Coastal Vessel MESQAC 2013

MARINE ENVIRONMENTAL, SAFETY AND
QUALITY ASSURANCE CRITERIA
FOR
COASTAL VESSELS IN EXXONMOBIL AFFILIATE

SERVICE
INTERNATIONAL MARINE TRANSPORTATION LIMITED

(MP 100, ExxonMobil House, Ermyn Way, Leatherhead,
Surrey, KT22 8UX, UNITED KINGDOM)

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MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

COASTAL VESSELS IN EXXONMOBIL AFFILIATE SERVICE
INDEX
INTRODUCTION................................................................................................................................... 3
TANKER MANAGEMENT SELF ASSESSMENT (TMSA)........................................................................... 4
THIRD PARTY VESSEL INSPECTIONS .................................................................................................... 5
REPORTING INCIDENTS ....................................................................................................................... 7
CHAPTER 1 GENERAL INFORMATION .......................................................................................... 8
CHAPTER 2 CERTIFICATION, DOCUMENTATION AND PUBLICATIONS ......................................... 9
CHAPTER 3 CREW MANAGEMENT, HEALTH AND SAFETY MANAGEMENT ................................ 10
CHAPTER 4 WHEELHOUSE NAVIGATION AND COMMUNICATIONS .......................................... 12
CHAPTER 5 HEALTH, SAFETY AND SECURITY MANAGEMENT.................................................... 16
CHAPTER 6 FIRE FIGHTING AND LIFE SAVING EQUIPMENT ....................................................... 19
CHAPTER 7 ENVIRONMENT PROTECTION ................................................................................. 20
CHAPTER 8 STRUCTURAL CONDITION ....................................................................................... 23
CHAPTER 9 CARGO OPERATIONS AND TANK CLEANING ........................................................... 24
CHAPTER 9A CHEMICAL CARRIERS .............................................................................................. 29
CHAPTER 9B GAS CARRIERS ......................................................................................................... 31
CHAPTER 9C INERT GAS ............................................................................................................... 34
CHAPTER 10 MOORING AND LIFTING EQUIPMENT ..................................................................... 36
CHAPTER 11 ENGINE / MACHINERY ROOMS AND STEERING GEAR............................................. 38
CHAPTER 12 INTENTIONALLY BLANK........................................................................................... 41
CHAPTER 13 GENERAL APPEARANCE HOUSEKEEPING ................................................................ 42
CHAPTER 14 BUNKERING AND VESSEL TO VESSEL OPERATIONS ................................................. 43
APPENDIX A ADDITIONAL CRITERIA FOR TERM CHARTER VESSELS ............................................. 45
APPENDIX B DRUG AND ALCOHOL DECLARATION ...................................................................... 47
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INTRODUCTION
This document has been produced by International Marine Transportation Ltd. (IMT), which provides
vetting services to all ExxonMobil affiliates and Joint Ventures (JVs) engaged in marine
transportation using third party vessels.
This document is applicable to vessels that trade coastally around a country / countries but do not
engage on international ocean-going voyages. This document is not applicable to US flag vessels
that trade exclusively in the United States.
The purpose of this document is to provide Vessel Operators (defined below) with an understanding
of the marine environmental, safety and quality assurance criteria used by IMT when evaluating
third party vessels operating in coastal trades, and IMT’s expectations of such vessels being
considered for ExxonMobil affiliate service or JV Service (defined below). For the purposes of this
document, the term "Service" means (i) carrying ExxonMobil affiliate or JV title cargo, (ii) vessels
chartered by ExxonMobil affiliates or JVs calling at ExxonMobil affiliate or JV facilities, or (iii) carrying
cargo or calling at facilities in which ExxonMobil affiliates or JVs have an interest.
*" Vessel Operator" means the technical manager having day-to-day oversight of the technical
management of the fleet vessels and their Safety Management Systems (SMS).
Third party operated vessels not meeting the "MUST" criteria will not be considered for ExxonMobil
affiliate or JV service. If meeting certain of these criteria involves gas freeing or dry docking the
vessel, or requires long lead times, a limited period for further consideration of the vessel may be
granted upon receipt of written confirmation that actions will be taken at the earliest opportunity,
and if documented, mitigating procedures are in place. Vessels not meeting those environmental
and safety expectations described as "Strongly Preferred" may be disadvantaged in the selection
process versus other vessels meeting those requirements.
Vessels MUST be in full compliance with all applicable international, national or local conventions,
laws, regulations, policies and / or other requirements of the country of vessel registry / flag state /
country where the vessel operates, and of the countries, states, and / or port authorities of the ports
and / or places, including facilities, to which the vessel may be ordered while in ExxonMobil affiliate
service, and / or the applicable regulations or requirements of any terminals or facilities in such
ports or places where the vessel will load or discharge. Vessels MUST have on board all certificates,
records or other documents required by the aforesaid conventions, laws, regulations, policies and /
or requirements.
The inspection programs contained in this booklet target those vessels likely to be considered for
ExxonMobil affiliate or JV Service. Vessel Operators MUST familiarise themselves with the
information regarding vessel inspections contained in this booklet. It is the responsibility of the
Vessel Operator to ensure that their vessels meet or exceed MUST criteria and this will be verified
through the use of a vessel inspection report.
Questions or comments regarding this document should be addressed to IMT, for the attention of
the "IMT Global Barge Quality Assurance Co-ordinator", at the address given on the title page.

