Damage to Equipment Before lowering ensure plugs are shipped.
Gripes removed, painters passed, no
6 3 5 HR obstruction overside and falls clear.
1 5 MR YES
Personal injury to crew due body parts getting entangled with Injury to Personnel Toolbox meeting held prior drill. Situational

moving equipment, back injury and slips due grease awareness stressed. Correct PPE used.
7 4 4 HR Adequate persons to lift items and area kept 1 4 LR NO
clean
Crew Injury during lifeboat launching and hoisting Injury to Personnel Assigned operating crew should not be required
to be onboard lifeboats during launching unless
8 4 4 HR Master uses overriding authority
1 4 LR NO
Chance of Ford & aft falls adjustment shifted during on load Damage to Equipment Adjustment marking on falls to confirm prior

release test if release gear does not open ford & aft blocks lowering & on load release to be tested just
simultaneously or due to uneven jerk above water level. if boat retrieve with uneven
9 3 4 MR ford & aft fall lengths, boat to lower & adjust the
1 4 LR NO
fall

1
Boat to be first lowered to 1 mtrs and then picked up. Discussed hazards and controls with team Yes No

2 During hoisting up, limit switch to be tried out. Acceptable
FPD (Fall preventer device) to be used until lifeboat is 1 Date and time when all controls are in place
3 meter above water and should be fitted back when Acceptable
launching
Shut down period for this RA (For work on critical jobs only) From To
4
Launching procedure should be posted at site
5 Acceptable
Gripes should be cleared from the boat after they are Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 released. Coir Fenders to rig on the fashion plate Acceptable be considered when doing next risk assessment for the same job )
7
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : LIFEBOAT WEEKLY AND MONTHLY MOVEMENT If any hazard manifests itself even after effective control
Weather & sea condition Damage to Equipment Must not be lowered if there is swell & wind
1 4 3 MR force above 4. 2 3 LR NO
Damage to lifeboat as vessel is making way( if brakes fail and Damage to Equipment Maintenance strops to be connected prior to
boat goes all the way down). releasing the lashing of the boat. Strops to be
2 4 4 HR removed once boat is lashed after the work
1 4 LR NO
Slipping of brake Damage to Equipment To be lowered by handle for the brake at the

3 2 3 LR main drum. 1 3 LR NO
Fall injury while Working aloft to connect/disconnect the Injury to Personnel Safety harness to be worn by the crew who are
maintenance strop assigned the work of connecting/disconnecting
4 2 4 MR the maintenance strop
2 3 LR NO
Body injury due moving gears/equipment Injury to Personnel Toolbox meeting to be held and staff advised to

5 3 3 MR be alert and to be clear of moving wires/drums 1 3 LR NO
Slip, trip and fall injury at work site Injury to Personnel Toolbox meeting to be held and staff advised to

6 3 4 MR be alert and have good situational awareness. 1 4 LR NO
Charger connections Damage to Equipment Battery charger disconnected. Eletrician

7 3 3 MR standby. 1 3 LR NO
8
9
1
Date and time when all controls are in place
3
4
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : MOORING AND UNMOORING OPERATIONS ‐ BERTH If any hazard manifests itself even after effective control
Contact damage to vessel or jetty during mooring / Damage to Equipment Berthing checklist as per Sec 3.5 of BPM used
unmooring due to speed of approach to jetty and discuss the plan with the pilot. Sufficient
1 3 5 HR tugs should be available for the operation
1 5 MR YES
Personal injury to mooring crew, Slip and trip fall injuries Injury to Personnel Toolbox meeting to be held prior start of

during mooring/unmooring ops operation. All mooring crew to have suitable
2 4 4 HR PPE. Anti skid painting to be applied over the
1 4 LR NO
mooring area
Injury due to line parting / standing in bight of rope Injury to Personnel Toolbox meeting should discuss these issues
and the importance of alertness. Crew to stay
3 4 5 HR clear of Snap Back Zone.
1 5 MR YES
Injury from messenger line Injury to Personnel Proper monkey fist should be made on the

heaving line. The monkey fist should not have
4 3 3 MR any metal or other weig 1 3 LR NO
Mooring machinery not working or gear not in good Damage to Equipment All machinery to be checked and tried out prior
5 condition 2 4 MR commencement of operations. All gears to be 1 4 LR NO
checked
Communication failure Damage to Equipment Minimum of 2 walkie talkie at each location and
the communication systems to be checked.
Closed loop communications to be used. When
addressing stations on radio, ship's name to be
used as a prefix to avoid confusion with other
vessels. Duty officers manning stations to
discuss mooring plan using drawings on bridge
6 3 4 MR with Master & Pilot before proceeding to 1 4 LR NO
stations. Same to be re-discussed with all
hands when holding a tool-box meeting.
Damage to vessel/jetty from weather and sea conditions. Damage to Equipment Weather condition (tide, wind etc.) should be

discussed with pilot and suitable
7 2 5 MR countermeasure taken ( extra tug, waiting etc) 1 5 MR YES
For Hydraulic winches oil leakages due to line fracture Damage to Equipment and Ensure all sccuppers are plugged prior starting
Enviornment winches and inspection/testing of hydraylic
8 3 4 MR lines regularly to ensure wasted/weak section 1 4 LR NO
are renewed
Tug Line(Either use ship's line or tug line) parting & chance of Damage to Equipment Timely communication while staying safe from

9 getting entangled in propellor of vessel or tug. 3 4 MR snap back zone.& ensure parted line is 1 4 LR NO
reported and retrieved .
Portable ship fenders to be kept ready for use in case Alternate method of work considered and found not applicable Yes No
1 the vessel is coming heavily on to the berth. Acceptable
Snap back zones to be discussed during toolbox Date and time when all controls are in place
meetings. If space permits, they should be marked on
deck. Tug line to be inspected and should be in good
3 Acceptable
condition. Crew member to keep clear of snap back
zones.
Mooring operation to be suspended in case of bad be considered when doing next risk assessment for the same job )
7 Acceptable
weather
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : PERSONNEL TRANSFER BASKET If any hazard manifests itself even after effective control
Poor crane performance, crane failure, wires, blocks, hooks, Injury to Personnel Rigorous inspection and testing to ensure that
1 hydraulics, brakes. 3 5 HR the equipment is in good order by following 1 5 MR YES
SMMS schedules.
Inability of ship to remain in position and sudden movement Injury to Personnel Check and ensure that the relative position of
of other ship the ship is maintained and no sudden
2 3 3 MR movement is given during transfers.
2 3 LR NO
Personnel Injury due to ergonomic condition including sea, Injury to Personnel Transfer operation to take place only with wind
swell visibility due to rain or squall, basket lands heavily on speed less than 25 knots, combined sea/swell
deck or due pendulum movement of the basket height less than 3 metres, visibility more than
300 metres. The basket should be equipped
with cushion material to reduce jarring when
3 3 5 HR landed. breifing to be done to persons using the
1 5 MR YES
basket if they are not regular users of the
basket.
Injury due to not wearing the appropriate clothing and/or life‐ Injury to Personnel To Ensure proper PPE and a life vest is worn
4 saving appliances 3 4 MR while riding a basket. Do not allow transfer 1 4 LR NO
without a life vest.
Job allocation ‐ personnel's involved, familiarity insufficient or Injury to Personnel Competent person to operate the crane, else
inexperienced or untrained crane operator. training to be given. The crane driver should be
5 2 4 MR trained and have a clear view of operations
1 4 LR NO
Poor communication between ships, on deck or with the Injury to Personnel Visual and radio communication must be

6 person being transferred, and language problems. 3 3 MR established by all 1 4 LR NO
parties involved, including the bridge.
Inappropriate transfer equipment/basket. Injury to Personnel Proper certified transfer basket to be used only.
7 2 4 MR 1 4 LR NO
Crane driver not being able to see the lift when over the side Injury to Personnel Agreed hand signals must be used. Adequete
8 especially during night‐time transfers 3 4 MR lighting for night transfers. 1 4 LR NO
Crane operator not being able to see the sea/weather for Injury to Personnel Proper/ clear signals given to the crane

9 landing the basket on the other side 3 5 HR operator from the designated person on deck 1 5 MR YES

Crane and the Transfer basket dummy test to be carried Alternate method of work considered and found not applicable Yes No
1 Acceptable
out prior actual transfer.
Operation to be done only when rolling is less than 5 Date and time when all controls are in place
Deg. Proper safety Instructions to be given to the
3 Acceptable
person being transferred and ensure that he is aware of
it.
One person to be nominated on deck to signal to the
9 crane operator & operator should only follow his signal. Acceptable 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : PILOT LADDER ‐ RIGGING AND HOISTING/SECURING If any hazard manifests itself even after effective control
Fall due defective pilot ladder Injury to Personnel Pilot ladder including the ropes should be
thoroughly inspected. Ensure the steps are
1 2 4 MR clean and free of oil & not Painted.
1 4 LR NO
Back injury when picking pilot ladder Injury to Personnel Proper procedure to be followed when picking

2 3 5 HR up the ladder as per code of safe working 1 5 MR YES
practice.
Injury due weather and sea condition Injury to Personnel Suitable lee to be provided for the crew working
3 3 3 MR at site, if applicable
2 3 LR NO
For pilot ladder stowed on drums with pneumatic or other Injury to Personnel One person to be at the control lever and
motors, injury due to uncontrolled movement of drum due another person to adjust the stowage on the
5 handling by one person
3 5 HR drum
1 5 MR YES
6
7
8
9
Sufficient crew to be available for picking up the ladder Discussed hazards and controls with team Yes No
2 Acceptable
Notice or stencil to be put on location that the stowage
5 should be carried out by atleast two persons. Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : RENEWING CRANE WIRE / CHANGING CRANE WIRE If any hazard manifests itself even after effective control
Injury due Improper tools / equipment Injury to Personnel Use correct tools - greasing guns, nipple type,
1 4 4 HR test pneumatic grease pumps before job (if 1 4 LR NO
APPLICABLE)
Injury due Weather and Sea Conditions Injury to Personnel / Damage to Weather forecast to be checked, if likely to
2 Equipment 4 3 MR deteriorate, greasing to be postpone 2 3 LR NO
slips & trips due to slippery areas Injury to Personnel The area must be maintained clean to avoid

3 3 4 MR slipping. No oil leaks. 1 4 LR NO
4 4 5 HR for greasing
1 5 MR YES
Communication Injury to Personnel Good visual communication, at least two
5 3 4 MR persons to be allocated to the job
1 4 LR NO
Injuries due crew selected for the job not being familiar with Injury to Personnel Competent person to carry out the job who has
6 job requirement 3 3 MR done it before, else training to be given. 1 3 LR NO
Starting / running of machineries while greasing Injury to Personnel One person to be machinery start / stop

7 3 4 MR controls 1 4 LR NO
Injury due lack PPE or poor condition of PPE , Injury due sharp Injury to Personnel PPE to be used and their condition to be
knuckles / Broken wire in strands discussed during toolbox meeting. Rubber
8 4 4 HR gloves to be worn over leather gloves for hand 1 4 LR NO
greasing and roller brush to be used when
possible.
9 Injury due fall if working at heights Injury to Personnel 4 4 HR Use Working aloft checklist 1 4 LR NO
Work to be carried out under supervision of responsible Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
person.
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : SINGLE POINT / BOUY MOORING If any hazard manifests itself even after effective control
Date of Risk Assessment 20‐Dec‐13 Last Assessment: 20‐Dec‐13 Current : 18‐Dec‐13 Last : 28‐Feb‐13
Personal injury to mooring crew Injury to Personnel Toolbox meeting to be held prior start of
1 3 4 MR operation. All mooring crew to have suitable 1 4 LR NO
PPE
Trips and falls in the work area Injury to Personnel Mooring area inspected and Clutter free. All
2 3 4 MR unwanted loose gear removed. 1 4 LR NO
Parting of ropes/ failure of equipments Injury to Personnel, Damage to Mooring equipment / ropes inspected regularly

3 Property
3 4 MR for any defects. 2 4 MR YES
Damages while making fast and Casting off tug Boat Damage to Property Toolbox meeting carried out
4 2 4 MR 1 4 LR NO
Injury due to line parting / standing in bight of rope Injury to Personnel, Damage to Toolbox meeting should discuss these issues
5 Property 2 4 MR and the importance of alertness. 1 4 LR NO
Mooring machinery not working or gear not in good Damage to Property All machinery to be checked and tried out prior
6 condition 2 4 MR commencement of operations. All gears to be 1 4 LR NO
checked
Damage to bouy during operation caused by wind or tide Damage to Property, Damage to Weather condition (tide, wind etc.) should be
effect on the vessel Enviornment discussed with pilot and suitable
7 2 4 MR countermeasure taken ( extra tug, waiting etc)
1 4 LR NO
Communication failure Damage to Property, Damage to Minimum of 2 walkie talkie at each location and
8 Enviornment 2 4 MR the communication systems to be checked. 1 4 LR NO
Entangling of body parts Injury to Personnel All equipments to be checked for safety

9 2 4 MR (guards/covers in place) 1 4 LR NO
Snap back zones to be discussed during toolbox Date and time when all controls are in place
meetings. If space permits, they should be marked on
3 Acceptable
deck. Crew member to keep clear of snap back zones.
4
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Name of Vessel : MV/MT WALLEM RISK ASSESSMENT Work area :
Work Activity being assessed : Inspection on deck during bad weather If any hazard manifests itself even after effective control
Date of Risk Assessment 03‐Mar‐14 Last Assessment: 03‐Mar‐14 Current : Last :
Vessel rolling/pitching heavily ttip/slip/fall injuries. Loose objects Vessel to take all heavy weather precautions
can cause injuries/ damage to and comply with the checklists available in the
property Bridge Procedures Manual and the type specific
manual. If the vessel is rolling/pitching heavily,
vessel to adjust course and speed to minimise
1 5 4 HR the effect of adverse weather conditions, if 2 4 MR YES
necessary reduce the speed to minimum and
hove to.
Shipping Seas/ Heavy Sprays Result is severe injuries due Vessel to adjust course and speed to minimise
waves/ shipping seas, can result shipping seas/ Heavy sprays, it is recommended
2 in personnel going overboard. 4 5 HR to adjust the course and keep the sea/swell on 2 4 MR YES
quarter.
Ship staff inexperienced & unaware of the hazards Result in serious injuries, getting Inexperienced ship staff (Cadets/Trainees)

washed overboard should not be sent for inspection on deck during
3 3 4 MR bad weather. 2 4 MR YES
Loose /Unsecured objects/Inadequate strength of lashings for Result is severe injuries & Ensure all objects/spare parts/cargo units and
the deck cargo/vessel's equipment damage to vessel/cargo equipment is well secured using wire ropes and
bottle scre arrangements. Atleast two
independent lashings to be taken to ensure
failure of one lashing shall not result in
4 4 4 HR shifting/moving of heavy objects. Cargo vessels 1 5 MR YES
to strictly comply with cargo securing manual -
the adequacy of lashings to be checked/verified
orior departure port.
Poor Communication This can result in failure to The person leading the team and the back up
comply with established person to carry walkie talkies and establish
procedures/seamanship & thus closed loop communication with bridge. Notices
5 result in accident/injuries 3 4 MR and announcements to be made prohibiting 1 4 LR NO
personnel to go on deck during bad weather
conditions.
Exposure to water/sprays/rain Result in Hypothermia Proper PPE to be donned, including rain coats,

parka jackets as appropriate to minimise getting
6 3 4 MR wet and exposure to cold weather conditions 1 4 LR NO
7
8
9
The ship staff to use the Fore and after centerline safe Alternate method of work considered and found not applicable Yes No
walkway and make use of lifelines, lifejackets, adeqate
PPE. The OOW to monitor and supervise the personnel
1 and maintain effective communication throughout Acceptable
during the time period on new course.
The ship staff to use the Fore and after centerline safe Discussed hazards and controls with team Yes No

walkway and make use of lifelines, lifejackets, adeqate
PPE. The OOW to monitor and supervise the personnel
2 Acceptable
and maintain effective communication through out.
Prior proceeeding for the inspection a detailed tool box Date and time when all controls are in place
meeting to be carried out and staff explained in details
3 of the hazards and precautions necessary by a Acceptable
responsible officer
Ensure the lashings are checked by a responsible officer Shut down period for this RA (For work on critical jobs only) From To

and tightened at regular intervals. Vessel to obtain and
monitor regular weather forecasts obtained via weather
4 Acceptable
fax/EGC broadcasts & other sources
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Name of Vessel : MV/MT WALLEM RISK ASSESSMENT Work area :
Work Activity being assessed : Operating CABA compressor for charging BA bottles If any hazard manifests itself even after effective control
Date of Risk Assessment 12‐May‐14 Last Assessment: 12‐May‐14 Current : Last :
Unfamiliar with CABA compressor operation Injury to personnel, Damage to BA compressor to be used as per Maker's
the BA Compressor instructions under supervision of responsible
officer. Operating instructions to be posted
conspicuously adjacent to the BA compressor.
1 4 4 HR Ship staff to be trained/familiaried with CABA 1 4 LR NO
compressor during on board training/drill
sessions
Poor conditon CABA compressor Can result in failure of CABA CABA compressor to be maintained as per

compressor. The pressure relief Maker's instructions. The job descriptions as
valve not operating can result in per the Maker's manual to be entered in the
serious accidents due over- SMMS and complied with. Pre-starting checks
pressurisation Choked/clogged to be done as per Maker's instruction. The
2 filters can result in poor air qualit
3 4 MR filters to be replaced as per the running
1 4 LR NO
in the BA bottles hours/conditon monitoring as stated in the
Maker's manual
Failure of filling of hose and/or the couplings/adapters used Result in injuries The hoses/couplings and adapters in use to be

to connect the BA bottles well maintained and inspected for satisfactory
condition prior putting in use. Poor hoses,
3 3 4 MR adapters/couplings to be immediately replaced.
1 4 LR NO
Poor Quality of Air health hazard for personnel a long hose of suitable size to be provided at
donning BA sets the suction side of the compressor and air is
drawn from open atmosphere (not from the
room where the CABA compressor is installed.
4 3 4 MR The filters to be regularly cleaned/changed as
2 4 MR YES
per Maker's manual.
CABA compressor inoperable in an emergency case of black This affects emergency CABA compressor to be connected to the

out (power failure) preparedness and response and emergency switchboard
result in insufficient charged BA
5 bottles during an emergecy 2 4 MR 1 4 LR NO
which needs donning of BA set
Use of CABA compressor in hazardous space (for tankers) Fire Hazards CABA compressor to be installed in a non

hazardous space. Caba compressor not to be
removed from the space where it is installed.
6 2 4 MR For charging life boat air bottles - hoses of 1 4 LR NO
appropriate rating and length to be made
available onboard
BA bottles over pressuried during filling, i.e pressure Result in failure of BA bottels The BA bottles to be kept submerged in cold

exceeding the designed operating pressure. water while filling and the pressure to be
monitored continuosly throughout until the
7 3 4 MR bottles are filled up to the deisgned operating
1 4 LR NO
pressure.
Only BA bottles to be charged with CABA compressor Injury/Explosion Hazard, if wrong SCBA Bottles to be color coded, Oxygen bottles
8 cylinderis charged 3 4 MR to have different colour coding 2 4 MR YES
9
Caba Compressor Air quality test to be done annualy Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
The ship staff to be familiar with the color code of the Comments :
8 Acceptable
BA bottle Review dates Rank
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Name of Vessel : MT/MV WALLEM RISK ASSESSMENT Work area : Deck
Work Activity being assessed : High Pressure Hydro‐blasting operation If any hazard manifests itself even after effective control
Untrained personnel using the Hydroblaster. Serious injury All crew trained on the use of the Hydroblaster
1 2 4 MR by following the specific guidelines given in the 1 4 LR NO
Manual.
Recoil of the lance when using the Hydroblaster Serious injury The minimum lance length to be more than 1
2 3 4 MR mtr so as to not have a strong recoil. 1 4 LR NO
Improper PPE Serious injury All the involved personnel to have full PPE as
supplied with the Hydroblaster, which includes,
Heavy duty water proof suit, Reinforced shoes,
3 2 4 MR Safety helmet, Safety Visor, Safety Goggles &
1 4 LR NO
gloves.
Lack of personnel Serious injury A minimum of 3 people to be assigned the work

with the Hydroblaster as per company policy. 2
persons to fully don all the safety gear, one
person should be operating & other person (
assistant) stays behingd the operator at a safe
4 2 4 MR distance observing the operator closely, the 3 1 4 LR NO
rd person to be at the emergency stop controls
with means of communication with the
assistant.
Slip, Trips & fall Serious injury The area to be attended to be 1st cleared of all

tripping hazards, one assitant to remain behind
the operator at a safe distance who monitors
the operator & if any doubt he calls the person
5 3 4 MR standby at the emergency stop to stop the
1 4 LR NO
hydroblaster immediately.
Fatigue due to lengthy duration of operating the Serious injury. 2 persons should be ready with all the safety
Hydroblaster. gear to change hands between them every 15-
6 3 4 MR 20 minutes of operation .
1 4 LR NO
Over‐pressurisation Serious injury/ Damage to Check the operation of the Dump back
equipment arrangement, when the trigger is released after
the operation the dump back system should
7 2 4 MR dump the pressure to the water tank releasing
1 4 LR NO
the line pressure.
Communication failure Serious injury Ensure closed loop communication is complied

with. The pump operator to be in direct line of
sight of the lance operator, in case this is not
possible a signal man to be in place who is in
direct sight with the pump operator and the
8 3 4 MR lance operator. The walkie talkies in use to be
1 4 LR NO
checked for satisfactory operation and batteries
to be full charged prior to the operation.
9
3 Date and time when all controls are in place 08‐May‐2014 / 0800 LT
8 Comments : All items in the Safety manual Review dates Rank
9 Checklist 19.8 to be complied with and office 1
approcal obtained for hydro blasting operation 2
DO JOB
3
4
Ver 2.0 / Nov 13
RISK ASSESSMENT
Deck and Cargo

(for Bulk Carrier)
Name of Vessel : BULK CARRIER WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : BALLASTING / DEBALLASTING CARGO HOLD AT SEA If any hazard manifests itself even after effective control
Damage to ship structure due sloshing ‐ Wx condition is NOT Damage to Equipment Wx condition to be monitored prior
1 Calm 3 5 HR commencement of ballasting or deballasting of 1 5 MR YES
cargo hold.
Damage to ship structure due sloshing ‐ Wx condition Damage to Equipment Wx forecast to be checked prior
2 deteriorates during operation 4 5 HR commencement of ballasting or deballasting. 2 5 MR YES
Damage to ship due to Improper vent procedure Damage to Equipment Hold vent should be open prior to any ballasting
3 3 5 HR or deballasting operation. 1 5 MR YES
Sloshing damage due to rolling and pitching of vessel Damage to Equipment Alter course to ensure that rolling and pitching is
4 3 5 HR absolutely minimal.
2 5 MR YES
Suction loss during deballasting due to lack of water head Damage to equipment Control of discharge of ballast by throttling of
5 3 5 HR required valves as per water level 1 5 MR YES
6
7
8
9
Vessel to carry out ops at anchor or drifting off port limits Alternate method of work considered and found not applicable Yes No
1 if weather condition is not favorable at Sea for Acceptable
ballast/deballast.
Office Approval (Fleet Cell/ Technical or Marine Discussed hazards and controls with team Yes No
department ) to be obtained prior to commencement of
2 Acceptable
cargo hold ballasting/deballasting.
Posting of notice in the ballast control room regarding the Date and time when all controls are in place
3 ventilation procedure prior to ballasting and deballasting Acceptable
holds.
Keep hold ballast at least almost full and keep re‐filling Shut down period for this RA (For work on critical jobs only) From To
4 during passage once content has reduced. Acceptable
Duty officer and engineer to be in close communication to
check and advise water level and engine room to check
5 Acceptable
suction pressure to regulate the valves.
6 Any new hazard or missed hazard ( If Yes, Mention in comments and to be Yes No
7 considered when doing next risk assessment for the same job )
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : CARGO HOLD CLEANING If any hazard manifests itself even after effective control
Weather condition Injury to Personnel Monitor weather condition , Stop cleaning
1 4 5 HR operations in deteriorating weather or if bad 2 5 MR YES
weather is forecast
Danger of fall if crew stand on hatch coming track way and Injury to Personnel No crew are allowed to stand on hatch coming
2 fall down to cargo holds
3 5 HR for cargo residues removal.
1 5 MR YES
Impact injury from cleaning equipment (Fire hose , combi‐ Injury to Personnel Proper training of operation of High Pressure
gun, high pressure washing machine Equipment . At least 3 persons using the
equipment. Overviewing by responsible person.
3 4 5 HR No crew are allowed to stand on hatch coming 1 5 MR YES
for cargo residues removal.
Fall injury from extendable ladder or normal ladders. Injury to Personnel Ladder condition to be checked prior use.

4 4 5 HR Ladders to be secured prior to person climbing 1 5 MR YES
up.
Fall injury from stage / scaffolding. Injury to Personnel Proper tools to be used in rigging scafolding.
When scaffolding/ stage is to be moved, person
5 4 4 HR on it should disembark. Use safety harness
1 4 LR NO
Slip & trip hazard as hold bottom would be wet and present Injury to Personnel Proper PPE and good situational awareness.

6 additional hazard
3 4 MR 1 4 LR NO
7 3 3 MR persons to be allocated as one group 1 3 LR NO
Hazard from chemicals used for cargo holds cleaning . Injury to Personnel Proper PPE to be worn

8 3 5 HR 1 5 MR YES
Unfamilair crew e.g motoraman and wiper not used to Injury to Personnel Toolbox meeting to be used to inform the
working in hold and/or handling charged hose unfamilair crew on the jobs that can be done by
9 3 5 HR them and the various associated danagers.
1 5 MR YES

Vessel to adjust course and speed to reduce rolling Alternate method of work considered and found not applicable Yes No
1 Acceptable
when cleaning holds, if required.
Danger of standing on trackway to be discussed in Discussed hazards and controls with team Yes No
2 Acceptable
toolbox meeting
Washing hose should not be aimed at any person and Date and time when all controls are in place
3 always to be in control of the hose handler. Acceptable
Control measure for hazard to be discussed in toolbox Shut down period for this RA (For work on critical jobs only) From To

4 Acceptable
meeting.
Toolbox meeting. MSDS to be discussed and training for Comments :
8 crew on hazards of the chemical. Acceptable
Review dates Rank
Unfamilar crew to be monitored when handling senstive
9 jobs like handling charged hose. Acceptable 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : LIGHTERING FROM BARGES If any hazard manifests itself even after effective control
Dragging Anchor ‐ collide with other vessel at anchor or Damage to Equipment and Good anchor watch maintained as per BPM.
1 running aground Enviornment
3 5 HR Checklist followed. 1 5 MR YES
Poor approach by barge leading to contact damage Damage to Equipment and Barge to be monitored as she comes alongside
2 Enviornment 4 5 HR and a parallel approach to be made by the 2 5 MR YES
barge
Movement of barge when alongside and contact damage Damage to Equipment and Barges should be properly fendered.
3 Enviornment
4 4 HR 2 4 MR YES
Movement of barge due to deteriorate weather condition Damage to Equipment and Weather forecast to be monitored and
4 Enviornment 4 5 HR operations suspended when weather 2 5 MR YES
deteriorates
5
6
7
8
9
Chain checked periodically for strain and lead. Alternate method of work considered and found not applicable Yes No
1 Acceptable
Good communication with barge is essential. Vessel Discussed hazards and controls with team Yes No

should keep portable fenders ready for use. Barge to be
2 Acceptable
well fendered
3 Duty officer to monitor the barge and the weather Acceptable Date and time when all controls are in place

Barge to be cast Off when there is movement of barge Shut down period for this RA (For work on critical jobs only) From To
4 due sea and swell condition. Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : LOADING MINERAL CONCENTRATES If any hazard manifests itself even after effective control
Shifting of Cargo due to liquefaction which can lead to Loss of Life, Property and Cargo moisture content should not exceed
capsizing damage to enviornment TML. Shipper has to submit certificate stating
1 3 5 HR TML and cargo moisture content prior to start 1 5 MR YES
of loading.
Invalid certificate by shipper ‐ Moisture content not the Damage to Property Watch for sign of excessive moisture in cargo

correct value loaded. Carry out can test and inform SID ,
2 3 5 HR Charterer, Owners if can test fails. 2 5 MR YES
Cargo is kept in open areas and exposed to rain and the port Damage to Property Watch for sign of excessive moisture in cargo

area has experienced rain over the last few days loaded. Carry out can test. Inform SID ,
3 4 4 HR Charterer, Owners if can test fails.
1 4 LR NO
loading from open barges in rainy conditions Damage to Property Reject cargo from any open barges which are
4 2 4 MR not covered during rain. 1 4 LR NO
During loading , Cargo splattered onto bulkheads, slopping Damage to Property Stop loading , check moisture content of
lower side plating and shell plating portions of the cargo already loaded /being
5 3 3 MR loaded. If above TML, inform office 1 3 LR NO
6
7
8
9
Test for moisture content should have been within last Alternate method of work considered and found not applicable Yes No
1 7 days prior to loading. Carry out can test as per BC code Acceptable
Vessel to insist for valid certificate. In case of doubt, Discussed hazards and controls with team Yes No

2 scan and send the certificate to the office. Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : LOADING STEEL CARGO If any hazard manifests itself even after effective control
Damage to cargo due poor condition of cargo hold prior to Damage to Cargo Cargo holds to be prepared to Grain standard.
1 loading 3 5 HR Hold should be clean and dry. Hold to be rinsed 1 5 MR YES
with fresh water.
Hatch cover leakage Damage to Cargo Pre-loading , watertight test by hose or
ultrasonic and repair if leakage found. Hatch
2 4 5 HR cover maintenance as per SMMS
1 5 MR YES
Damage to cargo and ship structure due to poor Stowage Damage to Cargo Hold strong points to be marked on tank top &
dunnage to be properly positioned during
3 4 4 HR loading, Avoid stowage in space without parallel 1 4 LR NO
side.
Damage to cargo and ship structure due to dunnage Damage to Cargo Dunnage with sufficient thickness to be used.

Dunnage should be sufficient for avoid to
4 4 4 HR exceed tank top acceptable strength. 1 4 LR NO
Hazards of coils to ship structure Damage to Equipment stowed across ship with their axis for and aft
.stout Dunnage ,Wedge for each coils on the
5 4 4 HR bottom, key coils to be used for tighten the stow 1 4 LR NO
Personal injury from loaded steel product Injury to Personnel Crew should not stand in the fall or swing zone
6 4 5 HR of lifted steel 1 5 MR YES
Pre existing damage or poor condition of cargo Cargo Claims P & I surveyor attending. Mate's receipt to be
7 4 4 HR caused
1 4 LR NO
8
9
Carry out silver nitrate test on sections of hold. Alternate method of work considered and found not applicable Yes No
1 Acceptable
Hatch cover sealing tape (Ramnek tape) to be used to Discussed hazards and controls with team Yes No

2 Acceptable
supplement
Toolbox meeting to be held prior to loading of steel Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 Acceptable
cargoes be considered when doing next risk assessment for the same job )
7
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : OPENING / CLOSING HATCH COVERS If any hazard manifests itself even after effective control
Damage to hatch cover when opening Damage to Equipment Visual check all cleats to ensure they are
unsecured by at least by 2 persons. No
1 3 4 MR obstruction in the path of the hatch cover
1 4 LR NO
wheels
Damage to hatch cover when closing Damage to Equipment Visual check all cleats to ensure they are
unsecured by at least by 2 persons. No
2 3 4 MR obstruction in the path of the hatch cover
1 4 LR NO
wheels
Damage from improper securing in open or closed position Damage to Equipment Proper procedures for securing the hatch cover
3 3 4 MR as stipulated by the manufacturer is to be 1 4 LR NO
followed.
Damage due to poor communication Damage to Equipment Good visual communication with at least two
4 2 4 MR person assigned for the job.
1 4 LR NO
Entanglement of body part from the running wheel of the Injury to Personnel Body of person monitoring closure to be well
5 hatch cover
2 4 MR clear of the track way.
1 4 LR NO
6
7
8
9
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
RISK ASSESSMENT
Deck and Cargo

(for Tankers)
Name of Vessel : TANKER WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : CONNECTING / DISCONNECTING CARGO HOSE If any hazard manifests itself even after effective control
Injury due to improper handling of crane Injury to Personnel Duty officer to supervise operations, only a
1 3 4 MR trained crane operator to handle the crane 1 4 LR NO
Injury due to parting of crane wire or failure of crane Injury to Personnel and Property Proper inspections and maintenance to be

2 4 4 HR carried out as per SMMS 1 4 LR NO
Oil pollution due to oil leak Damage to Enviornment Flange on the hose to be correctly tightened,
3 4 4 HR drip tray drain valve to be closed and scuppers 1 4 LR NO
to be in place
Toxic gas hazard for the crew Damage to Enviornment and Crew handling hoses to be provided with
4 Risk to Personnel 4 5 HR personal gas meter when handling cargo with 1 5 MR YES
toxic gas hazard
Failure of Hose Handling Crane Damage / Injury to Personnel & Hose handling Cranes should be rigerously
Property, Delays. tested. Pre-Arrival Checklist should be closely
5 3 4 MR followed. Regular maintenance should be
1 4 LR NO
carried out as per SMMS schedule.
9
Toxic gas procedures to be followed from Safety manual Shut down period for this RA (For work on critical jobs only) From To
4 and tanker manual to be followed. Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
WALLEM RISK ASSESSMENT
Name of Vessel : Tanker Work area : Deck
Work Activity being assessed : Crude Oil Washing If any hazard manifests itself even after effective control
Date of Risk Assessment 16‐Jan‐16 Last Assessment: 06‐Dec‐15 Current : 18‐Dec‐13 Last : 30‐Jun‐12
Failure to comply with requirements of COW Checklist Personal casulaty, Damage to COW Checklist should be complied with
Environment & damage to vessel diligently
1 4 5 HR 1 5 MR YES
Pressure surge in the COW Line / Excessive pressure in line Damage to Environment Pressure in the lines to be increased slowly.

Pressure in COW line to be adjusted when
2 3 4 MR changing tanks. Pressure in tank cleaning line 1 4 LR NO
not to exceed maximum operating pressure
Release of toxic vapours Risk to personal, damage to All operations to be carried out in closed mode.
3 envoirnment and fines 3 4 MR Crew to muster at safe area inside 1 4 LR NO
Accommodation and comply with company's
Carry over of oil sheen or spill by rainwater at time of heavy Damage to Environment Work Practice on Scupper control procedure to
4 rain 5 5 HR be followed 1 5 MR YES
Leak from COW Machine Damage to Environment Follow manfufacturers guidelines in SMMS for

5 4 4 HR maintenance of COW Machine. Deck crew to 1 4 LR NO
be standby on tank being washed
Communication failure / Improper communication Damage to envoirnment and Closed loop communication to be carried out at
6 damage to property/equipment 3 4 MR all times and instruction from CCR must be 1 4 LR NO
repeared back clearly
Slip, trip and fall at work place Personal injury Work area to be free of oil, grease, or ice
7 3 4 MR 1 4 LR NO

1 Corss check specific anti pollution measures by a second Acceptable Alternate method of work considered and found not applicable Yes No
Discussed hazards and controls with team Yes No
2
Operation to be suspended if rain is very heavy and Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
unable to control flow of rain water over fish plate
Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6
7
9 1
2
DO JOB
C/O 3
4
Ver 2.0 / Nov 13
Name of Vessel : PETROLEUM TANKER WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : TANK CLEANING If any hazard manifests itself even after effective control
Safety & Pollution hazard from improper procedure for tank Damage to Enviornment, Procedures from ICS Tanker Safety Guide and
1 cleaning Property, Injury to Personnel 3 4 MR TOM to be strictly followed 1 4 LR NO
S & P Hazard from Pressurized COW Lines Damage to Enviornment, Pressure test COW Lines prior operation and
2 Property
2 4 MR check/verify the integrity. 1 4 LR NO
S & P Hazard from loose Scuppers Damage to Enviornment, All scupper plugs to be checked and ensure
3 Property
2 4 MR correct sealing. 1 4 LR NO
S & P Hazard from oxygen rich atmosphere in Cargo Space Injury to Personnel, Damage to IG to be running continiously and the
during operation. Enviornment, Property atmosphere of tanks to be washed to be
checked for the required concentrations prior
4 2 4 MR operation and the oxygen content of the IG
1 4 LR NO
supplied to be monitored continiously.
S & P Hazard from oxygen rich atmosphere in Slop Tank Injury to Personnel, Damage to IG to be running continiously and the

where washing medium ir recirculated. Enviornment, Property atmosphere of Slop tank to be monitored at
5 2 4 MR regular intervals to verify that Oxygen content is 1 4 LR NO
not crossing the permitted level.
6 1 1
7 1 1
8
9
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : DISCHARGING OPERATIONS If any hazard manifests itself even after effective control
Over flow and release / damage to enviornment Damage to Enviornment Discharging as per prepared Discharging plan
1 4 4 HR (as per ISGOTT 22.6). Continuous monitoring 1 4 LR NO
of cargo ullages & surrounding waters.
Pipeline failure and spill into Enviornment Damage to Enviornment Pressure in the lines to be increased slowly.
Lines to be tested as per company guidelines.
Cargo tanks to be monitored. Scuppers to be
2 3 5 HR kept plugged and should be watertight.
1 5 MR YES
3 Slips, Trips and fall Injury to Personnel 4 4 HR Proper PPE to be worn. 1 4 LR NO

Movement of vessel at berth or breaking away Damage to Moorings to be monitored at all times. Wx to be
4 Enviornment/Property
4 4 HR monitored and logged 1 4 LR NO
Release of toxic vapours Damage to Enviornment / Risk Crew to muster at safe area inside
to Personnel accommodation and comply with company's
5 3 4 MR procedure for toxic vapour release 1 4 LR NO
Fire hazard due to flammable gases Damage to Enviornment / Comply with requirements of ship shore

6 Property / Personnel
2 4 MR checklist. 1 4 LR NO
Weather conditions deteriorating Damage to Monitor Weather forecasts and be prepared for
3 4 MR contingency
1 4 LR NO
Loading arm / Hoses ‐ connection and disconnection Damage to Enviornment All lifting gear equipments to be inspected and
checked. Deck officer and Crew to liaise with
8 3 4 MR mooring master and follow orders.
1 4 LR NO
Sampling and ullaging of cargo Damage to Enviornment / Risk Proper procedure to be followed and correct

9 to Personnel
2 4 MR PPE to be used. 1 4 LR NO
Portable pumps to be kept ready and should be checked Discussed hazards and controls with team Yes No
2 prior commencement of loading Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : GAS FREEING & INERTING / GASSING UP If any hazard manifests itself even after effective control
Dangers from remnants of previous cargo ‐ Liquids Risk to Personnel Crude oil tankers to inert under inert condition.
Product tankers and chemical tankers to wash
1 4 4 HR as per guidelines in ISGOTT/ Chemical tanker 1 4 LR NO
guide.
Dangers from remnants of previous cargo ‐ Gas Risk to Personnel Any remaining cargo liquid to be removed.