COASTAL VESSELS IN EXXONMOBIL AFFILIATE SERVICE 2013 EDITION
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Additional Marine Environmental, Safety and Quality Assurance Criteria for vessels in ExxonMobil
affiliate or JV Term Charter service are set out in Appendix A to this publication.
SUITABILITY TO CARRY EXXONMOBIL AFFILIATE CARGOES
Operators of third party vessels are reminded that vessels are not pre-approved for ExxonMobil
affiliate or JV Service. All vessels are screened for the particular voyage, using the latest information
available.
TANKER MANAGEMENT SELF ASSESSMENT (TMSA)
The management and operation of international trading vessels within a culture of safety and
environmental excellence has been formalised with the implementation of the International Safety
Management (ISM) Code. OCIMF’s Tanker Management "Self Assessment" (TMSA) program builds
upon the ISM Code and is used as a tool to help Vessel Operators assess, measure and improve their
SMS.
OCIMF’s TMSA program guidance publication was introduced in 2004 as a tool to help Vessel
Operators assess, measure and improve their SMS. A second edition of the guidance publication
was issued in 2008, and this expanded the scope to encompass all tank Vessel Operators, including
those managing coastal vessels and barges.
The TMSA program encourages vessel operators to assess their SMS against listed key performance
indicators and provides recognised best practice guidance for each indicator.
Vessel Operators are assessed on factors which include the effectiveness of their SMS, fleet safety
and environmental performance. When submitted to OCIMF, and when "International Marine
Transportation" is selected from the report recipient list, IMT is able to review the Vessel Operator’s
TMSA submission.
In order for a vessel to be considered for ExxonMobil affiliate or JV term charter or COA Service, the
Vessel’s Operator MUST have submitted a TMSA (with a "created date") within the past 12 months;
it is Strongly Preferred that all operators submit and maintain a valid TMSA. IMT will evaluate the
requirements for the specific type of business activity being considered. Vessels operated by a
company that has not submitted a valid TMSA or has not achieved a minimum Stage 1 compliance
may not be acceptable for ExxonMobil affiliate or JV Service. Further updated TMSA submissions
should be submitted via www.ocimf-tmsa.com whenever a Vessel Operator considers it has made
material changes to its SMS. At the minimum, a Vessel Operator should make a submission at
intervals not exceeding 12 months. By doing this the Vessel Operator is able to demonstrate that its
management has undertaken a formal review of its SMS.
It is expected that an Vessel Operator’s entire TMSA submission will have been reviewed and
endorsed by senior company management as an accurate assessment of the Vessel Operator’s
current SMS.
IMT may periodically request to visit a Vessel Operator’s office with the primary aim of making an
assessment as to the accuracy of the Vessel Operator’s most recent TMSA submission. These visits
are referred to as TMSA Review Meetings and use standard audit techniques to verify the accuracy

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of the TMSA submission and gauge the processes and procedures put in place to achieve the
expectations of the sampled element.
A structured and systematic approach is taken when conducting a TMSA review. To facilitate this
review, the IMT Review Team use a proprietary document and examine the Vessel Operator’s most
recent TMSA submission. Although standard audit techniques are used in the review, it is important
to note that a TMSA Review Meeting is not an audit and no written report or documentation of non-
conformances will be issued. Vessel Operators will, however, be provided with verbal feedback
during and at the end of the review and should use this opportunity to seek verbal clarification and
understanding of IMT’s interpretation of TMSA key performance indicators.
Following a TMSA Review Meeting, a Vessel Operator may be asked to reassess its TMSA submission
and resubmit the TMSA at the earliest opportunity. It is important that the Vessel Operator
undertakes this reassessment as soon as is reasonably possible.
For further details of the OCIMF TMSA program go to www.ocimf-tmsa.com.
For assistance with any TMSA issues concerning IMT’s vetting, please email
MSOwner@exxonmobil.com, TMSA@exxonmobil.com or the local regional IMT barge quality
assurance coordinator.
THIRD PARTY VESSEL INSPECTIONS
Evaluations of inspection reports of third party vessels are conducted in order to ascertain whether
the vessels meet IMT’s vetting criteria and expectations. Industry OCIMF SIRE reports will be used as
appropriate and when applicable.
A third party vessel inspection may only be arranged by IMT if all of the following conditions are
satisfied:
1. There is a reasonable probability that the vessel will be offered to and used by an
ExxonMobil affiliate or JV.
2. The last inspection is beyond its date of validity.