2 4 4 HR Pressure to be released with caution. 1 4 LR NO
Safety hazard from Cargo vapour in tank Risk to Personnel Purging to remove cargo vapour in the tank

3 4 4 HR with inert gas 2 4 MR YES
Explosive atmosphere on deck due to explosive gases Risk to Personnel / Damage to All precautions to be taken as would be
4 Property 4 4 HR applicable when vessel alongside a terminal. 2 4 MR YES
Weather and Sea Conditions Risk to Personnel Weather forecast to be checked, if likely to

deteriorate or Thunderstorm with Lighting, gas
5 3 4 MR freeing to be suspended till weather improves.
1 4 LR NO
Hazards due to poor Communication Risk to Personnel Good VHF and visual/verbal/telephone

6 3 4 MR communication to be established. 2 4 MR YES
Ensure a non‐flammable condition during subsequent gassing‐ Risk to Personnel / Damage to Oxygen concentration must be reduced from 21

up /inerting . Property per cent to a maximum of five per cent by tank
7 3 4 MR volume 2 4 MR YES
9
Hydrocarbon content to be brought below 2% prior Date and time when all controls are in place
3 commencement of gas freeing by air Acceptable
All doors to be kept closed during gas freeing Shut down period for this RA (For work on critical jobs only) From To

4 Acceptable
5
6 Closed loop communication to be followed. Acceptable Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
Constantly monitoring of Oxygen in tank, monitoring IG. be considered when doing next risk assessment for the same job )
7 Acceptable
O2
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : LINING UP CARGO SYSTEM If any hazard manifests itself even after effective control
Damage to Pipeline and pumps due to pressure surge caused Damage to Property and Vessel to open valves so as to ensure that
by wrong sequence of valve operations Enviornment there is not pressure surge when loaded or
1 4 4 HR partially loaded. ( as per plan)
1 4 LR NO
Damage to Pipeline as tank valve not open on start of loading Damage to Property and Correct line up and tank valve should be open.
2 Enviornment
3 4 MR 1 4 LR NO
Damage to pipeline due to correct valve not being open Damage to Property and The line up should be verified by another officer
3 Enviornment
4 4 HR prior to start of loading 1 4 LR NO
Contamination of cargo due to opening of wrong tank valve Damage to Cargo Valves of tanks with a different cargo should be
4 3 3 MR tagged and marked to prevent inadvertent 1 3 LR NO
operation.
9
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : LOADING OPERATIONS If any hazard manifests itself even after effective control
Over flow and release / damage to enviornment Damage to Enviornment Loading as per prepared loading plan.
1 4 4 HR Continuous monitoring of cargo ullages & 1 4 LR NO
surrounding waters.
Pipeline failure and spill into Enviornment Damage to Enviornment Loading rate to be increased slowly. Filling in
tanks to be monitored. Tank valve
opening/closing to be monitored to avoid
2 3 5 HR pressure surge. Scuppers to be kept plugged
1 5 MR YES
and should be watertight.
3 Slips, Trips and fall Injury to Personnel 4 4 HR Proper PPE to be worn. 1 4 LR NO

Movement of vessel at berth or breaking away Damage to Moorings to be monitored at all times. Wx to be
4 4 HR monitored and logged 1 4 LR NO
Release of toxic vapours Damage to Enviornment / Risk Crew to muster at safe area inside
to Personnel accommodation and comply with company's
5 3 4 MR procedure for toxic vapour release 1 4 LR NO
Fire hazard due to flammable gases Damage to Enviornment / Comply with requirements of ship shore

6 Property / Personnel
2 4 MR checklist. 1 4 LR NO
Weather conditions deteriorating Damage to Monitor Weather forecasts and be prepared for
2 4 MR contingency
1 4 LR NO
Loading arm / Hoses ‐ connection and disconnection Damage to Enviornment All lifting gear equipments to be inspected and
checked. Deck officer and Crew to liaise with
8 3 4 MR mooring master and follow orders.
1 4 LR NO
Sampling and ullaging of cargo Damage to Enviornment / Risk Proper procedure to be followed and correct

9 to Personnel
2 4 MR PPE to be used. 1 4 LR NO
Portable pumps to be kept ready and should be checked Discussed hazards and controls with team Yes No
2 prior commencement of loading Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : OPENING SEA CHEST FOR BALLASTING If any hazard manifests itself even after effective control
Pollution hazard when opening sea chest for taking dirty Damage to Enviornment All associated to be stripped thoroughly.
ballast. Suction line to be under negative suction.
1 4 4 HR Discharge valve to be opened under control
2 4 MR YES
Pollution hazard when opening sea chest for taking water in Damage to Enviornment All associated to be stripped thoroughly.

slop tank Suction line to be under negative suction.
2 4 4 HR Discharge valve to be opened under control
2 4 MR YES
Pump not developping enough suction Damage to Enviornment Discharge valve to be opened under control.

Continious attendance at the Sea Chest Valve
3 4 4 HR for immediate closure if required
1 4 LR NO
4
5
6
7
8
9
Cargo pump must be running with negative pressure on Alternate method of work considered and found not applicable Yes No
1 suction gauge prior to opening the sea chest valve. Acceptable
Cargo pump must be running with negative pressure on Discussed hazards and controls with team Yes No

2 suction gauge prior to opening the sea chest valve. Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : PRESSURE TESTING LINES AND SYSTEMS If any hazard manifests itself even after effective control
Date of Risk Assessment 26‐May‐15 Last Assessment: 26‐May‐15 Current : 26‐May‐15 Last : 18‐Dec‐13
Pollution risk due to line rupture. Damage to Enviornment and Anti pollution gear ready and all scuppers
1 Property
2 4 MR plugged. 1 4 LR NO
Damage to line or any of its components due to over Damage to Property Pressure testing should not exceed the design
2 pressurisation. 3 4 MR pressure of the pipeline or any of its 1 4 LR NO
components.
Danger from toxic gas to deck. Risk to Personnel When cargo with toxic vapours are being used
for test, staff checking the lines for leaks to
3 3 4 MR carry personal gas monitors.
2 4 MR YES
Damage to line or any of its components due to wrong Damage to Property In case of annual testing, where the lines are
procedure used for testing. tested to 100% of SOP/MAWP, use only COP
for both filling and testing to the required
pressure. Incase of 30M
pressure testing where the test pressure is 1.5
4 2 4 MR times the SOP/MAWP, Correct operation is to 1 4 LR NO
use stripping pump, not COP. Line to be filled
with COP and pressure to be built with stripping
pump.
5
6
7
8
9
Toolbox meeting to discuss the hazards associated with Date and time when all controls are in place
3 the cargo being used for testing. Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : STS OPERATIONS If any hazard manifests itself even after effective control
Contact between vessel due to weather and sea conditions Damage to Enviornment and STS checklists 1,2,3 & 5 and contingency
while making approach/casting off. Property checklist to be complied with. Recommended
Manoeuvres and approach speeds and
1 2 5 MR headings to be followed as per STS Transfer 1 5 MR YES
Guide and agreed with the mooring master.
Contact while carrying out STS operation with vessel of Damage to Enviornment and Fenders to be placed at most appropriate

similar size Property location. Small helm orders to be given
2 3 5 HR especially when vessel are in loaded condition. 2 5 MR YES
Risk of Collision with other vessels in the vicinity Damage to Enviornment and Correct signals to be displayed. VHF

3 Property 2 5 MR announcements prior approach and casting off. 1 5 MR YES
Monitor traffic in the area
Communication failure and Fatigue Damage to Enviornment and Test communication prior STS operation.
Property Discuss Emergency manoeuvres and abort
condition with mooring Master. Ensure all
officers and crew are adequately rested prior
4 2 5 MR STS ensuring they would be sufficietly rested
1 5 MR YES
for expected duration of operations.
Engine / steering failure during approach Damage to Enviornment and Engines and steering to be tested prior making
5 Property 2 5 MR approach. Bridge and E/Room manned to Level 1 5 MR YES
2
Hazards associated with cargo vapour pressure/ Toxic gases Risk to Personnel Information on the previous cargoes carried to
6 3 4 MR be sought and mitigation steps to be agreed. 2 4 MR YES
Failure of hydraulic system/winches. Damage to Enviornment and System to be tried out before use, Any
Property abnormalities to be reported and rectified prior
7 3 4 MR commencement of operation 2 4 MR YES
Various other Emergencies like mooring failure/Fire/Pollution Damage to Enviornment and STS drill to be conducted within 24 hours of

Property / Risk to personnel operation. In case vessel is on regular lightering
8 2 5 MR trade, the STS drill to be conducted every 3 1 5 MR YES
Months.
Hoses ‐ connection and disconnection Damage to Enviornment and All lifting gear equipments to be inspected and
Property checked. Deck officer and Crew to liaise with
9 2 5 MR mooring master for operation
1 5 MR YES

Assess of weather conditions. Check position of fenders Alternate method of work considered and found not applicable Yes No
1 Acceptable
(primary and secondary)
Recommend manoeuver as per STS transfer guide. If Discussed hazards and controls with team Yes No
2 tug's used, sufficient tug power available. Acceptable
Abort STS operation if the risk of collision becomes Date and time when all controls are in place
3 Acceptable
persistant.
Back up radio with charged battery to be available. VHF Shut down period for this RA (For work on critical jobs only) From To
back up channel should be agreed as back up. If
4 required, additional personnel to be employed in order Acceptable
to comply with rest requirements.
Emergency abort procedure discussed in event of such
5 Acceptable
failure for both vessel. Evaluation of Risk Assessment after completion of work
Appropriate additional PPE to be worn, if requiired Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 Acceptable
Use of Alternate winch to be considered as an option.
7 Acceptable
STS drills should be practical and consider various Comments : 1. CONTINGENCY MEASURES AND

8 Acceptable
emergencies Review dates Rank
Flexible hose certification to be checked, if avilable ABORT ACTIONS TO BE DISCUSSED WITH MOORING
9 Acceptable 1
MASTER PRIOR APPROACH 2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : TOPPING UP CARGO TANK If any hazard manifests itself even after effective control
Cargo Overflow due poor monitoring Damage to Enviornment Overflow alarms. Topping up with MMC. All
tanks to be monitored every hour and more
1 2 4 MR frequently when closer to topping up ullage
1 4 LR NO
Cargo overflow due to failure of valve to close Damage to Enviornment Open reserve tank or tank which is not full while
problem with valve is sorted. If required, stop
2 3 4 MR loading. Hand pump to be kept ready.
1 4 LR NO
Risk to personnel due exposure to toxic vapours from cargo Risk to Personnel Closed loading to be done. Personal gas

3 which emit toxic vapours. 3 5 HR meters in use on deck. Gauger to stand upwind 2 4 MR YES
of gauging point
Static hazard from gauging equipment. Damage to Enviornment / Follow instructions from manufacturer including
4 Property and Risk to Personnel 2 3 LR any instructions on grounding the equipment 1 3 LR NO
Damage to pipeline including shore line due pressure surge Damage to Property / Topping up to be well planned & rate reduced

Enviornment as required. The next tank to be topped up to
5 4 5 HR be opened prior closing topped up tank.
2 4 MR YES
Danger from incorrect Job allocation ‐ personnel's involved, Damage to Enviornment Competent person to carry out the job who has
6 familiarity 3 3 MR done it before. New staff to be trained . 2 3 LR NO
Danger of Overflow from SAAB tank / remote gauging failure Damage to Enviornment Remote reading to be compared with UTI

7 or wrong reading on remote system 3 5 HR reading to verify both readings. 2 5 MR YES
Danger of Overflow from Uncalibrated UTI's or insufficient Damage to Enviornment Vessel to have sufficient UTI's as stipulated in

UTI's Tanker Manual and they should be calibrated
8 2 4 MR as per manufacturer's instructions. 1 4 LR NO
9
Canister type masks to be used for the specific toxic Date and time when all controls are in place
3 Acceptable
when handling such gases.
Manifold pressure gauge to be monitored during
5 Acceptable
topping up. Evaluation of Risk Assessment after completion of work
Staffs to be aware to change over to UTI readings in be considered when doing next risk assessment for the same job )
7 case of failure of remote gauging system Acceptable

9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
WALLEM RISK ASSESSMENT
Name of Vessel : Tanker Work area : Deck
Work Activity being assessed : Water washing of cargo tanks If any hazard manifests itself even after effective control
Date of Risk Assessment 16‐Jan‐16 Last Assessment: 06‐Dec‐15 Current : 28‐Jan‐16 Last : 30‐Jun‐12
Poor planning of the operation Personal casualty, Damage to Water washing plan to be prepared in standard
Environment & damage to vessel format and sent to office for approval
1 4 5 HR 1 5 MR YES
Safety violation during washing Personal casualty, Damage to The COW checklist is to be used for washing
Environment & damage to vessel and items which are not applicalbe to be maked
2 4 4 HR as N/A (Not applicable) 1 4 LR NO
Pressure surge in the COW Line / Exceess pressure in the line Damage to pipeline Pressure in the lines to be increased slowly.

3 3 4 MR Pressure in COW line to be adjusted when 1 4 LR NO
changing tanks. Pressure in tank cleaning line
Communication failure / Improper communication Damage to property/equipment Closed loop communication to be carried out at
4 3 4 MR all times and instruction from CCR must be 1 4 LR NO
repeared back clearly
Slip, trip and fall at work place Personal injury Work area to be free of oil, grease, or ice
5 3 4 MR 1 4 LR NO
Washing or re‐washing or stripping of gas free tanks may lead Personal casualty and explosion Slops must be inerted and intert gas must be
6 to increase in oxygen level in slop tank from educting the tank 4 5 HR operational/venting from slop tank when 1 5 MR YES
being washed educting the tanks being re-washed or stripped
Time pressure to complete the washing operation at the Personal casualty and explosion Discuss with Marine Superintendent to ensure
earliest may lead to errors that the washing and gas freeing is carried out
7 3 4 MR safely 1 4 LR NO
Unintentional introduction of O2 in to the cargo tank which is Personal casualty and explosion Prior changing to fresh air mode in IG Line, any
inerted as the IG line is used in fresh air mode tank which is inerted condition must be blanked
8 3 4 MR and the status of oxygen content is slop must be 1 4 LR NO
monitored perodically

1 Marine Superintendent to review and approve plan Acceptable Alternate method of work considered and found not applicable Yes No
Discussed hazards and controls with team Yes No
2
4
Oxygen content in slop tank must be checked Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 Acceptable
perodically during washing and educting be considered when doing next risk assessment for the same job )
7
9 1
2
DO JOB
C/O 3
4
Ver 2.0 / Nov 13
RISK ASSESSMENT
Deck and Cargo

(for Gas Tankers)
Name of Vessel : GAS TANKER WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : CHANGING VALVE ON VAPOUR /CARGO LINE If any hazard manifests itself even after effective control
Danger from Correct tools / equipment not used / Correct Injury to Personnel Use correct tools - non spark instruments.
PPE not worn Avoid dropping down working instruments. New
valve rating correct and appropriate for Low
1 3 4 MR Temperature. Use of correct PPE, no loose or 1 4 LR NO
torn boiler suits, personal gas detection
equipment
Dangers from Weather and Sea Conditions Injury to Personnel / Damage to Weather forecast to be checked, if likely to

2 Equipment 4 4 HR deteriorate, works to be postponed, instruments 1 4 LR NO
secured.
1 4 LR NO
4 4 5 HR 1 5 MR YES
5 4 4 HR persons to be allocated to the job 1 4 LR NO
Danger from incorrect Job allocation ‐ personnel's involved, Injury to Personnel Competent person to carry out the job who has
6 familiarity 3 5 HR done it before. New staff to be trained . 1 5 MR YES
Safe access to the valve to be replaced Injury to Personnel Line pressure to be lowered to minimum.

Adjacent branches to be blanked. Cross check
7 4 5 HR to be done prior start of job. 1 5 MR YES
Damage to machinery due use of wrong equipment for Damage to Equipment Correct "non spark" equipment to be used. New

8 disconnection/connection the valve 3 5 HR Gasket must be correct size and design. 1 5 MR YES

9 4 5 HR 1 5 MR YES
Cold work permit to be issued. OOW to be informed Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
when job started and completed.
If dedicated person at the control of m/c is not Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 available, job to be postponed or cancelled Acceptable be considered when doing next risk assessment for the same job )
Commence to unbolt the flange only when sure the
7 pressure is zero and section isolated from system. Acceptable
Appropriate tools such as chain blocks etc. to be tested Comments :
8 Acceptable
prior works Review dates Rank
If dedicated person is not available, job is to be
9 Acceptable 1
postponed or cancelled
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : MAINTENANCE ON COMPRESSOR If any hazard manifests itself even after effective control
Danger from Correct tools / equipment not used / Correct Injury to Personnel Use correct tools - non spark instruments.
PPE not worn Avoid dropping down working instruments. New
valve rating correct and appropriate for Low
1 3 4 MR Temperature. Use of correct PPE, no loose or 1 4 LR NO
torn boiler suits, personal gas detection
equipment
Dangers from Weather and Sea Conditions Injury to Personnel / Damage to Weather forecast to be checked, if likely to

2 Equipment 4 4 HR deteriorate, works to be postponed, instruments 1 4 LR NO
secured.
1 4 LR NO
4 4 5 HR 1 5 MR YES
5 3 4 MR persons to be allocated to the job 1 4 LR NO
Danger from incorrect Job allocation ‐ personnel's involved, Injury to Personnel Competent person to carry out the job who has
6 familiarity 3 5 HR done it before. New staff to be trained . 1 5 MR YES
Dangers from unsafe access to the working area Injury to Personnel Pressure to be lowered to Zero & condenser

gas side fully disconnected from cargo system.
7 4 5 HR Stop cargo machinery if possible during this 1 5 MR YES
job.
Damage to machinery due use of wrong equipment for Damage to Equipment Correct "non spark" equipment to be used. New

8 disconnection/connection the valve 2 5 MR Gasket must be correct size and design. 1 5 MR YES

9 4 5 HR 1 5 MR YES
Cold work permit to be issued. OOW to be informed Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
when job started and completed.
If dedicated person at the control of m/c is not Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 available, job to be postponed or cancelled Acceptable be considered when doing next risk assessment for the same job )
Check before starting pipe disconnection for cold spots
7 in the bottom indicating liquid still remaining inside pipe Acceptable
Appropriate tools such as chain blocks etc. to be tested Comments :
8 Acceptable
prior works Review dates Rank
If dedicated person is not available, job is to be
9 Acceptable 1
postponed or cancelled
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : SAMPLING OF CARGO If any hazard manifests itself even after effective control
Risk to personnel due exposure to toxic vapours from cargo Injury to Personnel Close Loop method for sampling to be done.
1 which emit toxic vapours. 2 5 MR Personal gas meters in use on deck. 1 5 MR YES
Static hazard from Sampling equipment. Injury to Personnel Follow instructions from manufacturer including

2 4 4 HR any instructions on grounding the equipment 1 4 LR NO
Effect of cargo coming in contact with the person's body (in Injury to Personnel Proper PPE to be used.

3 applicable cases)
4 5 HR 1 5 MR YES
4
5
6
7
8
9
SCBA to be used during sampling if TLV‐TWA of toxic gas Alternate method of work considered and found not applicable Yes No
is more than permissible limit. Crew to stay upwind,
wind sock to be hoisted on deck. Condition of sampling
1 Acceptable
hoses to check. Connections to sampling point to be
tight.
Gloves goggles and necessary protective clothing to use Date and time when all controls are in place
3 Acceptable
if sampling cargo
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
RISK ASSESSMENT
Deck and Cargo

(For Chemical Tankers)
Name of Vessel : CHEMICAL TANKER WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : CARGO PLANNING PROCESS INCLUDING CARGO COMPATIBILITY If any hazard manifests itself even after effective control
Safety & Pollution ( S & P ) hazard Vessel standard not Damage to Enviornment / Cargo carriage to be checked against ship type
1 designed for type of cargo Property
2 4 MR ( Type I/II/III) in the IBC code 1 4 LR NO
Safety & Pollution hazard as cargo tank type requirement Damage to Enviornment / Cargo carriage to be checked against Tank
2 does not meet the requirement Property
2 4 MR type in the IBC code
1 4 LR NO
Safety & Pollution hazard as tank vent requirement does not Damage to Enviornment / Vessel to carry out Control or open venting as
3 meet the requirement Property 2 4 MR specified in the IBC code for the cargo 1 4 LR NO
Safety & Pollution hazard as environmental control does not Damage to Enviornment / Vessel to carry out environmental Control as

4 meet the requirement Property 2 4 MR specified in the IBC code for the cargo 1 4 LR NO
S & P hazard as electrical equipment, fire protection & Damage to Enviornment / S & P hazard as electrical equipment, fire

emergency equipment does not meet requirement Property protection & emergency equipment does not
5 2 4 MR meet requirement 1 4 LR NO
S & P hazard as Gauging requirement and vapour detection Damage to Enviornment / S & P hazard as electrical equipment, fire

does not meet requirement Property protection & emergency equipment does not
6 2 4 MR meet requirement
1 4 LR NO
S & P hazard as Cargo compatibility not checked correctly Damage to Enviornment / USCG compatibility chart to be used.

7 Property
2 5 MR 1 5 MR YES
8
9
Reference to Appendix 1 (b) 'dangerously reactive be considered when doing next risk assessment for the same job )
exceptions to the compatibility chart' must be made
7 Acceptable
during preparation of the stowage plan.

9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : TANK CLEANING If any hazard manifests itself even after effective control
Safety & Pollution hazard from improper procedure for tank Damage to Enviornment, Procedures from ICS Tanker Safety Guide
1 cleaning Property, Injury to Personnel 3 5 HR (Chemicals) to be strictly followed 1 5 MR YES
S & P Hazard from Undesired reactions like Polymerization, Damage to Enviornment, Procedures from ICS Tanker Safety Guide

2 Saponification (hard soap layer forming on the tank) Property 3 4 MR (Chemicals) to be strictly followed 1 4 LR NO
S & P Hazard from Undesired reactions of Drying/Hardening Damage to Enviornment, Procedures from ICS Tanker Safety Guide

3 (Formation of hard debris) Property 3 4 MR (Chemicals) to be strictly followed 1 4 LR NO
S & P Hazard from Reaction with water (Violent reaction of Damage to Enviornment, Procedures from ICS Tanker Safety Guide

4 an Isocyanate after Pre‐Cleaning with water) Property 3 4 MR (Chemicals) to be strictly followed 1 4 LR NO
Corrosion hazard to crew and to the ships structure Injury to Personnel, Damage to Full chemical suit to be worn where required
5 Property 3 4 MR and proper procedures followed 1 4 LR NO
Exposure to toxic substances by tank entry Injury to Personnel Wearing a full chemical suit and SCBA [self-
contained breathing apparatus] where required
6 3 4 MR by ICS tanker safety guide 1 4 LR NO
Environmental damage due discharge of tank washing Damage to Enviornment Emissions to the water should be reduced to

7 3 4 MR the absolute minimum in compliance with 1 4 LR NO
Marpol I and II
8
9
Continuous mechanical ventilation in order to avoid the Alternate method of work considered and found not applicable Yes No
accumulation of pockets or zones of explosive
1 Acceptable
atmosphere during spot cleaning
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : ULLAGING / SAMPLING OF CARGO If any hazard manifests itself even after effective control
Risk to personnel due exposure to toxic vapours from cargo Injury to Personnel Closed gauging / sampling to be done.
1 which emit toxic vapours. 3 5 HR Personal gas meters in use on deck. Closed 1 5 MR YES
UTI / MMC to be used
Static hazard from gauging equipment. Injury to Personnel Follow instructions from manufacturer including
2 3 4 MR any instructions on grounding the equipment 1 4 LR NO

3 applicable cases)
3 4 MR 1 4 LR NO
5
6
7
8
9
SCBA to be used during ullaging/sampling if TLV‐TWA of Alternate method of work considered and found not applicable Yes No
toxic gas is more than permissible limit. Crew to stay
1 Acceptable
upwind, wind sock to be hoisted on deck.
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
RISK ASSESSMENT
Deck and Cargo

(For Petroleum Tankers)
Name of Vessel : PETROLEUM TANKER WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : ULLAGING / SAMPLING OF CARGO If any hazard manifests itself even after effective control
Risk to personnel due exposure to toxic vapours from cargo Injury to Personnel Closed gauging / sampling to be done.
which emit toxic vapours. Personal gas meters in use on deck. Gauger to
1 2 5 MR stand upwind of gauging point
1 5 MR YES
Static hazard from gauging equipment. Injury to Personnel Follow instructions from manufacturer including

2 2 4 MR any instructions on grounding the equipment 1 4 LR NO

3 applicable cases)
2 4 MR 1 4 LR NO
4
5
6
7
8
9
SCBA to be used during ullaging/sampling if TLV‐TWA of Alternate method of work considered and found not applicable Yes No
toxic gas is more than permissible limit. Wind sock to be
1 Acceptable
hoisted on deck.
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
RISK ASSESSMENT
Deck and Cargo

(For PCC)
Name of Vessel : PCC WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : OPENING / CLOSING OF GAS TIGHT SLIDING BULKHEAD DOORS If any hazard manifests itself even after effective control
Damage to Flaps Damage to Equipment Flaps to be cleared off the channel prior
1 3 4 MR operation. 1 4 LR NO
Locks /wedges removed Damage to Equipment Correct operating procedure to be followed.
Visual check to confirm wedges closed/open
2 3 4 MR fully apart from indication lamps.
1 4 LR NO
Oil Leaks Damage to Equipment, Regular checks as per maintenance schedule

3 Enviornment 2 4 MR in SMMS. To renew flexible hoses every 2 1 4 LR NO
years.
Injury to crew due to inexperience of operator Injury to Personnel Experienced persons who are well familiar with
the procedures and operations to
4 2 5 MR operate.Training to be given to new staff
1 5 MR YES
Poor communication Damage to Equipment Proper communication to be established

5 3 4 MR between controls and the person on the other 1 4 LR NO
hold.
Cargo damage Damage to Cargo Ensure visually that no cargo close to the
6 3 4 MR doors. Keep cones near the lock, so that cargo 1 4 LR NO
is loaded clear of it.
Injury to personnel Injury to Personnel Ensure no persons passing through the door
7 3 4 MR during operation.
1 4 LR NO
8
9
New persons to be given on the job training to gain Shut down period for this RA (For work on critical jobs only) From To
4 experience and familiarity with procedures and Acceptable
operation
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : LOWERING / LIFTING OF PANELS If any hazard manifests itself even after effective control
Panel damage as panel not being lifted or lowered evenly Damage to Equipment Lifter truck supports to be aligned properly on
the markings on deck. Vessel not to have
1 4 5 HR excessive list or trim.
1 5 MR YES
Wedges damaged Damage to Equipment Wedges to be Secured prior lowering, after

2 4 5 HR taking weight on the lifter. To be visually 1 5 MR YES
confirmed.
Panel damage due obstructions Damage to Equipment All obstructions cleared. Correct operation and
visually ensuring all wedges in position prior
3 3 5 HR setting the panel in required position.
1 5 MR YES
Oil leaks ‐ slippery surface and damage to cargo Damage to Equipment, Regular checks of Lifter Truck as per SMMS.

4 Enviornment, Injury to Personnel 3 4 MR Visual check prior to operation and during 1 4 LR NO
operations
Injury due to poor Job allocation and inexperience of the Injury to Personnel Experienced person to carry out job. New staff
crew assigned for the job. Lack of familiarity with the job. to be familarised with the procedures prior
5 3 5 HR being assigned this job.
1 5 MR YES
Injury or damage due to poor Communication Damage to Cargo, Equipment, Good communication between lifter operator

6 Injury to Personnel 4 4 HR and the person checking wedges and clearance 1 4 LR NO
of panels.
Cargo damage due improper verification of status of cargo Damage to Cargo Visual check that there is NO cargo on the
panels to be lifted. If stowed, only to operate
7 4 4 HR after the cargo has been shifted/discharged.
1 4 LR NO
Injury to crew from panel falling Injury to Personnel No persons allowed to be on the panel being

8 2 5 MR lifted. 1 5 MR YES
Electrical cables of the lights and fire sensors getting Damage to equipment Visual checks prior to operation and during the
9 obstructed and parting during hoisting 3 4 MR operation. 1 4 LR NO

Double Check wedges along the movable route are well Alternate method of work considered and found not applicable Yes No
1 inside & not jutting out. Resting wedges to be fully out Acceptable
& secured.
2 Double check to confirm wedges secured. Acceptable Discussed hazards and controls with team Yes No
3 Double check to confirm wedges secured. Acceptable Date and time when all controls are in place
New crew to be given on the job training to gain
operation Evaluation of Risk Assessment after completion of work
The person stand by to clear any other persons coming Comments :
8 Acceptable
close to the panel Review dates Rank
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : MAINTENANCE OF LEAKING PUSH CYLINDER If any hazard manifests itself even after effective control
Person falling down from rigged staging. Injury to Personnel Working aloft checklist from Safety Manual to
1 4 5 HR be followed. Safety harness to be used 1 5 MR YES
Injury to crew or damage to due Weather and sea conditions Injury to Personnel, Damage to Area to be cleaned and kept free of oil/ and
and location of the vessel Equipment grease. Responsible person to check area
2 4 5 HR cleanliness. Saw dust or absorbent pads used. 1 5 MR YES
Slipping and falling due to slippery area caused by oil and Injury to Personnel Area to be cleaned and kept free of oil/ and
grease. grease. Responsible person to check area
3 3 4 MR cleanliness. Saw dust or absorbent pads used. 1 4 LR NO
Injury or damage as correct tools/equipment not used. Injury to Personnel, Damage to Proper tools to be used. Check if the required
4 Proper spares available. Equipment 3 4 MR seals and other spares are available before 1 4 LR NO
carrying out the job
Injury or damage to vhicles due to tools dropping down Injury to Personnel, Damage to Tools to be tied to the box with sufficient rope
5 Equipment
3 5 HR to facilitate working
2 5 MR YES
crew assigned for the job. Lack of familairty with job to be familarised with the procedures prior
6 3 4 MR being assined this job.
1 4 LR NO
Spillage of hydraulic oil onto the vehicles and or into the Sea Damage to Cargo, Equipment, Hydraulic oil to the cylinder cut off. Containment
7 Enviornment 3 5 HR drum to be positioned below push cylinder. 2 5 MR YES
8
9
Supervision to be done at all time by senior officer. Alternate method of work considered and found not applicable Yes No
1 Acceptable
Weather forecast to be checked. Job postponed if Discussed hazards and controls with team Yes No

2 conditions detoriate from the idle condition required Acceptable
for the job.
Notice placed below on car deck cautioning danger of
5 falling tools. Vehicles to be protected by plywood Acceptable
barrier Evaluation of Risk Assessment after completion of work
All measures to be taken to prevent oil falling into the be considered when doing next risk assessment for the same job )
7 Acceptable
sea.
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : OPENING / CLOSING OF GAS TIGHT SLIDING BULKHEAD DOORS If any hazard manifests itself even after effective control
Damage to Flaps Damage to Equipment Flaps to be cleared off the channel prior
1 3 4 MR operation. 1 4 LR NO
Locks /wedges removed Damage to Equipment Correct operating procedure to be followed.
Visual check to confirm wedges closed/open
2 3 4 MR fully apart from indication lamps.
1 4 LR NO
Oil Leaks Damage to Equipment, Regular checks as per maintenance schedule

3 Environment 2 4 MR in SMMS. To renew flexible hoses every 2 1 4 LR NO
years.
Injury to crew due to inexperience of operator Injury to Personnel Experienced persons who are well familiar with
the procedures and operations to
4 2 5 MR operate.Training to be given to new staff
1 5 MR YES
Poor communication Damage to Equipment Proper communication to be established

5 3 4 MR between controls and the person on the other 1 4 LR NO
hold.
Cargo damage Damage to Cargo Ensure visually that no cargo close to the
6 3 4 MR doors. Keep cones near the lock, so that cargo 1 4 LR NO
is loaded clear of it.
Injury to personnel Injury to Personnel Ensure no persons passing through the door
7 3 4 MR during operation.
1 4 LR NO
Wire Parting during hoisting/lowering Damage to equipment/Injury to Regular checks as per maintenance schedule
8 person 2 5 MR in SMMS 1 5 MR YES
9
New persons to be given on the job training to gain Shut down period for this RA (For work on critical jobs only) From To
operation
Area to be cordoned off during the operation and no Comments :
8 personnel to stand inside the cordonned off area. Acceptable
Review dates Rank
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : OPENING / CLOSING OF RAMPS If any hazard manifests itself even after effective control
Ramp falling down Damage to Equipment Maintenance as per SMMS. Wires properly
lubricated & checked for damage. Condition of
1 4 5 HR brake bands of winches checked.
1 5 MR YES
Locks or wedges damaged Damage to Equipment Correct operating procedure to be followed.

Indication lamp to be checked. Visual check to
2 3 5 HR confirm wedges closed/open.
1 5 MR YES
Sub Flap damage Damage to Equipment One person to standby on jetty to ensure that

3 3 5 HR subflap is always clear of any obstructions. 1 5 MR YES
Oil leaks Damage to Equipment, Maintenance as per SMMS. Visual check prior

Enviornment operation. Push Cylinder to be checked
4 3 4 MR whenever opportunity available 1 4 LR NO
crew assigned for the job. Lack of familiarity with the job. to be familarised with the procedures prior
5 4 5 HR being assigned this job. 1 5 MR YES
Injury or damage due to poor Communication Damage to Equipment, Injury to Good communication to be established

Personnel between Ramp controller and crew on jetty and
6 3 4 MR deck below monitoring the ramp movement. 1 4 LR NO
Damage to ramp due to speed of movement Damage to Equipment Speed to be slowed down before securing the

ramp and before putting the ramp on the jetty
7 3 4 MR to avoid contact damage.
1 4 LR NO
Damage to ramp hinges or to the nose of vehicles due to Damage to Equipment, Cargo Angle between ramp & jetty to be between 7 &
incorrect angle of ramp with jetty or Improper landing of the 13 degrees downwards. Insert wedges between
ramp on the pier , Ramp hitting the ship structure while main and sub flap for required angle. Reduce
securing. the hoisting speed at the final stages of
Securing. Never take weight on the Sub wire
8 3 4 MR once the Ramp is in almost vertical position. 1 4 LR NO
Visual checks during the operation and placing
of plywood sheets under the ramp before the
ramp touches the jetty.
Injury to crew Injury to Personnel No persons allowed to stand below the ramp.

9 3 5 HR The person on the jetty stands clear. 1 5 MR YES

Tool box meeting to be held and all procedures Alternate method of work considered and found not applicable Yes No
1 Acceptable
discussed
Importance of visual check to be discussed in Tool box Discussed hazards and controls with team Yes No
2 Acceptable
meeting.
The person operating to also monitor from top and have Date and time when all controls are in place
3 good communication with the person on the jetty Acceptable
New crew to be given on the job training to gain
operation Evaluation of Risk Assessment after completion of work
The person on the jetty to clear any others coming
9 below the ramp and instruct the operator accordingly. Acceptable 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Name of Vessel : MV WALLEM RISK ASSESSMENT Work area :
Work Activity being assessed : Painting in car decks If any hazard manifests itself even after effective control
Date of Risk Assessment 07‐Jun‐16 Last Assessment: 31‐May‐14 Current : Last :
Lack of Oxygen, presence of toxic and flammable gases Result in aphyxiation of The space to be well ventilated, checks for
personnel, fire hazard toxic, flammable gases and O2 content to be
1 4 4 HR done at regular intervals.
3 4 MR YES
Fire detectors in car deck getting covered with paint film Result in malfunction, failure of Painting to be done using paint rollers and paint
2 fire detectors 3 4 MR brushes only. Spray painting machine not to be 1 4 LR NO
used.
Slip/trip hazards due to wet paint. Result in injuries Appropriate notices to be posted, baricades
3 3 4 MR made to avoid personnel inadvertently walking 1 4 LR NO
on the wet paint.
Paint not drying up in time Damage to cargo during loading Minimum 7 days of window period to be
maintained between completion of painting
4 3 4 MR and port arrival/ Tyre test to be carried out.
1 4 LR NO
5
6
7
8
9
Personnel Gas monitors to be provided. Painting jobs to Alternate method of work considered and found not applicable Yes No
be suspended and space evacuated in event of any
1 Acceptable
alarms noted on the personal gas monitors.
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
RISK ASSESSMENT
Deck and Cargo

(For Reefer)
Name of Vessel : REEFERS WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : CARRIAGE OF REEFER CARGO If any hazard manifests itself even after effective control
Growth of microorganism due to high commodity Damage to Cargo Compartment temperature to be monitored AM
1 temperature
2 4 MR and PM 1 4 LR NO
Contamination with hydraulic oil and grease Damage to Cargo Maintenance of hydraulic system as per SMMS.
2 3 4 MR Cleaning up grease
1 4 LR NO
Contamination with sea water Damage to Cargo Maintenance of hatch covers to ensure weather
tight hatches. Hose test of hatch covers and
3 3 5 HR checking of Non return valves.
1 5 MR YES
Bunker smell from leaky fuel pipes within insulation Damage to Cargo Good engine room procedures to ensure that

4 4 4 HR pipes do not get pressurised. 1 4 LR NO
Filling of water in lower hold due to excessive condensation Damage to Cargo AM and PM sounding to be taken and bilges

of Fruit cargo such as bananas and subsequent damage to pumped out regularly.
5 cargo.
2 4 MR 1 4 LR NO
Danger of being locked in the reefer chamber Injury to Personnel Locked in alarm to be tested prior every loading

6 3 5 HR and used when necessary 1 5 MR YES
Danger of being locked in when entering the compartment to Injury to Personnel Notice to be hung on the wooden door of the

7 check pulp temperature 3 5 HR entry to reefer compartment that personnel are 1 5 MR YES
inside.
Damage to cargo from smell of FO through wasted air pipes Damage to Cargo Bunker tank air pipes to be checked in drydock
8 of bunker tanks
3 4 MR and at suitable opportunities
1 4 LR NO
Incorrect maintenance of Delivery Air Temperature due Chilling / Damage to Cargo All sensors to be calibrated / ice tested every
9 defective / malfunctioning sensors 3 4 MR quarter and renewed if error +/- 0.2 degrees C 3 4 MR YES

SMMS to be diligently followed to ensure air tightness Date and time when all controls are in place
3 Acceptable
of hatches
Reefer engineer / Electrician must inform ECR & leave a Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 placard in the control room indicating his entry in the Acceptable be considered when doing next risk assessment for the same job )
reefer chambers.
Use Walkie Talkie when entering the compartment and
7 Acceptable
be in contact with bridge.
Pulp temperatures checked AM and PM to determine /
9 ascertain same within permissible limits Acceptable 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : CONTROLLED ATMOSPHERE TRANSPORTATION If any hazard manifests itself even after effective control
Date of Risk Assessment 20‐Dec‐13 Last Assessment: 20‐Dec‐13 Current : Last :
Leakage of Nitrogen gas from fresh air supply and exhaust Dizziness, nausea, decrease in Fresh air supply and exhaust trunking for each
trunking. muscular power, and collapse compartment to be blanked/sealed.
1 due to inability to support body 4 4 HR 3 4 MR YES
weight leading to death
Leakage of Nitrogen gas from bilge air pipes. Dizziness, nausea, decrease in Bilge air pipe sealed.

muscular power, and collapse
2 due to inability to support body 3 4 MR 3 3 MR YES
Relief valves for compartment under CA inoperable Excess gas pressure in Relief valves to be checked / overhauled during

3 compartment 3 3 MR ballast passage and left opened 2 3 LR NO
Flow gas re‐circulation lines blanked Flow gas will not return to CA Blanks to be removed from flow gas re-
4 container 3 3 MR circulation lines during ballast passage 1 3 LR NO
Leakage of Nitrogen Gas from Hatch Covers Inability to maintain CA condition Hatch covers to be pressure tested prior

of compartment + ashyxiation loading
5 due Nitrogen inhalation
3 4 MR 3 4 MR YES
Complement entering adjoining spaces / deck houses Dizziness, nausea, decrease in Notices regarding Oxygen depletion and

muscular power, and collapse restricted entry posted
6 due to inability to support body 4 4 HR 3 4 MR YES
Brine expansion valves for control of delivery air temperature Inability to maintain required Brine expansion valves to be checked /

7 inoperable delivery air temperature. 3 4 MR overhauled during ballast passage 3 3 MR YES
Bilge level alarms inoperable Bilge water overflowing into Bilge alarms / floats to be tested / overhauled
8 compartment
3 3 MR during ballast passage 3 3 MR YES

Portable O2 analyser to be used prior entry into Deck Alternate method of work considered and found not applicable Yes No
houses for confirming atmosphere safe for entry. Run
1 Acceptable
fresh air exhaust fan for deck house.
Portable O2 analyser to be used in vicinity of bilge air Discussed hazards and controls with team Yes No

2 Acceptable
pipes to confirm no leakage
Date and time when all controls are in place 12/22/2013 13:00
Shut down period for this RA (For work on critical jobs only) From 20:00 To 23:00

4
Leaks if any observed during loaded passage to be
5 stopped / sealed with High Expansion foam. Acceptable
Crew training and discussions during safety meetings Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 and complement advised / reminded of hazards Acceptable be considered when doing next risk assessment for the same job )
Switch to manual control of opening / closing expansion
7 valve to maintain required delivery air temperature Acceptable
Bilges to be sounded AM and PM and pumped out as Comments :
8 Acceptable
required Review dates Rank
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : DISCHARGING OF REEFER CARGO If any hazard manifests itself even after effective control
Physical contamination by stevedores / crew Damage to Cargo Personal hygiene. Cargo handling material (
1 2 4 MR walking boards) 1 4 LR NO
Microbiological contamination by stevedores / crew Damage to Cargo Personal hygiene of stevedores crew.
2 2 4 MR 1 4 LR NO
Contamination of cargo when opening tween decks, grease Damage to Cargo Cleaning of excess grease. Maintenance of
and hydraulic oil dropping on the cargo. hatch cover hydraulic cylinders to stop leaks.
3 2 4 MR Tween deck covers to be swept.
1 4 LR NO
Damage to cargo due to rain or excessive heat in tropics. Damage to Cargo Close hatches

4 2 5 MR 1 5 MR YES
Danger of stevedore or crew falling inside the hold from Injury to Personnel Rig stanchions and tiger popes in tween deck,
tween deck. Also possibility of falling through booby hatch when opened. Stanchion and guard railing
opening in tween deck and from weather hatch covers rigged over booby hatch opening and main
5 trackways. 2 5 MR hatch covers trackways. All opened hatch ways 1 5 MR YES
are properly gaurded and no standing on
trackway allowed
Damage to opened hatch covers and tween decks and Damage to Equipment, Injury to Opened hatch covers and tween deck covers
possibly personnel in the vicinity due to violent swinging of Personnel secured on port and starboard sides by locking
6 cargo onto the pontoons.
2 5 MR levers.
1 5 MR YES
Danger of stevedore or crew falling inside the hold from Injury to Personnel Rig stanchions and tiger ropes in tween deck,
tween deck. when opened. Stanchion and guard railing
7 3 5 HR rigged over booby hatch opening. 1 5 MR YES
Tripping or falling of stevedores and crew due to loose or Injury to Personnel Maintenance of gratings prior loading operation

improperly fitted gratings inside cargo holds; Falling into as per SMMS. Protective railings fitted.
8 unprotected booby hatch in tween decks or due to 3 5 HR Collapsible ladders securely fitted. 1 5 MR YES
improperly fitted ladders in booby hatch
Tripping or falling of stevedores and crew due to slings and Injury to Personnel Slings and other packing material to collected

other packing material lying around on passage to lower and stowed clear of walkway and passages.
9 hatch openings.
3 5 HR 1 5 MR YES