Change of vessel ownership, operator, and / or classification society, may invalidate
inspections carried out while the vessel was under the previous operator / classification
society.
3. The vessel is covered by a valid Drug and Alcohol declaration (see Appendix B to this
document) and is in compliance with the terms of that declaration.
4. There are no other inspections of the vessel scheduled at the same time.
5. Deficiencies identified in prior inspections have been addressed or corrected.
All inspections arranged by IMT will be undertaken by accredited inspectors. Inspections are
arranged through, and with the permission of, the Vessel Operator. It is necessary that the Vessel
Operator advise the Vessel Master and the appropriate port agent(s). Upon boarding the vessel,
inspectors are instructed to report to the Master, or the Officer on Watch if the Master is not

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available. The inspectors will conduct their inspections in such a way as to minimise interference
with the operation or management of the vessel. On completion of the inspection, and prior to
departing the vessel, the inspectors will conduct a verbal close-out meeting to summarise findings
with the Master or the Master’s representative (for EBIS a written report is left on board).
Vessel Operators should promptly communicate with OCIMF / EBIS explaining the cause of any
noted observations and the corrective actions taken or to be taken to address such observations
identified in the inspection report. Failure to provide satisfactory evidence that observations have
been addressed and corrected may result in the vessel being considered unsuitable for ExxonMobil
affiliate or JV Service.
Please note that following an inspection, the Vessel Operator MUST respond to OCIMF in respect
of any observations identified in the report. IMT cannot evaluate the inspection reports without
the Vessel Operator's response.
Third Party vessel inspections may be requested by contacting the local regional IMT barge quality
assurance coordinator.
Inspection systems
IMT support the use of the OCIMF SIRE Uniform Vessel Inspection Procedure. Vessel Operators
MUST understand this industry vessel inspection format and familiarise themselves with the
associated procedures and advise their Masters accordingly.
Inspection results
Failure to present the vessel for inspection in good condition, or presenting with poor appearance,
will be regarded as evidence of a failure of vessel or shore management systems. In this case, the
vessel may not be considered for use following completion of corrective action. The Vessel
Operator’s eligibility for ExxonMobil affiliate or JV Service may be adversely affected. As noted
above, once an inspection has been carried out, the Vessel Operator MUST respond to the
observations raised in the inspection report.

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REPORTING INCIDENTS
For vessels in EM affiliate or JV service, incident reporting requirements are stipulated in the charter
parties, charter recaps or voyage orders.
A vessel's Master / Vessel Operator is required to report an incident to the Vessel Incident
Coordinator if the vessel is involved in any incident, accident or casualty including, but not limited to:
collision; grounding; pollution; oil spill on deck; fire; explosion; structural failure; allision (contact)
with terminals / jetties / piers / etc.; failure or breakdown of vessel’s equipment including, but not
limited to, main and auxiliary engine / cargo handling machinery and navigational equipment;
smoking; drug and alcohol violation; or any incident involving cargo loss / contamination or affecting
performance of the vessel / voyage, such as seizure / arrest. In order to ensure that Vessel
Operators achieve IMT’s flawless operation expectations, IMT record all incidents. Before the vessel
is considered for ExxonMobil affiliate or JV Service, the Vessel Operator is required to ensure that
rigorous investigations into any incidents are completed, repairs are promptly made as necessary,
root causes are identified and effective corrective / preventative actions are taken in order to avoid
recurrence of similar incidents on board any of the vessels within its fleet.
Consistent with the TMSA program guidelines, Vessel Operators are expected to maintain an internal
incident and near-miss reporting and recording system, from which lessons can be learned, and
necessary preventative actions can be taken. The existence and efficiency of a process of this type
may affect the eligibility of the Vessel Operator for various forms of ExxonMobil affiliate and JV
service. Vetting inspectors may ask to see the records of any past incidents involving the vessel.
The incident notification MUST be sent, in accordance with the issued notification procedures
detailed within the charter party, charter recap and / or voyage orders, to the Incident Coordinator
at: incident@exxonmobil.com.
Following an incident the vessel may be placed on WORLDWIDE HOLD (prevented from entering or
continuing ExxonMobil affiliate or JV service) until the incident investigation report has been
reviewed by IMT.
It is strongly recommended that the Vessel Operator ensures that the report has received its own
senior management endorsement before it is sent to IMT. The reasons for reviewing the
investigation report of such an incident are: (i) to identify the root cause(s) that could lead to re-
occurrence of the incident on the same vessel or another vessel within the owner or operator’s fleet;
and, (ii) once the causes have been identified, to confirm that appropriate corrective and
preventative actions have been completed to IMT’s satisfaction.
Incidents that occur whilst not on ExxonMobil affiliate or JV voyages MUST also be reported to IMT
at incident@exxonmobil.com, as their successful closure is also part of the vetting approval process.

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CHAPTER 1 GENERAL INFORMATION
MESQAC item SIRE VIQ

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1.1 It is Strongly Preferred that the vessel is classed with an IACS member classification 1.26
society.
1.2 Conditions of Class, Class Recommendations and Class Memoranda MUST be 2.7
addressed to satisfaction of class as soon as practicable.
1.3 It is Strongly Preferred that vessels are double hull. Where the option does not 1.18
currently exist, then consideration should be given to moving towards double hulled
vessels, recognising the practical design restrictions and limitations
1.4 It is Strongly Preferred that all operators submit a Tanker Management Self
Assessment (TMSA) into the OCIMF database and provide IMT access to the self
assessment.
The vessel operator MUST review and update their TMSA submission at OCIMF at a
maximum of 12 month intervals.
Where an operator has or wishes to be considered for ExxonMobil affiliate term
charter or COA business, then the vessel operator MUST submit and maintain a valid
TMSA profile at OCIMF.
1.5 It is Strongly Preferred that the vessel operator maintains an up to date copy of the 1.16
current version of the Vessel Particulars Questionnaire (VPQ) on the OCIMF database.
The VPQ or technical information should be made available to an industry inspector.