SMMS to be diligently followed to ensure air tightness Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
of hatches
Checked during routine rounds by duty officer and
5 Acceptable
report to chief officer Evaluation of Risk Assessment after completion of work
Checked during routine rounds by duty officer and Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 Acceptable
report to chief officer be considered when doing next risk assessment for the same job )
7 Acceptable
report to chief officer
Checked during routine rounds by duty officer and Comments :
8 Acceptable
report to chief officer Review dates Rank
9 Acceptable 1
report to chief officer
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : LOADING REEFER CARGO If any hazard manifests itself even after effective control
Physical contamination by stevedores / crew Damage to Cargo Personal hygiene. Cargo handling material (
1 2 4 MR walking boards) 1 4 LR NO
Contamination of cargo when opening tween decks, grease Damage to Cargo Cleaning of excess grease. Maintenance of
and hydraulic oil dropping on the cargo. hatch cover hydraulic cylinders to stop leaks.
2 2 5 MR Tween deck covers to be swept.
1 5 MR YES
Stevedore or Crew tripping/falling down from slippery crane Injury to Personnel Crane ladder steps cleaned of oil. Oil on decks
ladder, due to loose or improperly fitted gratings inside cargo of crane housing thoroughly cleaned.
3 holds.
4 5 HR Maintenance of gratings prior loading operation 2 5 MR YES
as per SMMS
Damage to cargo due to rain or excessive heat in tropics. Damage to Cargo Close hatches
4 2 5 MR 1 5 MR YES
Frozen cargo found whitish in appearance Damage to Cargo Check pulp temperature of frozen cargo. Reject
cargo if pulp temperature is found higher.
5 3 5 HR Owners Charterers and P & I club informed.
1 5 MR YES
Toxicity due to ozonisation of holds Injury to Personnel Crew advised not to enter holds, until

6 4 5 HR sufficiently ventilated. 2 5 MR YES
Danger of stevedore or crew falling inside the hold from Injury to Personnel Rig stanchions and tiger popes in tween deck,
tween deck. Also possibility of falling through booby hatch when opened. Stanchion and guard railing
opening in tween deck and from weather hatch covers rigged over booby hatch opening and main
7 trackways. 3 5 HR hatch covers trackways. All opened hatch ways 1 5 MR YES
are properly gaurded and no standing on
trackway allowed
Damage to opened hatch covers and tween decks and Damage to Equipment Opened hatch covers and tween deck covers
possibly personnel in the vicinity due to violent swinging of secured on port and starboard sides by locking
8 cargo onto the pontoons.
3 5 HR levers. 1 5 MR YES
Risk of drugs and stowaways hidden inside the holds. Stowaway Claims, Vessel/Crew ISPS checks to be strictly enforced. Verification

9 gets arrested 4 4 HR of photo ID at the gangway, strictly enforced. 1 4 LR NO

Checked during Inspection rounds by chief officer Discussed hazards and controls with team Yes No
2 Acceptable
Checked during Inspection rounds by chief officer and Date and time when all controls are in place
reported to chief engineer for stopping the leaks. Cargo
3 Acceptable
holds to be inspected by chief officer prior loading
Weather directives to be discussed in toolbox meeting Shut down period for this RA (For work on critical jobs only) From To

4 Acceptable
5 If possible check pulp temperatures ashore. Acceptable Evaluation of Risk Assessment after completion of work

Safety meeting called and crew advised. Notice placed Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 Acceptable
at each hold entrance. be considered when doing next risk assessment for the same job )
Stanchions and ropes kept in readiness before tween
7 decks opened. C/Off to verify rigging of stanchions and Acceptable
ropes.
Duty Officer to verify that pontoons are locked and Comments :
8 Acceptable
secured. Review dates Rank
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : MOVEMENT OF SPREADER FROM STOWAGE POSITION If any hazard manifests itself even after effective control
Uncontrolled swinging of spreader due to being out of sight Damage to Cargo, Equipment Ensure spreader is stowed in location visible to
1 of crane operator
3 5 HR crane operator. 1 5 MR YES
Crushing injury to crew member Injury to Personnel Crew member must not stand between the
spreader and container or bulkhead opposite
2 3 5 HR so as to avoid getting crushed.
1 5 MR YES
Inability to release spreader from housing due to frozen lock Damage to Cargo, Equipment Spreader locking lever to be maintained

3 3 4 MR operational and greased. 1 4 LR NO
Uncontrolled swinging of spreader due to Crane jib head not Damage to Cargo, Equipment Signal man to ensure that the crane jib head is
being plummed vertically above the spreader plummed directly above the spreader when
4 3 5 HR lifting the spreader.
1 5 MR YES
Swinging of the spreader causing damage to containers or Damage to Cargo, Equipment Experienced seaman to operate crane. Bosun

injury to personnel due to inexperienced crew members to signal the crane operator.
5 operating/signaling crane.
2 4 MR 1 4 LR NO
Crushing injury to fingers of crew members when connecting Injury to Personnel Connecting of the hook to be done when the

crane hook to the link of the spreader. hook is steady and not swinging. Do not use
6 3 5 HR cotton gloves. Be alert. 1 5 MR YES
Injury to head due to hit by crane hook. Injury to toe due to Injury to Personnel Wear helmet with mfg date within last five
7 accidental dropping of crane hook on the Toe 3 5 HR years. Stay clear of swinging hook. Wear 1 5 MR YES
Safety Shoes. Be Alert.
8
9
If unable to stow in sight of crane operator. Ensure Alternate method of work considered and found not applicable Yes No
1 proper signaling. Do not allow personnel in vicinity Acceptable
when lifting.
Use steadying line to hold spreader instead of pushing Discussed hazards and controls with team Yes No
2 Acceptable
the spreader by hand.
Bosun to carry out signaling, monitored by chief officer Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
During tool box meeting crew instructed to hold that Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 part of the link or hook which will not result in crushing Acceptable be considered when doing next risk assessment for the same job )
injury.
During tool box meeting crew instructed to be alert and
7 Acceptable
stay clear off the hook.
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
RISK ASSESSMENT
Deck & Cargo

(For Container)
Name of Vessel : CONTAINER WALLEM RISK ASSESSMENT Work area : DECK
Work Activity being assessed : CARGO OPERATION ‐ PAGE 1/2 If any hazard manifests itself even after effective control
Personal injury to crew or shore workers Injury to Personnel Proper PPE to be worn by crew as well as
shore workers involved in cargo operations.(
1 4 5 HR Hard Hat ,Safety Shoes)
1 5 MR YES
Stability problem due wrong stowage plan Damage to Equipment Stowage plan available prior arrival. Stowage

plan checked ( correct current port, Loading,
2 3 4 MR Discharging & Re-Handling details marked).
1 4 LR NO
Possibility of falling from top of containers when fitting or Injury to Personnel No person must work in adjacent bays to bays

checking container lashings / fittings with container movement. Crew working on top
of containers must be supervised use secured
3 4 5 HR ladders. Working aloft permit to be issued.
2 5 MR YES
Improper segregation and stowage of dangerous cargo Damage to Equipment Separate Plans are issued to crew for IMDG
4 3 5 HR cargo 2 5 MR YES
Improper stowage of over height or over wide containers Damage to Equipment Separate Plans are issued to crew for Special
5 2 4 MR Cargo which includes IMDG ,Reefer and Over 1 4 LR NO
dimension cargo
Abnormal Heel of v/l due to loading/discharging of containers Damage to Equipment Use Auto heeling Tank. Use other ballast tks to
adjust heel and trim if auto heeling tank not
6 3 5 HR sufficient to control list
1 5 MR YES
Hold filling with water due to continued operation in rain Damage to Equipment Keep Hold Bilges clean and ready to use all the
times prior arrival to port. Test pumping
7 3 5 HR arrangement as per schedule in SMMS 1 5 MR YES
Risk of stowaways and pilferage of cargo due broken seal Damage to Equipment, Cargo Security Seals of all stuffed containers should
Claim, Stowaway Claim be checked if intact. Any broken seal must be
8 4 5 HR reported immediately to C/Off or master.
2 5 MR YES
Tripping hazards in cross decks and walkways Injury to Personnel All cross decks / walkways must be clear of any
obstruction e.g. loose lashing material, broken
9 3 5 HR steel gratings etc.
1 5 MR YES

1 Tool Box Meeting prior cargo operation Acceptable Alternate method of work considered and found not applicable Yes No
Working in adjacent bays should not be allowed unless Date and time when all controls are in place
3 absolutely necessary. Supervision by officer essential. Acceptable
Chief Officer to check & report to Master that IMDG Shut down period for this RA (For work on critical jobs only) From To

4 containers are segregated & Stowed as per stowage Acceptable
plan.
Check cargo working plans and confirm with the Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 terminal the likelihood of list developing. Acceptable be considered when doing next risk assessment for the same job )
Hold Bilges should be kept clean and dry prior arrival
7 port. Regularly check the high level alarm floats for early Acceptable
warning.
If possible open top containers to be checked from top. Comments :
8 Acceptable
Review dates Rank
Check that cross decks are cleared during routine
9 Acceptable 1
rounds.
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : CARGO OPERATION ‐ PAGE 2/2 If any hazard manifests itself even after effective control
Dangers due to poor condition of Container securing fittings. Damage to Cargo and Check the securing of all base/auto twist locks.
Bad Lashing Arrangement Equipment All lashing rods/turn buckles should be well
1 4 5 HR secured and as per ship's lashing plan
2 5 MR YES
Fall hazard into hold while crossing along the cross deck Injury to Personnel Stanchion with safety rope to be rigged on the

walkway open side of holds. If both sides are open, the
2 4 5 HR safety rope to be rigged both sides
2 5 MR YES
Crushing injury to personnel when shifting spreader Injury to Personnel Crew NOT to be between spreader and

container when lifting spreader & crane to be
3 4 5 HR plummed directly above the spreader
2 5 MR YES
Damage due to Spreader Malfunction in case ship's spreader Damage to Cargo and Maintenance as per SMMS

4 being used Equipment
2 4 MR 1 4 LR NO
Container damage due to Left/Right locking twist locks Damage to Cargo and Vessel should have the same type of twist locks
Equipment to the extent possible. Twist locks operating in
5 2 4 MR opposite direction to be marked
1 4 LR NO
6
7
8
9
Check container lashings prior use. Discard corroded Alternate method of work considered and found not applicable Yes No
1 and defective lashing. Check the securing of container Acceptable
lashings
If any stevedore is crossing, a written notice should be Discussed hazards and controls with team Yes No
2 given to the stevedore supervisor/ terminal. Acceptable
Risk assessment to be carried out separately Date and time when all controls are in place
3 Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : HANDLING OF REEFER CONTAINERS If any hazard manifests itself even after effective control
Hazards as for normal container cargo operations Injury to Personnel, Damage to Risk assessment for cargo operation to be
1 Cargo, Equipment 4 5 HR followed 2 5 MR YES
Risk of eclectic shock when cargo operation is in progress Injury to Personnel Reefer Power not to be connected if

2 during rain ‐ connecting power supply 4 5 HR socket/plug is wet. 2 5 MR YES
Damage to cargo in reefer container due reefer machinery Damage to Cargo, Equipment Reefer Containers machinery must face socket
problems. Possibility that reefer containers are loaded with as per reefer loading plan. Machinery should be
3 machinery facing forward and exposed to sea sprays.
3 4 MR in well ventilated area free of sea sprays. 1 4 LR NO
Damage to reefer cargo due lack of ventilation. Damage to Cargo, Equipment Cargo hold ventilation must be started if reefer
container is being loaded under deck. Check
cargo Manifest for information of ventilation
4 3 4 MR requirement. Flaps on container to be opened
1 4 LR NO
accordingly.
Damage to reefer container electric cable when unloading Damage to Cargo, Equipment The cable should be disconnected prior to

due connected cable unloading of the reefer containers coiled and
5 3 4 MR stowed in the machinery recess. 1 4 LR NO
Container received on board with higher temperature than Damage to Cargo, Equipment Check Temperature chart (Partlow chart) on

on the cargo manifest. the container. If Temperature records show
6 2 5 MR higher temperature than manifest reject 1 5 MR YES
container.
Container received on board with higher temperature than Damage to Cargo, Equipment If cargo is IQF or VQF it is very sensitive and
7 on the cargo manifest.( IQF or VQF cargo) 4 5 HR must not be taken on board. 2 5 MR YES
Damage/puncture to reefer container due to impact with Damage to Cargo, Equipment Punctured containers to be rejected. Stevedore

corner of adjacent container during loading. damage report to be made. Small damages
may be repaired on board provided there is
8 4 5 HR sufficient time and average container
2 5 MR YES
temperature does not drop over 24 hour period.
Damage due to forgetting to plug reefer continer to power Damage to Cargo, Equipment Reefer engineer/Electiricain or senior officer to

9 source 3 4 MR check that the reefer continer cable is plugged 1 4 LR NO
to power source
Risk assessment as for normal container operations Alternate method of work considered and found not applicable Yes No
1 Acceptable
First isolate the circuit of that particular bay from E/R Discussed hazards and controls with team Yes No

2 ,connect the power and then switch on the circuit Acceptable
breaker
6 Check temperature of cargo on manifest. Acceptable Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
For IQF or VQF cargo, advance notice to be given to be considered when doing next risk assessment for the same job )
7 vessel & container temperature to be checked on jetty. Acceptable
Charterer to be informed, protest lodged, Signature of Comments :
8 stevedores obtained. If IQF or VQF container P & I to be Acceptable
informed. Review dates Rank
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Prepared by : MSQR
WALLEM RISK ASSESSMENT Revised by : Director (Marine)
SHIPMANAGEMENT LTD FOR 3rd Edition : 31.1.06
Rev.No. / Date : Jun 2016
CRITICAL OPERATIONS Approved by : Directors
SHIPBOARD MANAGEMENT APPENDIX 1
MANUAL – PART II Index : RA-Engine Forms
: Page1
DETAILED RISK ASSESSMENT

(ENGINE)
Engine for all ships:
E01 - Changeover From HSFO to LSFO and Vice Versa

(!) E02 - Emergency Procedure In Case of Engine Room Fire
(!) E03 - Emergency Procedure In Case of Grounding
(!) E04 - Fuel Lubricating Oil Transfer
E05 - Handling of Waste Oil & Bilge Water
E06 - Procedures In Heavy Weather
E07 - Procedures In Extreme Cold and Icy Waters
E08 - Operation of Main and Auxiliary Engine
E09 - Oily Water Separator Operation
(!) E10 - Operation of Purifier Plant
E11 - Operation of Steam Plant
E12 - Manoeuvring in Narrow or Congested Water
E13 - Heavy Large Machinery Overhaul
E14 – Main and A/E Fuel valve Testing
Engine for Tankers:
(!) ET01 - Operation Of Cargo Oil Pump Turbines

RISK ASSESSMENT
ENGINE
(For all ships)
Name of Vessel : ALL SHIPS WALLEM RISK ASSESSMENT Work area : ENGINE
Work Activity being assessed : CHANGEOVER FROM HSFO TO LSFO AND VICE VERSA If any hazard manifests itself even after effective control
DAMAGE TO MACHINERY DUE TO LOW LUBRICITY & LOW Damage to Equipment USE LUBRICITY IMPROVERS. ORDER
VISCOCITY CORRECT BUNKER. MAINTAIN CORRECT
1 4 5 HR TEMPERATURE DURING CHANGEOVER 1 5 MR YES
AND USE
OIL LEAK FROM PUMP GLANDS, FUEL INJECTION PUMPS ‐ FIRE Damage to Equipment MAINTAIN A VERY CLOSE & CONSTANT

HAZARD WATCH. WIPE OFF LEAKS. PROVIDE EXTRA
2 4 5 HR MAN POWER IN WATCH 1 5 MR YES
LO CONTAMINATION BY FUEL OIL Damage to Equipment MAINTAIN A VERY CLOSE & CONSTANT

3 2 5 MR WATCH. 1 5 MR YES
IMPROPER COMBUSTION IN BOILER Damage to Equipment CLOSELY WATCH FUEL PRESSURE AND
REGULATE. ADJUST AIR DAMPER FOR
4 4 3 MR CORRECT FUEL/AIR RATIO
1 3 LR NO
ABNORMAL DEPOSITS ON THE MAIN ENGINE PISTON RINGS Damage to Equipment USE CORRECT TBN CYLINDER OIL. ADJUST

5 AND LINERS
4 5 HR FEED RATE 1 5 MR YES
DAMAGE TO MACHINERY DUE TO POOR COMBUSTION Damage to Equipment CONSTANT MONITORING AND INSPECTION
6 4 5 HR 1 5 MR YES
CLOGGING OF FUEL FILTERS Damage to Equipment CONSTANT MONITORING. KEEP SPARE
7 2 4 MR FILTER ELEMENTS READY FOR USE 1 4 LR NO
THERMAL SHOCK TO ENGINES Damage to Equipment GRADUAL CHANGEOVER. MAINTAIN LOW

TEMPERATURE GRADIENT. MONITOR
8 4 5 HR VISCOSITY OF FUEL AT INLET TO ENGINE
1 5 MR YES
MIXING OF LS AND HS FUEL OR INCOMPLETE FLUSHING OUT Damage to Equipment FOLLOW THE PROCEDURE MANUAL.

9 OF FUEL
2 3 LR MONITOR CLOSELY. 1 3 LR NO
CHIEF ENGINEER TO CHECK REPORT AND DECIDE Alternate method of work considered and found not applicable Yes No
ADDITION OF IMPROVER. CHIEF ENGINEER TO ENSURE
1 CORRECT ORDER OF BUNKER. MONITOR TEMPERATURE Acceptable
DURING CHANGEOVER PROCEDURE
ALL WATCH KEEPERS TO BE EXTRA VIGILANT. CHIEF Discussed hazards and controls with team Yes No

2 Acceptable
ENGINEER TO MONITOR
CHECK CONDITION OF SUMP OIL VISUALLY. DO SPOT Date and time when all controls are in place
3 Acceptable
TEST
CHIEF ENGINEER TO CONSULT MAKER'S INSTRUCTION
5 Acceptable
AND TAKE CORRECT MEASURE Evaluation of Risk Assessment after completion of work
ALL WATCH KEEPERS TO BE EXTRA VIGILANT. CHIEF Any new hazard or missed hazard ( If Yes, Mention in comments and to be Yes No
6 Acceptable
ENGINEER TO MONITOR considered when doing next risk assessment for the same job )
7
CHIEF ENGINER TO BE PRESENT DURING CHANGE OVER Comments :
8 Acceptable
TO MONITOR Review dates Rank
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : EMERGENCY PROCEUDRE IN CASE OF ER FIRE If any hazard manifests itself even after effective control
SOME STAFF UNAWARE OF THE FIRE Injury to Personnel, Damage to ACTIVATE ALARM. INFORM BRIDGE. MAKE
1 Property/Cargo 4 5 HR ANNOUNCEMENT BY THE PUBLIC 1 5 MR YES
ADDRESS SYSTEM
UNAVAILIBILITY OF FIRE FIGHTING WATER OR SUFFICIENT Injury to Personnel, Damage to KEEP VALVES FOR FIRE PUMP ALWAYS
WATER DUE TO FAILURE OF FIRE LINE INTEGRITY ON DECK Property/Cargo OPEN. START FIRE PUMP IMMEDIATELY
AND LAY UP HOSES WITH NOZZLES
ATTACHED. ALL STAFF TO BE AWARE OF
2 2 5 MR ISOLATION VALVES AND SAME TO BE
1 5 MR YES
TESTED REGULARLYFOR PROPER
FUNCTIONING
UNAVAILIBILITY OF FIRE FIGHTING EQUIPMENT Injury to Personnel, Damage to HOSES, NOZZLES AND EXTINGUISHER TO

3 Property/Cargo 2 5 MR BE KEPT IN THERE ASSIGNED PLACES. 1 5 MR YES
SPREADING OF FIRE BEYOND CONTROL Injury to Personnel, Damage to USE PORTABLE FIRE EXTINGUISHER

Property/Cargo
4 4 5 HR IMMEDIATELY. QUICKLY JUDGE 1 5 MR YES
CONDITION. USE FIXED FIRE
EXTINGUISHING MEDIUM.
SPREADING OF FIRE BEYOND CONTROL DUE TO INGRESS OF Injury to Personnel, Damage to STOP ALL FANS. CLOSE ALL DOORS AND
5 AIR/FUEL OR RE‐IGNITION Property/Cargo 4 5 HR SKYLIGHTS. OPERATE QUICK CLOSING 1 5 MR YES
VALVES.
INJURY TO PERSONNEL Injury to Personnel, Damage to DO NOT FIGHT THE FIRE ALONE WAIT FOR
Property/Cargo ASSISTANCE. TAKE HEAD COUNT BEFORE
6 3 5 HR DISCHARGING CO2. KEEP ESCAPE 1 5 MR YES
ROUTES MARKED, LIT AND CLEAR.
EMERGENCY SOURCES OF POWER AND FIRE FIGHTING WATER Injury to Personnel, Damage to REGULARLY TRY OUT EMERGENCY