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CHAPTER 2 CERTIFICATION, DOCUMENTATION AND PUBLICATIONS

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2.1 Vessels MUST be in full compliance with all applicable international or national 2.1
conventions, laws, regulations, policies and / or other requirements of the country of
vessel registry.
Vessel certificates MUST be maintained valid and up to date.
2.2 A formal company safety management manual (similar to the requirements identified 2.2
in the ISM code) MUST be available on board and personnel MUST be familiar with its
contents.
The safety management system on board should include as a minimum:
• Vessel operating procedures
• Environmental health and safety policies
• Incident and Near Miss reporting
• Procedures for entry into enclosed spaces and hot work compatible with
ISGOTT / ISGINTT procedures
• Emergency procedures to include fire, spills, grounding, collision and jetty
contact.
2.3 Procedures manuals covering Safety, Navigation, Security, Cargo handling, Pollution 4.1
prevention and Mooring MUST be maintained on board for the use of the vessel's 5.6
crew. 8.1
2.4 It is Strongly Preferred that a Damage Stability plan is on board. 8.1

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CHAPTER 3 CREW MANAGEMENT, HEALTH AND SAFETY MANAGEMENT

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3.1 Manning MUST be in accordance with any onboard manning certificate and any 3.1
international conventions or Maritime Authority requirements that may apply. In
addition to this, the minimum manning requirements MUST take into account vessel
trading pattern, duration of voyages, frequency of cargo / ballast and tank cleaning
operations and avoidance of crew fatigue.
3.2 All crew on board MUST be qualified for the positions that they are holding. These
qualifications must be in accordance with any local requirements that may exist.
3.3 All Masters MUST have sufficient and appropriate experience as Master or Chief 3.7
Officer. For recently promoted Masters this should include:
a) Recent manoeuvring experience as Chief Officer or as supernumerary on the
same vessel or class of vessel having the same or similar handling
characteristics, OR
b) Having attended an approved ship handling simulator course at an installation
capable of simulating the manoeuvring characteristics of such class of vessel.
3.4 Vessel Master or crew member MUST hold a dangerous good certificate in 3.11
compliance with local regulation. If there is no local regulation then documented
formal training MUST be undertaken.
3.5 Procedures MUST include provisions for monitoring, recording and controlling 3.2
maximum hours worked and fatigue avoidance. These procedures MUST be in 3.3
compliance with STCW 95 or equivalent.
3.6 Operator MUST warrant that they operate under an Alcohol and Drug Abuse policy 3.12
which meets or exceeds the standards set out in the ICS / OCIMF publication
"Guidelines for the control of Drugs On Board Ships".
Operator policy MUST contain a provision for unannounced testing.
Operator makes the above warranty by submitting a signed Blanket Declaration.
3.7 The operator MUST have documented procedures that address Drug and Alcohol
testing post incident or operational anomalies.
3.8 The Drug and Alcohol declaration MUST be posted in a prominent position on board.

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3.9 It is Strongly Preferred that vessel(s) are operated under a ZERO ALCOHOL policy.
Where the vessels are operated under a ZERO ALCOHOL policy, the operator MUST
have documented procedures for vessels operating under ZERO ALCOHOL policy that
address the following:
• Campaigns to discourage the smuggling of drugs and / or alcohol onto the
vessel
• Random unannounced checks for unauthorised possession and consumption
of alcohol or drugs on board the vessel
• Drug and alcohol testing post incident and / or operational anomalies
• Testing where an individual is suspected of being under the influence of
alcohol or drugs
• Disciplinary action where a person(s) is found and / or suspected to be in
breach of the company’s drug and alcohol policy.
In addition to the above, where vessels are not operated under a ZERO ALCOHOL
policy, the operator MUST have documented procedures that address the following:
• System for controlling the issue of alcohol
• Defined authority responsible for controlling the issue of alcohol
• Onboard and shoreside system to monitor issue of alcohol
• Method of verification for strict adherence to policy.
3.10 It is Strongly Preferred that personnel undergo regular medical examinations to

ensure fitness for duty. Records should be maintained. (For chemical vessels, see
chapter 9A)
3.11 A formalised process for change of Master, which ensures that all necessary
information is exchanged, MUST be in place.
3.12 All personnel MUST be able to communicate effectively in a common language. 3.4
3.13 Procedures and instructions on board MUST be available in the working language of
the crew.
3.14 There MUST be a procedure for familiarisation of new personnel. 5.12
3.15 While in port, a vessel MUST maintain sufficient head count on board to handle
emergency situations. The vessel operator MUST include guidelines within the Ship
Management System (SMS) to ensure its compliance.
3.16 The operator’s representative MUST visit the vessel a minimum of twice a year. 2.3
3.17 A recent operator’s audit report MUST be available and a close out facility in place to 2.4
remove non conformances.

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CHAPTER 4 WHEELHOUSE NAVIGATION AND COMMUNICATIONS

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4.1 Manuals covering Navigation and Bridge procedures and the duties of watchkeeping 4.1
responsible persons MUST be maintained on board for the use of the vessel's crew. 4.28
Vessels MUST be navigated in a manner that ensures compliance with these
procedures.
To avoid error(s) by one individual during critical operational conditions (e.g.
pilotage waters, heavy traffic, restricted visibility), these procedures MUST include
appropriate bridge manning for all situations when the vessel is underway and at
anchor.
4.2 Instructions on the operation of the navigation and communication equipment

MUST be kept on board.
4.3 The vessel’s manoeuvring characteristics MUST be displayed on the bridge. 4.5
4.4 It is Strongly Preferred that senior deck officers have attended bridge team 3.6
management courses.
4.5 The master MUST have written his own standing and night orders. 4.2
The deck officers MUST countersign these standing and night orders as being read 4.3
and understood.
4.6 The operator MUST provide guidance on minimum under keel clearance and squat. 4.9
4.7 A documented plan for the voyage MUST be developed which covers the full voyage 4.30
from berth to berth. The plan MUST include as a minimum calculations and checks
for Under Keel Clearance (UKC) and Air Draft and frequency of position fixing.
4.8 Pre-arrival, pre-departure, watch hand over and pilot-master interchange checklists 4.8
MUST be completed.
4.9 Procedures MUST be in place for the testing of bridge equipment before arrival and 4.6
departure.
4.10 At all times during the voyage, including during pilotage, the position of the vessel 4.31
MUST be monitored. 4.32
Use of visual and radar monitoring techniques should be employed including the use 4.33
of parallel indexing.
4.11 Vessels MUST maintain an up-to-date record of events in an appropriate deck log 4.4
book.

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4.12 There MUST be a system for dealing with navigation warnings and they MUST be 4.35
charted.
4.13 Vessels equipped with an ECDIS system MUST meet IMO approval requirement and 4.23
have a backup system as prescribed by IMO. Any other Electronic Chart Navigation 4.24
(ECN) systems that are not approved by IMO MUST have paper charts on board as 4.25
the PRIMARY system. In all circumstances, there MUST be an established system for 4.26
chart corrections.
4.14 On vessels where paper charts are the PRIMARY system, but the vessel is fitted with 4.24
an Electronic Chart and Display Information System (ECDIS), it is Strongly Preferred
that all deck officers using the system have undergone a documented training
program. Where vessels are equipped with an Electronic Chart and Display
Information System (ECDIS) as the primary means of navigation, all deck officers
using the system MUST have undergone a documented training program for the
type of equipment fitted.
4.15 Vessels MUST maintain an up-to-date record of events in an appropriate Deck Log 4.4
Book.
4.16 A continuous visual and listening watch MUST be maintained at all times when the
vessel is under way. Where a single watchkeeper is allowed by the authorities,
arrangements MUST be in place for relieving that watchkeeper when he needs to
leave the wheelhouse for any reason.
4.17 It is Strongly Preferred that vessels shall be fitted with a Bridge Navigational Watch 4.13
Alarm System (BNWAS).
4.18 All navigation, communications and electronic equipment MUST be fully maintained 4.36
and covered under a planned maintenance system.
4.19 The vessel MUST be fitted with an operational depth sounder. 4.29
It is Strongly Preferred that the depth sounder has capability of recording.
Where the echo sounder does have the capability for recording, it MUST be marked
with a reference date and time on each occasion it is switched on.
4.20 It is Strongly Preferred that the vessel is fitted with a wind speed and direction
indicator.
4.21 A rudder angle indicator MUST be provided.
4.22 It is Strongly Preferred that a Rate of turn Indicator be provided.
4.23 The vessel MUST be fitted with GPS. 4.34

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4.24 The vessel MUST have a means to provide warning if it deviates off the intended
course, e.g. GPS cross track error, autopilot alarm etc. An independent magnetic
off-course alarm is Strongly Preferred.
4.25 The vessel MUST be fitted with a course recorder. 4.36
4.26 Two operational radars MUST be provided.

Users MUST be trained in the use of such radar equipment.
4.27 It is Strongly Preferred that at least one radar is fitted with electronic tracking /
plotting facilities, e.g. ARPA.
Vessel’s own speed input to ARPA MUST be speed through the water.
4.28 The vessel MUST be fitted with a gyro compass. 4.15

It is Strongly Preferred that vessels have two gyro compasses.
4.29 An operational magnetic compass with light MUST be provided. 4.14
4.30 The vessel MUST have means of taking visual compass bearings.
4.31 Regular gyro and magnetic compass errors MUST be taken and recorded. 4.18
4.32 Navigation charts and, where available, light lists, tide tables and pilot books MUST 4.20
be provided and MUST be up to date and adequate for the vessel's trading area. 4.21
4.33 Navigation lights and signals MUST be provided and functional. 4.37
4.34 It is Strongly Preferred that the vessel is fitted with AIS. Where fitted the AIS
transmitter power MUST be set according to ISGOTT recommendations when
alongside in port.
4.35 It is Strongly Preferred that vessels are provided with a Voyage Data Recorder
system.
Where provided, Voyage Data Recorder systems MUST be of approved type and
capable of storing navigational data, bridge audio, etc. so that the data stored can
be retrieved and analysed.
The vessel MUST have documented procedures for downloading data from VDR
post incident / operational anomalies.
4.36 An operational main engine RPM indicator MUST be provided.
4.37 An operational VHF Radio MUST be provided.