7 INOPERABLE Property/Cargo 2 5 MR GENERATOR IF PROVIDED AND 1 5 MR YES
EMERGENCY FIRE PUMP.
MISTAKES DUE TO PANIC Injury to Personnel, Damage to DRILL AND TRAINING
8 Property/Cargo 2 5 MR 1 5 MR YES
Fire P/P not taking suction ( priming p/p not working ) Injury to Personnel, Damage to Monitor functioning of the Priming P/P while
9 Property/Cargo 2 5 MR trying out the Fire P/P 1 5 MR YES

PERIODIC TRAINING, POSTERS IN CONTROL ROOM Alternate method of work considered and found not applicable Yes No
1 Acceptable
REGARDING FIRE FIGHTING
CHIEF ENGINEER TO REGULARLY CHECK AND CONFIRM Discussed hazards and controls with team Yes No
2 Acceptable
FIRE PUMP IN READINESS ALWAYS
REGULAR CHECK OF FIRE FIGHTING EQUIPMENT Date and time when all controls are in place
3 Acceptable
From To
4 REGULAR TRAINING AND DRILL Acceptable Shut down period for this RA (For work on critical jobs only)
REGULAR TRAINING AND DRILL. REGULAR TEST OF
5 EMERGENCY STOPS AND QUICK CLOSING VALVES Acceptable
REGULAR TRAINING AND DRILL. SENIOR OFFICERS TO Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 CHECK THE EMERGENCY ESCAPE ROUTE REGULARLY Acceptable be considered when doing next risk assessment for the same job )
MASTER TO CONFIRM FROM CHIEF ENGR. THAT
7 EMERGENCY EQUIPMENT IN GOOD RUNNING ORDER. Acceptable
DISCUSSION AND BRIEFING DURING SAFETY MEETING. Comments :
8 Acceptable
Review dates Rank
ALL MAINTENANCE TO BE CARRIED OUT AS PER SMMS,
9 VESSEL TO MAINTAIN ON BOARD MIN. CRITICAL SPARES Acceptable 1
AT ALL TIMES
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : EMERGENCY PROCEUDRE IN CASE OF GROUNDING If any hazard manifests itself even after effective control
DAMAGE TO MAIN ENGINE AND PROPELLER Damage to STOP ENGINE IMMEDIATELY
1 Machinery/Euipments
4 5 HR 2 5 MR YES
CLOGGING OF COOLERS AND CONDENSER Damage to CHANGE OVER TO SUCTION TO HIGH SEA.
2 Machinery/Euipments 4 4 HR CLOSE LOW SEA SUCTION 1 4 LR NO
DAMAGE TO DB TANKS AND INGRESS OF WATER OR Damage to Enviornment, Vessel TAKE SOUNDING OF ALL DB AND VOID

DISCHARGE OF OIL INTO SEA and Safety of Personnel TANK, COFFERDAM AND VOID SPACES
3 4 5 HR IMMEDIATELY AFTER GROUNDING AND 2 5 MR YES
HOURLY THEREAFTER
FLOODING OF ENGINE ROOM Damage to Enviornment, Vessel CONSTANTLY MONITOR BILGE LEVEL.

and Safety of Personnel TAKE ROUNDS FOR ANY OTHER VISIBLE
DAMAGE TO STRUCTURE OR SEA WATER
LEAKS. IN CONSULTATION WITH MASTER
4 4 5 HR AND DPA USE THE MAIN EMERGENCY 2 5 MR YES
BILGE SUCTION / EMERGENCY BILGE
SUCTION FOR FIRE AND G/S P/P .
DAMAGE TO MACHINERY Damage to CHECK ALL MACHINERY FOR ABNORMAL

2 4 MR VIBRATION NOISE 1 4 LR NO
DAMAGE TO MAIN ENGINE CRANKSHAFT Damage to AFTER REFLOAT CHECK CRANKSHAFT
4 5 HR DEFLECTION
2 5 MR YES
DAMAGED RUPTURED BOTTOM OF DB FUEL TANK CAUSING PROBLEM IN REMOVING TRANSFER FUELS OF AFFECTED DB
7 CONTAMINATION OF FUEL BY WATER WATER CONTENT FROM THE 3 4 MR TANKS TO OTHER AVAILABLE TANKS. 1 4 LR NO
FUEL
8
9
CHIEF ENGR. TO CONFIRM ENGINE IS STOPPED Alternate method of work considered and found not applicable Yes No
1 Acceptable
CHIEF ENGR. TO MAINTAIN RECORD AND NOTE IF THERE Date and time when all controls are in place
3 IS ANY INCREASE OR DECREASE OF SOUNDING Acceptable
ENGINE ROOM TO BE MANNED WITH EXTRA Shut down period for this RA (For work on critical jobs only) From To

4 MANPOWER. REPORTING TO C/E EVERY HOUR Acceptable
CHIEF ENGR. TO BE PRESENT DURING MEASUREMENT Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 AND COMPARE WITH PREVIOUS READING. Acceptable be considered when doing next risk assessment for the same job )
7
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : FUEL/ LUBRICATING OIL TRANSFER If any hazard manifests itself even after effective control
OVERFLOW OF OIL Damage to Enviornment TAKE SOUNDING OF TANK RECEIVING OIL
BEFORE START OF TRANSFER AND THEN
1 4 5 HR EVERY 30 MINUTES THEREAFTER
1 5 MR YES
SUCTION FROM OR DISCHARGE TO TANK OTHER THAN THE Damage to Enviornment, Cargo CHECK ALL VALVES AND SHUT AND
2 ONE INTENDED 4 5 HR SECURE ALL VALVES NOT REQUIRED 1 5 MR YES
OVERHEATING OF PUMP OR MOTOR Damage to Equipment CHECK PUMP AND MOTOR PERIODICALLY

FOR ABNORMAL NOISE, VIBRATION OR
HEAT. CHECK PUMP SUCTION AND
3 2 4 MR 1 4 LR NO
DISCHARGE PRESSURE. CHECK MOTOR
AMPERE.
MIXING OF FUEL OILS WHICH ARE NON COMPATABLE additional sludge formation VALVE LINE UP TO BE RE-CHECKED BY A

SENIOR ENGINEER. PLAN FUEL TRANSFER
4 2 4 MR IN ORDER TO AVOID MIXING OF NON 1 4 LR NO
COMPATABLE FUEL
5
6
7
8
9
1 CHIEF ENGINEER TO SIGHT SOUNDING Acceptable Alternate method of work considered and found not applicable Yes No
CHIEF ENGINEER TO CONFIRM CORRECT VALVES ARE Discussed hazards and controls with team Yes No
2 OPEN AND OTHER VALVES SHUT AND SECURED Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : HANDLING OF WASTE OIL & BILGE WATER If any hazard manifests itself even after effective control
DISCHARGE OVERBOARD OF WASTE OIL OR BILGE WATER Damage to Enviornment OVERBOARD VALVES TO BE SECURED
1 ABOVE 15 PPM
2 5 MR AND LOCKED 1 5 MR YES
INGRESS OF OIL/CHEMICALS/DETERGENTS INTO BILGES Damage to Enviornment / NOTICES PUT UP PROHIBITING POURING
Property OF OIL,CHEMICAL OR DETERGENT WATER
2 4 5 HR IN BILGES OR WASHBASINS IN ENGINE
1 5 MR YES
ROOM
INGRESS OF OIL INTO BILGES Damage to Enviornment / DRAINS AND CHANNELS ALONG M/E
Property C/CASE DOORS TO KEEP CLEAR. OIL
3 4 5 HR LEAKS TO BE IMMEDIATELY RECTIFIED.
1 5 MR YES
COOLING OR OVERHEATING OF WASTE OIL TANK Damage to Enviornment / WASTE OIL TANK TEMPERATURE TO BE

4 Property
2 4 MR MONITORED 1 4 LR NO
BILGE WATER IN BALLAST LINE Damage to Enviornment / EMERGENCY BILGE SUCTION VALVES TO
5 Property 2 5 MR TIGHTLY SHUT AND SEALS PUT 1 5 MR YES
INCINERATOR OR OILY WATER SEPR. INOPERABLE DUE TO Damage to Enviornment / HANDLING PROCEDURE TO BE POSTED

FOLLOWING OF INCORRECT PROCEDURES Property NEAR BILGE AND SLUDGE PUMPS AND IN
6 2 5 MR ENGINE CONTROL ROOM 1 5 MR YES
CONTAMINATION OF BILGE WATER IN HOLDING TANK WITH Damage to Enviornment / DRAINING OF WASTE OIL TK. WATER TO

7 FINE CARBON PARTICLES OR OIL Property 4 5 HR BE DONE UNDER SUPERVISION OF OOW. 1 5 MR YES
8
9
CHIEF ENGR. TO KEEP THE KEY AND OPEN ONLY WHEN Alternate method of work considered and found not applicable Yes No
1 DISCHARGING TO SHORE RECEPTION OR USING OWS Acceptable
CHIEF ENGINEER TO ENSURE SUCH NOTICES ARE IN Discussed hazards and controls with team Yes No

2 Acceptable
PLACE
2ND ENGR. TO REGULARLY CHECK FOR OIL LEAKS AND Date and time when all controls are in place
3 Acceptable
CLEANLINESS
CHIEF ENGR. TO REGULARLY CHECK THAT SEALS ARE
5 Acceptable
INTACT Evaluation of Risk Assessment after completion of work
CE & 2E TO CONDUCT TRAINING ON HOW TO OPERATE Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 THE EQUIPMENT TO ALL ENGINE CREW Acceptable be considered when doing next risk assessment for the same job )
FREQUENTLY CHECK SAMPLE OF WATER BEING
7 Acceptable
DRAINED.
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : PROCEDURES IN HEAVY WEATHER If any hazard manifests itself even after effective control
SHIFTING OF HEAVY PARTS OR OTHER ITEMS Damage to Equipment EXTRA LASHING TO BE TAKEN. FREQUENT
1 2 5 MR CHECKS TO BE MADE 1 5 MR YES
INJURY TO PERSONNEL Injury to Personnel ALL STAFF TO BE INFORMED OF
IMPENDING OF BAD WEATHER AND
2 2 5 MR INSTRUCTED TO HOLD ONTO RAILS WHEN
1 5 MR YES
MOVING AROUND
DAMAGE TO MAIN ENGINE DUE TO OVERLOAD OR Damage to Equipment SET GOVERNOR TO ROUGH WEATHER
3 FLUCTUATION OF RPM 2 5 MR MODE OR REDUCE RPM TO OPTIMUM 1 5 MR YES
LEVEL.
CHOKING OF FUEL FILTERS Damage to Equipment KEEP CLOSE WATCH ON FUEL PRESSURE.
DRAIN SERVICE TANK FREQUENTLY. USE
4 2 5 MR 1 5 MR YES
HIGHER LEVEL SUCTION VALVE WHERE
PROVIDED.
MAIN AND AUX. ENGINE LO PUMP INTERMITTENT SUCTION Damage to Equipment MAINTAIN HIGHER LO SUMP LEVEL
5 LOSS
3 4 MR 1 4 LR NO
LOSS OF FO TRANSFER PUMP SUCTION RESULTING IN LOW Damage to Equipment USE BUNKER TANK WHICH IS FULL, WHERE
SERVICE TANK LEVEL POSSIBLE. KEEP CONSTANT WATCH ON
6 2 4 MR PUMP AND TANK LEVEL. OPERATE PUMP 1 4 LR NO
MANUALLY.
DAMAGE TO MAIN ENGINE AUXILIARY BLOWER DUE TO Damage to Equipment SET BLOWER SWITCH TO MANUAL

7 FREQUENT START/STOP
2 5 MR 1 5 MR YES
8
9
CHIEF ENGR. TO CHECK ALL ITEMS FIRMLY SECURED Alternate method of work considered and found not applicable Yes No
1 Acceptable
MASTER TO INFORM CHIEF ENGR. OF IMPENDING BAD Discussed hazards and controls with team Yes No

2 WEATHER AND ENSURE ALL STAFF INFORMED ABOUT IT. Acceptable
CLOSE WATCH OF MAIN ENGINE BY WATCH KEEPERS. Date and time when all controls are in place
3 MONITORING OF ME BY CHIEF ENGR. ENGINE ROOM TO Acceptable
BE MANNED.
ENGINE ROOM TO BE MANNED. TOOLS AND FILTER Shut down period for this RA (For work on critical jobs only) From To
4 ELEMENTS KEPT READY FOR FILTER CLEANING. Acceptable
CHIEF ENGR. TO ENSURE THAT SWITCH IS IN MANUAL considered when doing next risk assessment for the same job )
7 Acceptable
POSITION
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : PROCEDURES IN EXTREME COLD AND ICY WATERS If any hazard manifests itself even after effective control
FO/LO BECOMING VERY VISCOUS OR FREEZING Damage to Equipment / Property MAINTAIN TEMPERATURE. ENSURE
TRACING STEAM FULLY OPEN. IN PORT
1 4 5 HR KEEP CIRCULATING PUMPS RUNNING. RUN
1 5 MR YES
AE ON DO
CRANES AND WINCHES INOPERABLE DUE TO COLD OIL Damage to Equipment / Property KEEP OIL PUMPS RUNNING. HEAT OIL IN
2 2 5 MR TANK
1 5 MR YES
COOLING DOWN OF ENGINE Damage to Equipment / Property OPEN STEAM TO EXPANSION TK. USE
PREHEATER. USE SAME COOLER FOR ME
3 2 5 MR AND AE. OPEN S.W RECIRCULATING VALVE
1 5 MR YES
LOWERING OF ELECTRICAL MOTORS MEGGER VALUE Damage to Equipment / Property PROVIDE HEATING LAMPS FOR MOTORS

4 4 4 HR WHICH ARE NOT RUNNING 1 4 LR NO
LACK OR LOSS OF SEA WATER SUCTION Damage to Equipment / Property OPEN STEAM TO FILTERS AND SEA

CHEST. CHANGE OVER SUCTION TO TANK
5 4 5 HR PROVIDED AND COOLERS OUTLET TO THE
1 5 MR YES
SAME TANK
ACID CORROSION OF MAIN ENGINE LINERS Damage to Equipment / Property MAINTAIN CHARGE AIR TEMP. ABOVE DEW
6 2 5 MR POINT. THROTTLE AIR COOLER SW 1 5 MR YES
OUTLET VALVE.
INSUFFICIENT OR SUDDEN DROP OF STEAM PRESSURE Damage to Equipment / Property KEEP OIL FIRING OF BOILER ON. PUT OFF
ENGINE ROOM FANS NOT REQUIRED.
7 4 4 HR SHUT STEAM TO UNNECESSARY PLACES 1 4 LR NO
LIKE DRYING ROOM.
HO TRANSFER LOSS OF SUCTION Damage to Equipment / Property USE BUNKER TANK CLOSE TO PUMP. KEEP
CIRCULATING FROM TANK TO TANK IF
8 4 5 HR SHIFTER PUMP ARRANGEMENT NOT 1 5 MR YES
PROVIDE.
FREEZING OF SW AND FW PIPELINES Damage to Equipment / Property DRAIN ALL PIPES NOT IN USE OR
9 4 4 HR CIRCULATION.
1 4 LR NO
CLOSE MONITORING BY WATCH KEEPERS. ADD ANTI Alternate method of work considered and found not applicable Yes No
1 Acceptable
FREEZE IN OIL IF PERMITTED
CHIEF ENGINEER TO CONFIRM THAT PUMPS ARE Discussed hazards and controls with team Yes No
2 Acceptable
RUNNING AND HEATING IS ON
CHIEF ENGINEER TO CONFIRM HEATING OPEN AND Date and time when all controls are in place
3 Acceptable
MONITOR CONSTANTLY.
CHIEF ENGR. TO CONFIRM STEAM OPEN OR INTERNAL
5 TANK USED. CLOSE MONITORING OF TEMPERATURES OF Acceptable
ENGINES Evaluation of Risk Assessment after completion of work
CONSTANT MONITORING OF CHARGE AIR Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 Acceptable
TEMPERATURE. be considered when doing next risk assessment for the same job )
7
CONSTANTLY MONITOR PUMP AND SERVICE TANK Comments :
8 Acceptable
LEVEL. OPERATE PUMP MANUALLY Review dates Rank
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : OPERATION OF MAIN AND AUXILIARY ENGINE If any hazard manifests itself even after effective control
OVERLOADING OF ENGINE, DAMAGE TO PARTS Damage to Machinery / CHECK RPM & FO CONSUMPTION AND
Equipment COMPARE WITH MANUFACTURER'S DATA.
1 2 5 MR BE IN THE PERMISSIBLE REGION 1 5 MR YES
AIR POLLUTION Damage to Enviornment BUNKER USED TO BE AS PER REGULATION

2 2 5 MR 1 5 MR YES
THERMAL SHOCK, DAMAGE TO PARTS Damage to Machinery / ALL PARAMETERS TO BE MAINTAINED AS
3 Equipment 2 5 MR PER MAKER'S RECOMMENDATION 1 5 MR YES
SPRAY OF HIGH TEMP. OIL CAUSING E.R. FIRE/HUMAN INJURY Injury to Personnel , Damage to PERIODIC MAINTENANCE OF HP PIPES,

4 Machinery / Equipment 2 5 MR REGULAR PATROL 1 5 MR YES
DAMAGE OF MACHINERY PARTS Damage to Machinery / ROUTINE INSPECTION AND OVERHAUL AS

Equipment PER MAKER'S/COMPANY'S
5 2 5 MR RECOMMENDATION.
1 5 MR YES
REMOTE CONTROL TROUBLE Damage to Machinery / PERIODIC TEST OF REMOTE STARTING FOR

Equipment AUX. ENGINES. PERIODIC TEST OF
6 2 5 MR 1 5 MR YES
EMERGENCY MANOEUVRING FOR MAIN
ENGINE
WEAR OUT OF PARTS DUE TO CATFINES IN FUEL OIL Damage to Machinery / PURIFIER AND BACKWASH FILTER TO BE
Equipment RUN CORRECTLY. SERVICE TANKS TO
7 2 5 MR DRAINED EVERY 4 HOURS
1 5 MR YES
MALFUNCTION OF SAFETY DEVICES Damage to Machinery / PERIODIC TESTING OF TRIPS AND CUT

8 Equipment
2 5 MR OUTS 1 5 MR YES
9
1 CHIEF ENGINEER TO MONITOR DAILY Acceptable Alternate method of work considered and found not applicable Yes No
CHIEF ENGINEER TO CHECK SUPPLIERS & LAB REPORT Discussed hazards and controls with team Yes No
2 Acceptable
FOR SULPHUR PERCENTAGE
3 CHIEF ENGINEER TO MONITOR DAILY Acceptable Date and time when all controls are in place
DAILY VISUAL INSPECTION OF HP PIPES BY CHIEF Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
ENGINEER
CHIEF ENGINEER TO ENSURE MAINTENANCE AND ALARM
5 TESTING IS CARRIED OUT AS PER SCHEDULE Acceptable
CHIEF ENGR. TO ENSURE TEST/TRY OUT CARRIED OUT Any new hazard or missed hazard ( If Yes, Mention in comments and to be Yes No
6 Acceptable
AND RECORDED considered when doing next risk assessment for the same job )
CHIEF ENGR. TO MONITOR PURIFIER OPERATION AND
7 NO. OF BACKWASHES BY BACKWASH FILTER DAILY Acceptable
CONFIRM TO CARRY OUT PMS TEST AND INSPECTION Comments :
8 Acceptable
REGULARLY Review dates Rank
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : OILY WATER SEPERATOR OPERATION If any hazard manifests itself even after effective control
DISCHARGE OF OILY WATER ABOVE 15 PPM OVERBOARD Damage to Enviornment TEST 15 PPM MONITOR BEFORE
OPERATION. CLEANING FRESH WATER
1 2 5 MR VALVE TO BE KEPT OPENED DURING 1 5 MR YES
OPERATION
DISCHARGE OF OILY WATER OVERBOARD THROUGH SHORE Damage to Enviornment SHORE DISCHARGE VALVE TO BE KEPT
2 DISCHARGE
2 5 MR SHUT AND FLANGE BLANKED. 1 5 MR YES
FILLING UP OF BILGE SEPERATED OIL TANK Damage to Enviornment / CHECK THAT OIL DISCHARGE VALVE IS
3 Property
2 4 MR NOT LEAKING.
1 4 LR NO
DAMAGE TO OILY WATER SEPERATOR Damage to Enviornment / DO NOT OVER PRESSURISE THE
Property SEPERATOR ADJUST PUMP DISCHARGE
4 2 4 MR PRESSURE. ENSURE OVERBOARD VALVE 1 4 LR NO
OPEN BEFORE START.
FILLING UP BILGE HOLDING TANK BY SEA WATER Damage to Enviornment / ENSURE THAT SEA WATER PRIMING VALVE