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4.38 It is Strongly Preferred that the vessel is equipped with sufficient number of 10.15
portable radios for use on board including on deck.
Irrespective of operation or area of use on board the vessel, hand-held radios
(walkie talkies) MUST be an intrinsically safe type.
4.39 If a bow or stern thruster is fitted, operating instructions MUST be provided and the
directions of thrust clearly indicated on the operating console.
4.40 Procedures MUST be in place to respond to a failure of the steering gear. 4.16
Emergency steering gear changeover instructions MUST be posted and clearly 11.50
understood. 11.51
4.41 It is Strongly Preferred that where a vessel is fitted with a telescopic wheelhouse,
that the operator has conducted an assessment and has identified and addressed
any issues associated with the controls, associated alarms and safety mechanisms
and that there is in place a documented procedure with regard to operational use of
the equipment.

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CHAPTER 5 HEALTH, SAFETY AND SECURITY MANAGEMENT

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5.1 All Vessels MUST carry Emergency procedures that cover, as a minimum, action to be 2.2
taken in the event of collision, grounding, pollution, fire, explosion, and also gas 5.13
releases from gas ships and toxic vapour releases from chemical carriers. 5.16
All responsible persons MUST be aware of and familiar with these procedures and 8.19
exercises to test emergency procedures MUST be carried out.
5.2 All vessels MUST have documented procedures for the safe entry into dangerous or 5.24
enclosed spaces, such as cargo pump rooms or cargo tanks, with as a minimum an
"Entry Permit" system as described in ISGOTT and OCIMF Guidelines
5.3 All vessels MUST have documented procedures for Hot Work which as a minimum 5.37
meet the requirements identified in ISGOTT and OCIMF Guidelines.
5.4 The operator MUST provide adequate personal protection equipment (PPE) 5.3
appropriate to the activity, instructions for its use, and it MUST be used correctly.
5.5 It is Strongly Preferred that regular safety meetings are held, the minutes recorded 5.5
and that the vessel operator provides shore management responses.
5.6 There MUST be a procedure for the reporting, investigation and closeout of accidents, 5.6
incidents and near misses.
5.7 It is Strongly Preferred that emergency first aid kits are available.
5.8 It is Strongly Preferred that showers and eye baths are provided and are easily
accessible on deck. They should be capable of operating in all conditions likely to be
encountered. (For chemical vessels, see chapter 9A)
5.9 Where the vessel is fitted with a cargo pump room, it is Strongly Preferred that a 5.28
permanent arrangement is provided for lifting an unconscious person from the pump
room, including provision of a suitable stretcher or harness, and that it is in good
order.
5.10 Where the vessel is handling cargoes or bunkers likely to contain H2S, then the
operator MUST have procedures clearly identifying the additional precautions and
equipment required.
5.11 Vessel crew MUST have been trained in the use of the safety equipment on board; 5.2
records of this training MUST be maintained.

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5.12 All vessels MUST carry the following portable gas detection equipment: 5.31
• Two Explosimeters (at a minimum)
• Two Oxygen Analysers (at a minimum)
• On vessels operating with IGS, two instruments capable of measuring
hydrocarbon content in an oxygen deficient atmosphere MUST be provided
(at a minimum)
• Toxic Gas Detectors or Analysers suitable for the range of products being
carried.
It is Strongly Preferred that personal multiple gas detecting alarm units are used by
each person working in a potentially hazardous area.
5.13 Responsible personnel MUST be trained in the use of the portable gas detection 5.32
equipment carried on board.
5.14 Records of regular testing and calibration of portable analysers MUST be maintained. 5.33
5.15 All vessels MUST have on board a documented system or procedure to regularly 5.29
monitor ballast tanks, void spaces or other such spaces within the hazardous zones of
the vessel where flammable vapours can accumulate, to ensure that they are gas free
and empty.
If a fixed system with recorder is not fitted, the procedure MUST include sampling
with portable equipment. Records of monitoring of these spaces MUST be
maintained.
5.16 All areas, including deck and Engine Room, MUST be free of visible safety deficiencies.
5.17 Electricity MUST be the only energy source used for cooking and refrigerating
appliances. Appliances that use liquid, gas or solid fuel are not to be used.
5.18 Smoking MUST be limited to specifically identified areas. Vessel and terminal 5.8
smoking regulations MUST be observed, and doors and other means of access MUST
be kept closed.
5.19 The use of mechanical lighters and portable lighters MUST be prohibited on board. 5.8
Matches should be prohibited except in places where smoking is permitted. All
vessels MUST be provided with "safety" matches.
5.20 All hand torches MUST be approved for use in gas-hazardous areas. 5.4
5.21 Mobile phones MUST only be used within the vessel accommodation spaces.