Property AND OVERBOARD AND ALL OTHER VALVES
5 2 5 MR ARE SHUT AFTER THE OPERATION IS 1 5 MR YES
COMPLETED
OIL CONTENT METER, DATE & TIME NOT MATCHING WITH Damage to Enviornment / BEFORE OPERATION CHECK THAT DATE
LOCAL TIME OR GMT. (Risk applicable to those vessel which Property AND TIME IS CORRECT
6 have OCM of such type fitted.)
2 5 MR 1 5 MR YES
7
8
9
CHIEF ENGR. TO TEST, SHUT AND LOCK FW VALVE AND Alternate method of work considered and found not applicable Yes No
1 Acceptable
THEN ALLOW OPERATION.
CHIEF ENGR. TO ENSURE VALVE SHUT AND SECURED AND Discussed hazards and controls with team Yes No
2 Acceptable
FLANGE BLANKED.
CHIEF ENGR. TO ENSURE ALL VALVE SHUTS AND SECURED
5 Acceptable
CHIEF ENGR. TO ENSURE BEFORE ALLOWING OPERATION Any new hazard or missed hazard ( If Yes, Mention in comments and to be Yes No
6 Acceptable
considered when doing next risk assessment for the same job )
7
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : OPERATION OF PURIFIER PLANT If any hazard manifests itself even after effective control
DAMAGE TO MACHINERY Damage to Property / Machinery PERIODIC OVERHAUL AS PER
MAKER'S/COMPANY'S RECOMMENDATION.
1 2 4 MR DAILY CHECK FOR ABNORMAL NOISE OR 1 4 LR NO
VIBRATION.
POOR PURIFICATION OF OIL RESULTING IN DAMAGE TO Damage to Property / Machinery DAILY ONCE MANUAL DISCHARGE. CHECK

EQUIPMENTS EVERY WATCH FOR MAINTENANCE OF
2 2 5 MR 1 5 MR YES
CORRECT TEMPERATURE AND
THROUGHPUT
PARTS THROWN OUT OF MACHINE WHNE STARTED Injury to Personnel/Damage to BEFORE STARTING TO CHECK TOP HOOD
Property Or Machinery LOCKS SECURED, BRAKES RELEASED. DO
3 2 5 MR 1 5 MR YES
NOT START WITH TOP HOOD OPEN
4
5
6
7
8
9
DUTY ENGINEER TO MONITOR THE PARAMETER Discussed hazards and controls with team Yes No
2 Acceptable
SAFETY PROCEDURES TO BE DISCUSSED IN TOOL BOX Date and time when all controls are in place
3 MEETING. CHECK THOROUGHLY BEFORE STARTING Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : OPERATION OF PURIFIER PLANT If any hazard manifests itself even after effective control
DAMAGE TO MACHINERY Damage to Property / Machinery PERIODIC OVERHAUL AS PER
MAKER'S/COMPANY'S RECOMMENDATION.
DAILY CHECK FOR ABNORMAL NOISE OR
1 2 4 MR 1 4 LR NO
VIBRATION AND CURRENT DRAWN BY THE
PURIFIER
POOR PURIFICATION OF OIL RESULTING IN DAMAGE TO Damage to Property / Machinery DAILY ONCE MANUAL DISCHARGE. CHECK

EQUIPMENTS EVERY WATCH FOR MAINTAININGOF
2 2 5 MR CORRECT TEMPERATURE AND 1 5 MR YES
THROUGHPUT
PARTS THROWN OUT OF MACHINE WHNE STARTED Injury to Personnel/Damage to BEFORE STARTING TO CHECK TOP HOOD
Property Or Machinery LOCKS SECURED, BRAKES RELEASED. DO
3 2 5 MR 1 5 MR YES
NOT START WITH TOP HOOD OPEN
4
5
6
7
8
9
DUTY ENGINEER TO MONITOR THE PARAMETER Discussed hazards and controls with team Yes No
2 Acceptable
SAFETY PROCEDURES TO BE DISCUSSED IN TOOL BOX Date and time when all controls are in place
3 MEETING. CHECK THOROUGHLY BEFORE STARTING Acceptable
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : MANOEUVRING IN NARROW OR CONGESTED WATER If any hazard manifests itself even after effective control
Date of Risk Assessment 18‐Dec‐13 Last Assessment: 18‐Dec‐13 Current : 18‐Dec‐13 Last :
LOSS OF ELECTRICAL POWER Damage to Vessel, Equipment, TWO GENERATORS SHOULD BE RUNNING.
Machinery, Cargo and Safety of STAND BY GENERATOR KEPT READY FOR
1 Personnel.
2 5 MR START
1 5 MR YES
LOSS OF MAIN ENGINE REMOTE MANOEUVRING Damage to Vessel, Equipment, EMERGENCY MANOEUVRING SHOULD BE

Machinery, Cargo and Safety of IN READINESS. CONFIRM THAT ANY TOOLS
2 Personnel. 2 5 MR REQUIRED FOR CHANGE OVER IS KEPT AT 1 5 MR YES
EMER. STAND
FAILURE OF STEERING GEAR Damage to Vessel, Equipment, BOTH STEERING TO BE IN OPERATION.

Machinery, Cargo and Safety of FREQUENT CHECKS OF STEERING TO BE
3 Personnel.
2 5 MR MADE. STEERING TRIED BEFORE ENTRY.
1 5 MR YES
FAILURE OF ANY AUXILIARY MACHINERY Damage to Vessel, Equipment, STAND BY MACHINERY TO BE IN

Machinery, Cargo and Safety of READINESS
4 Personnel.
2 4 MR 1 4 LR NO
AUXILIARY BOILER FAILURE Damage to Vessel, Equipment, MAIN OR AUX. ENGINE IF RUNNING ON

Machinery, Cargo and Safety of HEAVY FUEL TO BE CHANGED OVER TO
5 Personnel.
2 5 MR DIESEL OIL
1 5 MR YES
LOSS OF MAIN ENGINE START AIR Damage to Vessel, Equipment, TWO AIR COMPRESSORS TO BE KEPT

Machinery, Cargo and Safety of RUNNING. IN CASE OF LOSS OF AIR
6 Personnel.
3 5 HR MASTER TO BE INFORMED IMMEDIATELY. 1 5 MR YES
7
8
9
MASTER TO CONFIRM FROM CHIEF ENGR. THAT TWO Alternate method of work considered and found not applicable Yes No
1 GENERATORS RUNING AND STAND BY READY Acceptable
CHIEF ENGR. TO CONFIRM ALL TOOLS REQUIRED ARE Discussed hazards and controls with team Yes No

2 THERE NEAR THE CONTROL STAND Acceptable
MASTER TO ENSURE STEERING GEAR TRIED OUT. Date and time when all controls are in place
3 Acceptable
CHIEF ENGR. TO ENSURE DO TANK IS FULL AND ALL
5 OFFICERS AWARE OF CHANGE OVER PROCEDURE Acceptable
CONSTANT WATCH ON COMPRESSORS AND STARTING Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 Acceptable
AIR PRESSURE TO BE KEPT. be considered when doing next risk assessment for the same job )
7
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Work Activity being assessed : HEAVY/LARGE MACHINERY OVERHAUL If any hazard manifests itself even after effective control
Date of Risk Assessment 18‐Dec‐13 Last Assessment: 18‐Dec‐13 Current : 18‐Dec‐13 Last :
Weather conditions Injury to Personnel, Damage to Weather forecast to be checked, if likely to
1 Equipment / Machinery 2 5 MR deteriorate, additional measures to be taken 1 5 MR YES
Hydraulic hoses, jacks, p/p and all other associated tool proper Damage to Equipment / Visual (if possible operational) check on these

2 functioning Machinery 2 4 MR items to be done prior starting 1 4 LR NO
Possibility of staff getting hurt in absence of PPE, Cleanliness Injury to Personnel To ensure all staff allocated for this job has
3 of the working area 3 5 HR proper PPE, The area must be maintained 1 5 MR YES
clean to avoid slipping
Possible damages in case Maker's procedures are not followed Damage to Equipment / To discuss in tool box meeting, photocopy of
4 Machinery 2 5 MR procedures to hand over to staff 1 5 MR YES
Securing arrangements of Cyl Head, Piston and other items in Damage to Equipment / Stand for cyl head, piston etc. to keep ready
5 open condition Machinery
2 4 MR 1 4 LR NO
Lifting appliances. Injury to personnel due to parting of sling. Damage to Equipment / Visual check of wire, limit switches and cut outs
Load getting caught in beams, supports etc. Machinery to try prior starting the job. Crane operator
6 2 5 MR should always be watching load & sling to note 1 5 MR YES
smooth load movement, wire tautness etc.
Communication / co‐ordinations, Safety Notices, Job Allocation Injury to Personnel, Damage to Good communication, job allocation, notice on

7 Equipment / Machinery 2 5 MR T/G etc to be done 1 5 MR YES
Propeller Clear / no hindrances in case of Main Engine overhaul Damage to Equipment / To confirm with bridge prior turning engine

8 Machinery
2 5 MR 1 5 MR YES
Key items like starting air system, fuel, water, L.O. isolated. Damage to Equipment / Postive isolation procedures to be followed
9 Machinery
2 5 MR 1 5 MR YES
1 Extra lashings, chain block to be used Acceptable Alternate method of work considered and found not applicable Yes No
The area must be repeatedly cleaned to keep it oil free Date and time when all controls are in place
3 Acceptable
and dry
Procedures to be discussed among all engrs prior Shut down period for this RA (For work on critical jobs only) From To
4 Acceptable
commencement
E/R Overhead crane to be only operated by a responsible Any new hazard or missed hazard ( If Yes, Mention in comments and to be Yes No
6 Acceptable
engr (CE or 2E) considered when doing next risk assessment for the same job )
Good comm./co‐ordination/job allocation must be
7 Acceptable
ensured without fail
Look out to be posted when engine is being turned Comments :
8 Acceptable
Review dates Rank
Senior engineer to veify positive isolation of these system
9 Acceptable 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
Name of Vessel : M.T. /M.V. WALLEM RISK ASSESSMENT Work area : FUEL V/V TEST RM
Work Activity being assessed : MAIN AND A/E FUEL VALVE TESTING If any hazard manifests itself even after effective control
1 Testing Equipment not properly secured Personnel Injury, Machinery 2 2 LR Checks to be carried out prior test. 1 2 LR NO
Testing Equipment not in good condition. d
Personnel Injury, Machinery Checks to be carried out prior test.
2 2 2 LR 1 2 LR NO
d
3 Pipe / hose in bad condition Personnel Injury, Fire 2 3 LR Visual checks to be carried out prior test. 1 3 LR NO
4 Pipe / hose connections are loose. Personnel Injury 2 2 LR Checks to be carried out prior test. 1 2 LR NO
Presence of flame/spark nearby Fire Ensure no source of flame/spark in the vicinity
5 3 3 MR while carrying out test 1 3 LR NO
6 Fuel valve infirmly secured to test bed. Personnel Injury 3 2 LR Checks to be carried out prior test. 1 2 LR NO
7 Incorrect PPE. Personnel Injury 1 3 LR Proper PPE such as gloves, eye protector and 1 1 LR NO
t l t b d
8 Slip, trip and fall. Personnel Injury 3 3 MR Area to be maintained clean. 1 3 LR NO
9 Possible damages in case Maker's procedures are not Machinery damage 2 3 LR To discuss in Tool Box meeting. Procedure to 1 3 LR NO
f ll d h d t t ff
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
RISK ASSESSMENT
ENGINE
(For Tankers)
Work Activity being assessed : OPERATION OF CARGO OIL PUMP TURBINES If any hazard manifests itself even after effective control
INJURY TO PERSONNEL Injury to Personnel WEAR CORRECT PPE. STEAM LINES TO BE
DRAINED SLOWLY TO PREVENT
1 2 5 MR SPLASHING OF HOT WATER
1 5 MR YES
DAMAGE TO STEAM PIPES DUE TO WATER HAMMERING Damage to Equipment / FOLLOW WARM UP PROCEDURES

2 Machinery
2 5 MR 1 5 MR YES
DAMAGE TO TURBINE Damage to Equipment / FOLLOW WARM UP & START PROCEDURE
Machinery AS PER INSTRUCTION MANUAL. CHECK LO
LEVEL BEFORE START TEST ALARMS &
3 2 5 MR TRIPS. MONITOR PARAMETERS
1 5 MR YES
DAMAGE TO PUMP Damage to Equipment / MONITOR PARAMETERS DURING

Machinery OPERATION. MAINTAIN CLOSE AND CLEAR
4 2 5 MR COMMUNICATION BETWEEN ENGINE & 1 5 MR YES
CARGO CONTROL ROOM
FIRE HAZARD Damage to Equipment / CHECK NO LEAK FROM GLAND/MECH.
Machinery. Injury to Personnel SEAL. CONFIRM THAT BEARINGS ARE NOT
5 2 5 MR RUNNING HOT.
1 5 MR YES
SAFETY TRIPS AND ALARMS ( LOW VACCUM , LOW LO PR , DAMAGE TO MACHINERY TESTING AND CALIBRATION OF ALARMS

HIGH CASING TEMP , HIGH BRG TEMP , HIGH SHAFT SEAL AND TRIPS TO BE DONE METICULOUSLY ,
TEMP , GLAND STEAM PR LOW , PUMP VIBRATION HIGH , ANY DEFECT / DEVIATION FROM DESIRED
HIGH RPM ) OF COPT NOT WORKING SETTING TO BE DEALT IMMEDIATELY IN
6 2 5 MR CONSULTATION WITH MAKER'S MANUAL /
1 5 MR YES
TECHNICAL SUPERINTENDENT
7
8
9
2ND ENGINEER TO DISCUSS THE MATTER IN THE Alternate method of work considered and found not applicable Yes No
1 TOOLBOX MEETING PRIOR ARRIVAL DISCHARGE PORT Acceptable
2ND ENGINEER TO DISCUSS THE MATTER IN THE Discussed hazards and controls with team Yes No

2 TOOLBOX MEETING PRIOR ARRIVAL DISCHARGE PORT Acceptable
CHIEF ENGINEER TO CONFIRM MONITORING BY OOW Date and time when all controls are in place
3 Acceptable
CHIEF ENGINEER TO CONFIRM MONITORING BY OOW Shut down period for this RA (For work on critical jobs only) From To

4 Acceptable
5 MONITORING BY SENIOR OFFICERS Acceptable Evaluation of Risk Assessment after completion of work

REQUIRED MINIMUM SPARES TO BE MAINTAINED TO Any new hazard or missed hazard ( If Yes, Mention in comments and to Yes No
6 RECTIFY ANY FAULT IF FOUND DURING TESTING Acceptable be considered when doing next risk assessment for the same job )
7
9 1
2
DO JOB
3
4
Ver 2.0 / Nov 13
SHIPMANAGEMENT LTD HAZARD / RISK FACTOR & Revised by : Marine Supdt (SID)
CONTROL MEASURE FOR 3rd Edition : 31.1.06
SHIPBOARD MANAGEMENT ALL OTHER OPERATION Approved by : Managing Director
MANUAL – PART II APPENDIX 2 Page -1-
Appendix 2 of SBM II
Hazard Identification and control measures

for All Other Operations
(The list is not inclusive and ship staff would discuss the hazard and control
Measure in the toolbox meeting
for any job that in not included in Appendix 1 and 2 of SBM II)
Note :
1. The contents of this section would be amended as required. More jobs would be
added based on the review of the SMS system, if required.
2. Department head to carry out Hazard identification/risk assessment and control

measure any job that is not included in sec 1 and Sec 2 of this manual. This should
then be discussed in the toolbox meetings which are conducted prior to
commencement of the job.
WALLEM HAZARD / RISK FACTOR & Issue Date : 31.3.98
SHIPMANAGEMENT LTD Revised by : Marine Supdt (SID)
ALL OTHER OPERATION Rev.No. / Date : Jun 2010
APPENDIX 2 Page -2-
Appendix 2 of SBM II : Hazard Identification / Risk Assessment and control measures for Non Critical jobs
Bridge Procedures
DESCRIPTION OF OPERATION OPERATIONS ASSESMENT HAZARD / RISK FACTORS DETAILS OF CONTROL MEASURE
Bridge Team management whilst under Damage to vessel Failure to follow procedures Follow correct procedures as per BPM
pilotage
Damage to environment Not working as a team
Injury to Personnel
Change of OOW procedures Damage to vessel Information missed out during As per checklist in BPM
change
Change of pilots Damage to vessel Information missed out during
change of pilots
Change over hand/auto steering (testing once Damage to vessel Not tested Familaristation as familarisation
per watch) checklist in BPM
Damage to environment Wrong testing procedure
Corrections of Charts & Publications Damage to vessel Correction missed out Verification of chart correction by Master
Checked during Bridge procedure
Damage to environment Corrections not done correctly audits by Training superintendents.
Follow correct procedures as per BPM
to avoid false distress alarms.
Damage to vessel
False alarm sent out by In case false alert is sent, vessel to
Distress alarms Damage to environment mistake during maintenance follow poster procedure to inform MRCC
Follow correct procedures as per BPM.

Damage to vessel
Vessel to drift at safe distance from dangers and
Drifting, awaiting cargo orders/port to open Damage to environment Drifting close to danger keep engines ready
ALL OTHER OPERATION Rev.No. / Date : Jun 2010
APPENDIX 2 Page -3-
DESCRIPTION OF OPERATION OPERATIONS ASSESMENT HAZARD / RISK FACTORS DETAILS OF CONTROL MEASURE
Familiarisation with bridge equipment Damage to vessel Familarisation not done Familarisation checklist in BPM to be
used
Damage to environment Some equipment missed out
during familarisation
Questioning and/or countermanding pilots Damage to vessel Insufficient judgement prior Proper judgement to excersied by
advice countermanding Master prior countermanding
Damage to vessel
Not practiced as per
Navigational Emergency drills Damage to environment requirement To be practiced as per drill matrix
Speed to be maintained to allow for safe
operations
Damage to vessel Excessive speed Course and speed to be adjusted to
Storing/Crew change whilst underway Damage to environment Weather conditions counteract weather effects.
Testing bridge equipment, daily at noon Damage to vessel Some equipment missed out Checklist from BPM to be used for daily
during testing checks at noon.
Briefing to be done on tug positioning.
Damage to vessel
Tug to be positioned correctly Dangers from making fast and casting
Damage to environment off tug to be discussed with crew during
Injury to crew while making fast
Tug positioning, making fast/casting off Injury to personnel and casting off toolbox meeting.
ALL OTHER OPERATION Rev.No. / Date : Jan 2012
APPENDIX 2 Page -4-
Deck & Cargo Procedures (General )
DESCRIPTION OF OPERATION OPERATIONS HAZARD / RISK FACTORS DETAILS OF CONTROL MEASURE

ASSESMENT
Anchoring - Deck Injury to personnel Eye injury due flying debris Goggles to be worn by crew
Damage to equipment Injury to mooring crew Correct PPE to be worn
Slip, trip & fall to crew Toolbox meeting
Anchor slipping Maintenance as per SMMS
Oil leaks Anchor to be paid out on gear on bigger ships
Anchoring in abnormal depth Injury to personnel As for anchoring and As for anchoring.
anchoring running out at full
Damage to equipment speed Anchor to be lowered till a few meters above
ground and the let go or anchoring to be done on
gear
Arrival Port Damage to environment Poor preparation Arrival checklist from ship type specific operation
manual “Appendices”
Injury to personnel A to be used All items in the checklist to be
Damage to equipment positively checked and verified by senior officers
Ballasting/De-ballasting Damage to vessel Unexpected trim/list Ballasting/De-ballasting operation to be planned

Damage to environment Tankers : Contamination Ballast to be checked prior pumping out
Injury to personnel Slip if tank overflowed in port Ballast should not be overflowed in port
Damage to equipment Pressure surge damage to Careful operation with good seamanship to avoid
pipeline and pump. pressure surge.
Ballasting or deballasting by gravity should not be
done through pump.
APPENDIX 2 Page -5-

ASSESMENT
Cargo handling equipment & machinery Injury to personnel Wrong operation Toolbox meeting
operation
Damage to equipment Unfamiliar crew or new crew Familiarisation and training
Poor condition of equipment Maintenance and Inspection as per SMMS
Proper PPE
Cargo handling equipment & machinery Injury to personnel Wrong operation Toolbox meeting
rigging
Poor condition of equipment Maintenance and Inspection as per SMMS
Proper PPE
Cargo operation in wet weather Injury to personnel Slip, trip and fall Toolbox meeting and PPE
Change of watch Damage to vessel Slack mooring Proper round before taking over
Damage to environment Oil leaks on deck Discussed in meeting prior arrival port
Injury to personnel Trip hazards
Damage to equipment Poor handling
Checking watertight integrity of upper deck Damage to vessel Left in open condition Proper checks
& accommodation
Damage to environment Closed loop conditions
Connecting/disconnecting bunker hose Damage to environment Flange not tightened Proper verification of flange tightness
Injury to personnel Swinging hose Toolbox meeting
APPENDIX 2 Page -6-