- 18 -
5.22 It is Strongly Preferred that if fitted, outside air conditioning units are type-approved
for use in gas-hazardous areas. Where the units are not type-approved for use in a
gas-hazardous atmosphere, they MUST be positively isolated during ALL cargo
operations including tank cleaning, and records kept.
5.23 A safe means of access meeting national and / or local regulations MUST be provided. 5.81
During the hours of darkness this access is to be well lit.
5.24 The vessel MUST have in place measures to prevent unauthorised boarding. 5.22
5.25 It is Strongly Preferred that the operator has in place procedures and plans 5.18
addressing vessel "Security".
5.26 While in port, a vessel MUST maintain sufficient head count on board to handle
emergency situations. The vessel operator MUST include guidelines within the Ship
Management System (SMS) to ensure its compliance.

- 19 -
CHAPTER 6 FIRE FIGHTING AND LIFE SAVING EQUIPMENT

ref
6.1 Ship-specific fire fighting and life saving equipment manuals MUST be available for 5.43
use by the crew. 5.58
5.59
5.60
6.2 It is Strongly Preferred that an operational General Alarm system is provided. The
alarm should be audible in all areas of the vessel.
6.3 It is Strongly Preferred that an emergency lighting system is provided.
6.4 It is Strongly Preferred that an Emergency Plan is posted, showing as a minimum Fire 5.62
Fighting Appliance (FFA) and Life Saving Appliance (LSA) equipment.
6.5 All fire fighting equipment MUST meet local regulations and be adequate for the size 5.60
and operations of the vessel. All fire fighting equipment MUST be in satisfactory 5.64
condition and ready for immediate use.
6.6 It is Strongly Preferred that the vessel is fitted with a fixed and operational fire 5.65
fighting system in the ER.
6.7 The vessel MUST be fitted with a permanently fitted fire main system. 5.63
Fire main, pumps, hoses and nozzles MUST be in good order and MUST be available
for immediate use.
6.8 The International ship / shore connection MUST be readily available externally and 5.65
the location MUST be clearly marked.
6.9 It is Strongly Preferred that fixed fire, smoke / heat and gas detection systems are 5.66
fitted in the accommodation, galley and engine room spaces, and that there is a
centralised alarm panel. Where fitted, these systems MUST be fully operational,
tested, and the inspection records maintained up to date.
6.10 All ventilation fan emergency stops and fire flaps MUST be in good order and clearly 5.73
marked to indicate the spaces they serve.
6.11 All life saving (LSA) equipment MUST meet local regulations and be adequate for the 5.2
vessel's crew. The LSA equipment MUST be ready for immediate use and personnel 5.15
MUST be familiar with its operation.
6.12 Lifeboat and life raft operating instructions MUST be displayed. 5.48

- 20 -
CHAPTER 7 ENVIRONMENT PROTECTION

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7.1 Vessel MUST have procedures and plans that address oil pollution emergency 6.6
response.
An approved MARPOL Shipboard Oil Pollution plan (SOPEP), Shipboard Marine
Pollution Emergency Plan (SMPEP) or similar MUST be provided.
7.2 The vessel MUST maintain a contact list and be aware of the contact procedures for 6.8
the coastal and port authorities for the areas where the vessel is trading.
7.3 The vessel MUST maintain records of oil cargo transfers. 6.1
7.4 Disposal receipts for Machinery space bilge water and cargo slops MUST be retained 6.4
on board.
7.5 Vessel MUST have procedures that cover bunkering operations. 11.12
7.6 Suitable oil spill response equipment, including sorbents, brooms and non-sparking 6.14
scoops, MUST be provided to deal with small oil spills.
7.7 Bulkheads, pipelines and the hull MUST be free of visible leaks. 6.15
7.8 Hydraulic pipelines on deck MUST be free of visible leaks.
7.9 A full perimeter spill rail (spill bar) MUST be fitted around the deck edge with 6.13
openings that can be closed watertight. The minimum height of the spill rail MUST be
at least 10cm
Unless specifically forbidden by local legislation or terminal requirements, when
conducting cargo transfer the plugs MUST be in place and liquid tight.
7.10 If cargo pumps are located on deck they MUST be fitted with spill containment. 6.24
7.11 All the cargo manifolds in use MUST be provided with spill trays. It is Strongly 6.2
Preferred that these spill trays are of metal construction, are permanently fitted and
have means for draining. The spill tray MUST be of sufficient capacity to contain a
spill or leak at the manifold.
7.12 All hose connections and manifold blank flanges MUST be fully bolted. 6.22
Connecting flanges MUST be of the same industry standard (DIN, ASA etc).
Cargo and bunker pipelines not in use MUST be positively isolated by a blank.
Any manifold blank flange fitted on the vessel MUST be of sufficient strength for the
certified line pressure.