ASSESMENT
Corrosion prevention - Chipping machine Injury to personnel Poor PPE Toolbox meeting
Damage to equipment Location with sensitive Goggles in good condition and in use
equipment
Corrosion prevention - Sandblasting Injury to personnel Poor PPE PPE in good condition
Damage to equipment Location with sensitive Toolbox meeting
equipment
Departure Port Injury to personnel Poor preparation Departure checklist from ship type specific
operation manual “Appendices”
Damage to equipment
All items in the checklist to be positively checked
and verified by senior officers
Emergency drills Damage to vessel Emergency preparedness Various drills to be carried out as per Matrix in
Damage to environment affected if drill not carried out Safety manual.
realistically.
Injury to personnel Checklist from MCCM to be used for drills
Damage to equipment Evaluation form from Safety Manual to be used for
fire drills
Extreme Cold Weather Injury to personnel Frost bites Cold Weather checklist from ship type specific
Damage to equipment operation manual “Appendices” to be used
Cold weather damage
Fire & Safety rounds Damage to vessel Fire hazard if rounds not Procedures in BPM to be followed
Damage to environment carried out effectively.
Discussed in safety meetings
Injury to personnel
Damage to equipment
Heavy Weather Damage to vessel Movement of unsecured item Procedures in BPM to be followed
Damage to environment Proceeding at full speed into Heavy weather checklist to be followed
Injury to personnel very heavy seas
Weather forecasts to be monitored
Damage to equipment
APPENDIX 2 Page -7-

ASSESMENT
Internal transfer of heavy and/or Injury to personnel In way of the item being Toolbox meeting
dangerous items transferred
Damage to equipment Lifting item to be inspected prior use
Poor condition of liftig
equipment
Operation of cranes Injury to personnel Unfamiliar crew or new crew Familiarisation and training
Damage to equipment Poor condition of crane Toolbox meeting
Safety interlocks bypassed Maintenance as per SMMS
Operation of windlass / mooring winches Injury to personnel Unfamiliar crew or new crew Familiarisation and training
Damage to equipment Poor condition of crane Toolbox meeting
Safety interlocks bypassed Maintenance as per SMMS
Pilot embarkation/disembarkation ( Deck) Injury to personnel Poor condition of pilot ladder Condition checked prior use
or broken steps or spreaders
Good seamanship – Test by standing on top 2
Not tested prior deployment steps and secured on top
Not secured on top Maintenance as per SMMS
Sounding tanks/bilges Damage to environment One man error Toolbox meeting
Specification/ordering of PPE/Safety Injury to personnel Poor supply To be returned and new item procured
equipment
Not as per specification Separate requisition for PPE to be made by ship
SHIPBOARD MANAGEMENT MANUAL – PART II ALL OTHER OPERATION Approved by : Managing Director
APPENDIX 2 Page -8-

ASSESMENT
Storing Damage to environment
Injury to personnel
Damage to equipment
Storing whilst underway Damage to environment
Injury to personnel
Damage to equipment
Pipeline – removal, changing Injury to personnel Impact injury Toolbox meeting
Damage to equipment Eye injury Correct PPE
Crush injury Proper slings and lifting gear

ASSESMENT
Matrix for Personal Injury Activities

Routine washing and cleaning Injury to personnel PPE not used or in poor Proper PPE to be worn
condition
Toolbox meetings
Ship specific hazards
Routine Chipping and corrosion prevention Injury to personnel PPE not used or in poor Proper PPE to be worn
work condition
Toolbox meetings
Ship specific hazards
Routine painting work Injury to personnel PPE not used or in poor Proper PPE to be worn
condition
Toolbox meetings
MSDS not available
MSDS to be available
APPENDIX 2 Page -9-

ASSESMENT
Routine shifting of equipment and stores Injury to personnel Incorrect posture Toolbox meeting
Heavy or bulky load Refer to Chapter 19 of COSWP
Hand tool - usage Injury to personnel Impact injury Toolbox meeting
Worn or damaged tool Awareness to avoid impact injury
Power tools Injury to personnel Worn or damaged tool Toolbox meeting
Accessories and tool piece( Safety guards in place
drill bits, chisel) not secured
Accessories and tool pieces should not be
Electric – risk of shock changed with tool connected to power source
Risk of shock to be discussed in toolbox meeting
Workshop and bench machines Injury to personnel Unfamiliar or new crew Training and Familarisation
Worn or damaged tool Toolbox meeting
Accessories and tool piece( Safety guards in place
drill bits, chisel) not secured
Accessories and tool pieces should not be
changed with tool connected to power source
Risk of shock to be discussed in toolbox meeting
Tools – Abrasive wheels Injury to personnel Unfamiliar or new crew Training and familarisation
Worn or damaged tool Correct type of wheel as per manufacturers
instructions
Improper mounting
Mounting to be done by trained crew
Speed of spindle should not exceed maximum
permitted speed of wheel
Toolbox meeting and correct PPE
APPENDIX 2 Page - 10 -
Windlass and winches – Changing brake Injury to personnel Impact injury Toolbox meeting
lining
Eye injury Correct PPE
Movement of heavy object Proper slings and lifting gear
Crush injury
Air pipes / Vents / PV Valves : Overhauling Injury to personnel Impact injury Toolbox meeting
/ Inspection by removal of head or cowl
Damage to equipment Eye injury Correct PPE
Movement of heavy object Proper slings and lifting gear
Crush injury
Galley routines work Injury to personnel Cut injury Care when using knife
Slip, trip and fall injury Care when cutting fish
Rolling and pitching Galley to be kept clean
Walking space in galley to be clear of obstructions
Accommodation cleaning and other work Injury to personnel Slip, trip and fall injury Care when climbing up or down stairways in
within accommodation accommodation
Cut injury
Care when climbing up or down with sharp objects
Rolling and pitching or objects like plates which can break and have
sharp edges if they were to fall
Cabin Injuries Injury to personnel Slip, trip and fall injury Anti slip mat to be put outside toilets so personnel
do not fall after bath
Cut injury
Cabin to be kept clean
Rolling and pitching
Sharp objects to be handles with care.
Routine Jobs – Not covered in this section Injury to personnel Various as decided by Toolbox meetings
department head and his
Damage to equipment team
Unusual Jobs – Not covered in this section Injury to personnel Various as decided by Risk Assessment to be carried out by the
department head and his department head
Damage to equipment team
Safety meetings
Toolbox meetings
Deck & Cargo Procedures – Bulk Carriers
DESCRIPTION OF OPERATION OPERATIONS HAZARD / RISK DETAILS OF CONTROL MEASURE

ASSESMENT FACTORS
Loading/Discharging Plan Damage to vessel Wrong planning and Plan to be prepared and verified by Master.
execution
Damage to equipment Closed loop communication to be followed.
Communication failure
Stress & Stability Calculations Damage to vessel Loadicator error Loadicator test results to be checked every quarter
and to be verified by Master
Damage to environment Loadicator not operational
Communication ship/terminal Damage to vessel Inoperative Communication to be checked at regular intervals
Communication internal Damage to vessel Inoperative Communication to be checked at regular intervals
Cargo damages by stevedores Damage to vessel Poor handling Careful watch kept and protest to be issued
immediately once damage is noticed
Damage to equipment
Stevedore damages to vessel Damage to vessel Poor handling Careful watch kept and protest to be issued
immediately once damage is noticed
Injury to personnel
Monitoring/sounding/checks of ballast Damage to equipment Over flowing in port Ballast tank to be monitored as per plan
tanks Soundings to be checked as per plan
Injury to personnel Running pump dry Tank should not be over flowed in port
Not securing valves properly Valves to be secured after completion of
after completion of deballasting
deballasting Soundings of all ballast tanks to be taken after valve
secured.
Cargo stowing Damage to vessel Poor planning Stowing to be as per plan

Injury to personnel Not executing the plan Toolbox meeting
Damage to equipment
Loading/discharging heavy lift cargo Damage to vessel Poor planning Loading and discharging as per plan
Injury to personnel Toolbox meeting
Damage to equipment
Loading dangerous/explosive cargo Damage to vessel Incompatible cargo Loading and discharging as per plan and the IMDG
code.
Toolbox meeting
Injury to personnel
Damage to equipment
Deck & Cargo Procedures – Tankers (Oil, Chemical and Gas)
DESCRIPTION OF OPERATION OPERATIONS HAZARD / RISK DETAILS OF CONTROL MEASURE

ASSESMENT FACTORS
execution
Damage to environment Closed loop communication to be followed.
Damage to equipment Communication failure
Ship shore checklist from safety manual to be used
Ship shore information exchange from Tanker
manual to be used
Cargo handling equipment & machinery Damage to environment Poor tanker procedures Plan to be discussed with officers and crew
operation
Injury to personnel Safety guards not in place Good tanker procedures to be followed when
handling pumps
Damage to equipment
Cargo heating/monitoring Injury to personnel Heat injury to personnel Toolbox meetings

Damage to equipment Thermal shock Proper PPE to be worn
Warming up steam lines to be done slowly
Cargo operation in wet weather Damage to vessel Lightning damage – Mast Venting / loading to be stopped when lightening in
(Weather assessment of electrostatic riser fire vicinity
hazards) Damage to environment
Oil leaks on deck Decks to be kept free of oil
Injury to personnel
Slip hazard Crew to be advised of slip hazard when working on
Damage to equipment deck
Cargo segregation Damage to Cargo Insufficient segregation Level of segregation to be checked with charterers
Two valve segregation to be maintained as required
Cargo operations Damage to vessel Error in operation Cargo operation to be discussed in safety meeting
Damage to environment One man error to be avoided
Injury to personnel
Damage to equipment
Communication internal Damage to vessel Inoperative Communication to be checked at regular intervals
Communication ship/terminal Damage to vessel Inoperative Communication to be checked at regular intervals
Draining tanks Damage to environment Operational error Soundings to be checked after valve secured
Damage to equipment All tanks to be sounded by a different person to
confirm tank is empty ( avoiding one man error)
Inerting/Purging of cargo tanks Damage to vessel Still air condition Follow tanker procedures
Injury to personnel Oxygen content not as Watch wind for dispersing gases
required
Damage to equipment Toolbox meeting
Monitoring/sounding/checks of ballast Damage to equipment Over flowing in port Ballast tank to be monitored as per plan
tanks
Injury to personnel Running pump dry Soundings to be checked as per plan
Not securing valves properly Tank should not be over flowed in port
after completion of
deballasting Valves to be secured after completion of
deballasting
Soundings of all ballast tanks to be taken after valve
secured.
Starting/stopping Injury to personnel Heat Injury Steam to be started or stopped gradually/slowly

Steam on deck and to pumproom Damage to equipment Thermal shock Toolbox meeting and pre arrival meeting to inform
crew on hazard of steam
Stress & Stability Calculations Damage to vessel Loadicator error Loadicator test results to be checked every quarter
and to be verified by Master
Damage to environment Loadicator not operational
Tank cleaning Damage to vessel Tank condition and machine ISGOTT requirements to be followed to prevent
output is not matching electrostatic build up
Lifting hazard when moving Plan to be prepared for tank cleaning
Injury to personnel machine/hose
Toolbox meeting
Damage to equipment Compatibility of product with
water – adverse reaction
Testing & calibrating instruments Damage to vessel Not properly calibrated Follow manufacturer’s procedures
Damage to environment Unfamiliar or new crew Training and familarisation
Injury to personnel Not calibrated prior major Fixed O2 analyser to be calibrated prior discharge
operation like tank entry operations.
Damage to equipment
Portable gas instrument to be calibrated prior tank
entry
Testing alarms Damage to environment Important equipment missed To be done as per SMMS
Injury to personnel Unfamiliar or new crew Training and familarisation
Damage to equipment
Testing emergency stopping devices & Damage to environment Certain locations missed All pumps to be tested
over-speed trips of cops
Damage to equipment Certain pumps missed All location for emergency stopping devices to
tested on each occasion.
Turning pumps Injury to personnel Safety guards Toolbox meeting

Damage to equipment
Vapour emission Damage to vessel Oxygen content high Follow procedures as per class approved manual
Damage to environment Fall in pressure
Deck & Cargo Procedures – PCC / PCTC / Ro-Ro
DESCRIPTION OF OPERATION OPERATIONS ASSESMENT HAZARD / RISK DETAILS OF CONTROL MEASURE

FACTORS
execution
Damage to equipment
Car Deck cleaning Injury to personnel Throwing the securing Toolbox meeting
material
Damage to equipment Communication
Trip hazards
Movement of truck
Deck & Cargo Procedures – Reefer vessels

FACTORS
execution
Damage to equipment
Cargo handling equipment & machinery Injury to personnel Unfamiliar crew or new Training and familarisation
operation crew
Damage to equipment Toolbox meeting
Poor condition of
machinery Inspection and maintenance as per SMMS
Cargo hold cleaning Injury to personnel Wrong posture Toolbox meeting

Damage to equipment Throwing the securing
material
Openings in the hold
Deck & Cargo Procedures – Container vessels

FACTORS
execution
Damage to equipment
Clearing the container lashings Injury to personnel Wrong posture Toolbox meeting
Damage to equipment Throwing lashings
Appendix 2 of SBM II: Hazard Identification / Risk Assessment and control measures for Other jobs
ENGINE - GENERAL
DESCRIPTION OF OPERATION OPERATIONS HAZARD FACTORS DETAILS OF CONTROL MEASURE

ASSESMENT
Change of watch Damage to vessel Lack of knowledge of Chief Engineer’s night order book.
present status of running
Damage to environment and stand by machinery, Verbal and/or written change of information
Damage to equipment position of vessel and regarding present status of machinery, vessel,
condition of Engine room. engine room and any other relevant matter in person
Injury to personnel in the Engine control room.
Test routines of emergency equipment Injury to personnel Lack of operational Safety meeting
knowledge
Damage to equipment Follow the prepared testing plan.
Lack of Emergency
Non availability of equipment preparedness Read and follow instructions in manual
Procedures in extreme heat Injury to personnel Loss of body water Toolbox meetings
Damage to equipment Overheating Take salt tablets and lot of water
Maintain all equipment parameters
Heavy oil/Diesel oil change over Damage to vessel Thermal shock Toolbox meeting
Damage to environment Loss of Propulsion or Follow correct procedure of change over of fuel as
Electric power per the instruction manual
Damage to equipment
Change over procedures to UMS Damage to vessel Non availability of stand by Follow checklist. Take a thorough round of engine
machinery room before change over to UMS
Non availability of Bridge Take Chief Engineer permission
Damage to equipment control of Main engine
Inform Bridge before change over
Alarms not operational or in
active state Ensure no alarms are in activated state. Test alarms
periodically
Sounding of tanks Damage to environment Incorrect sounding leading to When taking sounding take two times.
overflow or lack of fuel.
Damage to cargo Take sounding periodically.
Incorrect Calculation
Lack of fuel Chief Engr. to verify calculation and maintain record
Draining of fuel tanks Damage to equipment Water and/or Catfines in oil Toolbox meeting
Injury to personnel Splashing of hot oil OOW to confirm draining is carried out every watch
Boiler entry Injury to personnel Hot surface. Lack of air Toolbox meeting
Boiler not positively cut off Permission from Chief Engineer before entry.
Use of chemicals Damage to equipment Wrong or excess chemical Toolbox meeting
used
Injury to personnel Wear correct PPE
Contact with body parts
Read MSDS sheets
Storing of chemicals and fuel sample Injury to personnel Storing in wrong location Safety meeting
Damage to environment Drums/Containers not Storing in chemical locker only
lashed
Proper lashing and checking of lashing regularly
Contact with body parts due
to spill or leak Regular checks for damage to containers and leaks
Correct PPE & MSDS sheets kept in the locker
Ballasting/De-ballasting Damage to vessel Running pump dry Toolbox meeting
Damage to equipment Undue stresses of Ballasting/De-ballasting as per plan
structurals
Soundings to constantly monitored
Leaky or wrong valves
operated Pump to be checked periodically during operation
Clear communication with deck department
Sewage Plant operation Damage to equipment Discharge overboard of non Operation of plant as per instruction manual
treated sewage
Injury to personnel Regular maintenance of equipment and testing of
Running pump or blower dry alarms
Alarms non operational Monitoring during operation
Incinerator plant operation Injury to personnel Contact with hot surface Toolbox meeting
Damage to equipment Burning prohibited item Operation of plant as per instruction manual
Damage to environment Use in prohibited areas Regular maintenance of equipment and testing of
alarms
Damage to vessel Fire hazard
Monitoring during operation
Turning M/E whilst at Port Damage to equipment Propeller hitting boats or any Toolbox meeting
Injury to personnel person Clearance from deck OOW
Propeller entangled with Notice put up at the stern
ropes
EGB Washing Injury to personnel Contact with hot surface Toolbox meeting
Damage to equipment Inhalation of carbon dust Wear correct PPE. No leaks in water or air hoses.
Uptake fire Permission from senior officer before start of work
Water ingress to Main Inspection by senior officer before closing door
Engine
Close monitoring during cleaning
Blowing through and trying out main Injury to personnel Indicator cocks closed Toolbox meeting
engine prior departure
Damage to equipment Cargo gears not removed Clear instruction from Bridge and movement of
telegraph.
Damage to shore Moorings slack
equipment, structures or Clear verbal confirmation that all indicator cocks are
personnel Boat or ropes near propeller open.
Clear visual confirmation that all personnel are away
from cylinder head platform.
Before trying out on fuel - clear verbal confirmation
that all indicator cocks are closed.
Testing & Maintenance of OWS Damage to environment Handling heavy weights Toolbox meeting
Injury to personnel Slip, trip and fall Use correct PPE.
Damage to equipment Error in 15 ppm monitor Use correct and tested tools and tackles
Use of prohibited tools or Follow instructions of the manual
chemicals for cleaning
Test the monitor onboard and ashore periodically

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SHIPMANAGEMENT LTD.

WALLEM SHIPMANAGEMENT LTD

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

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

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

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

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

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

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

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

The 3rd Edition of SBM Parts I&II were issued on 31-1-2006.

SHIPBOARD MANAGEMENT MANUAL

PART I 1 Copies per ship + 2 CDs

RECENT REVISIONS ADVISED BY LETTER.

COPY IS AVAILABLE WITH MASTER

(!) Recent revision / Recent amendment

REVISED PAGES(S) MASTER/ REVISED MASTER/

Table of Contents : All Dec 2014

Table of Content : Pg 1 & 3 May 2015

Table of Content : All Oct 2015

Table of Content : All

SECTION REVIEWED DATE REMARKS INITIALS

ALL 1/97 Reorganise Manual and issue New Edition AKA

ALL 1/98 Revision in Progress DSH

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

ALL 3/00 Reviewed, with no changes found necessary

Changes in ISM code detailed as in Resolution

01, 03, 05 &

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

- Protect the health and safety of our employees at work

To achieve this goal, WALLEM: -

Rev. Date: 1st March 2009

1.1 INTRODUCTION TO QUALITY ASSURANCE IN SHIP MANAGEMENT

1.2 HEALTH & SAFETY

v) Protect the environment.

vi) Minimising “Process Loss” and continuously improve “Loss Control”.

WALLEM recognises that safety is a Line Management responsibility.

1.3 CONSERVATION & PROTECTION OF THE ENVIRONMENT

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

1.4 DRUG & ALCOHOL POLICY

1.5 MINIMISING PROCESS LOSS AND IMPROVEMENT OF LOSS CONTROL

1.6 MANDATORY REGULATIONS & LAWS

a) International Load Line Convention, 1966

SECTION 2 Overview of Documents

2.1 Overview of Ship and Office Documents

2.2 TERMS OF REFERENCE

2.3 APPROVAL, ISSUANCE, REVISIONS AND AMENDEMENTS

2.4 DOCUMENT RETENTION PERIOD

Class - DNV/NKK/LRS Class - DNV -SEP Rules

Liberian -Hong Kong

Shipboard Management SOLAS

Shore Based Contingency Shipboard Contingency

2.6 SHIPBOARD DOCUMENT CONTROL AND DISTRIBUTION

THE “QUANTITY ON BOARD“COLUMN TO BE COMPLETED AND CORRECTIONS ARE TO BE MADE BY

QUANTITIES DISTRIBUTION LAST

COMPANY STATIONERY LIST 1 IN SMS DVD

ACCIDENT STATISTICS 1 BRIDGE

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

QUANTITIES DISTRIBUTION LAST

QUANTITIES DISTRIBUTION LAST

CHIEF ENGINEERS STANDING ORDERS ECR

MAIN ENG MANOEUVRING RPM/SPD ECR,BRIDGE

TRAINING BOOKLETS 1SET C/O