- 21 -
7.13 Spill containment MUST be fitted in way of bunker / lube oil vents and around deck 6.23
hydraulic machinery.
7.14 Overboard valves connected to the cargo system MUST be clearly marked, lashed, 6.16
locked or sealed in the fully closed position when not in use. It is Strongly Preferred
that the line is positively blanked when not in use.
7.15 If cargo sea suction valves are fitted, then the vessel MUST be fitted with at least two 6.17
valves on each cargo sea chest. The cargo sea chest valves MUST be kept closed and 6.18
sealed at all times when not in use.
Where fitted, all portable spool pieces between the cargo pumps and sea valves
MUST be removed and the pipeline ends blanked during normal cargo operations
when the connections to the sea valves are not required.
Where portable spool pieces are not fitted between the cargo pumps and sea valves,
a system to monitor the integrity of the space between the two sea valves for product
leakage and sea valve integrity MUST be fitted.
7.16 It is Strongly Preferred that ballast lines do not pass through cargo tanks. However, if 6.19
ballast lines do pass through cargo tanks they MUST be tested regularly and the
results recorded.
7.17 The vessel MUST check or sample segregated ballast prior to de-ballasting. 6.31
It is Strongly Preferred that vessels are provided with adequate means for quick
sampling and visual inspection of the segregated ballast waters prior to discharge.
7.18 When not in use, sampling connections, pipeline vents and pipeline drains MUST be 6.22
capped or plugged.
7.19 Operators MUST have in place an Environmental Policy covering pollution from the 2.2
following sources, where applicable:
• Oil, associated products / chemicals, LNG & LPG
• Noxious liquid substances
• Sewage
• Dangerous goods
• Garbage
• Ballast water (including, where required, the transfer of micro-organisms)
• Cargo vapour and Engine exhaust emissions
• Halons and CFCs
• Noise
• Anti-fouling paints.

- 22 -
7.20 If Oil Water Separating (OWS) equipment is fitted, measures MUST be in place to 6.36
avoid bypassing of the OWS. When not in use, ship side valve / overboard discharge 6.37
valves MUST be closed and secured by a lock and seal arrangement. A notice MUST
be posted warning against opening without proper authority.

- 23 -
CHAPTER 8 STRUCTURAL CONDITION

ref
8.1 It is Strongly Preferred that vessels are inspected out of the water at intervals not
exceeding 5 years.
8.2 Cargo manifolds and associated valves and reducers MUST be fabricated of cast steel.
8.3 Aluminium anodes MUST NOT be used in cargo tanks
8.4 Unless fitted with stainless steel tanks, it is Strongly Preferred that on clean product
and chemical vessels, hard coatings, compatible with the cargoes to be carried, are
used in cargo tanks.
A record of cargo tank coating conditions MUST be maintained on board showing the
status of the coating condition in each tank. Cargo tanks that are used for carrying
aviation grade kerosene MUST be free of copper, zinc, cadmium and their alloys.
8.5 Upon request the latest structural survey documentation MUST be provided for
review. All steel diminution that falls within the Classification Society definition of
"substantial corrosion" or "renewal" MUST be repaired to the satisfaction of the
attending Class Surveyor or responsible representative of the authorities. It is
Strongly Preferred that doubler plates are not used as a permanent method of repair.
Doubler plates in way of cargo tanks, used as a repair, will not be acceptable for
ExxonMobil affiliate service.

- 24 -
CHAPTER 9 CARGO OPERATIONS AND TANK CLEANING

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9.1 All Vessels MUST carry procedures relating to cargo operations; as a minimum these 8.1
MUST cover :
• Loading and Discharging operations including where applicable calculation of
hull stresses
• Ballasting and de-ballasting operations
• Stability considerations
• Line clearing
• Changing cargo grades
• Gas freeing and Tank cleaning operations
• Emergency situations such as cargo tank overflow, burst cargo hose or cargo
line fracture.
9.2 A written procedure MUST be provided for the safe handling of heavy weather 8.5
ballast in cargo tanks on segregated ballast tankers.
9.3 Vessels MUST only carry cargo type as defined by the vessel certification.
9.4 It is Strongly Preferred that all vessels utilised in the carriage of more than one grade
of cargo should be capable of maintaining a two valve or equivalent separation
between grades at all times during the execution of the voyage, including loading and
discharging operations.
9.5 The vessel MUST have on board, documentation showing maximum loading rates 8.2
and venting capacities; these MUST be known by the crew.
9.6 Tank calibration tables MUST be available and approved by a recognised authority.
9.7 Loading, discharge or ballast transfer plans, as appropriate, MUST be available and 8.16
reviewed / signed by all concerned before operations begin. 8.17
These plans MUST include stability and stress considerations.
9.8 Vessels with inherent intact stability are Strongly Preferred. 8.9
Where the vessel does not possess inherent intact stability, the operator MUST
determine any possible conditions of cargo and / or ballast operations where stability
criteria is an issue and ensure that measures are implemented in operating
instructions that are known and understood by the crew.
9.9 The vessel MUST have on board a cargo / loading record book or equivalent, which
MUST be complete and up to date.

- 25 -
9.10 A mimic cargo line diagram MUST be on board and available to all personnel involved 8.3
in cargo operations.
9.11 Where the vessel has a cargo control room sited in the safe area, a VHF radio
telephone MUST be fitted.
9.12 Provision of a cargo computer, or equivalent, is Strongly Preferred to enable stability 8.6
calculations to be made, prior to and at any stage of the cargo operation, and to 8.7
calculate hull stresses.
If fitted, the operator MUST ensure that this computer program has been
independently verified and is regularly tested for operational accuracy. It is Strongly
Preferred that this computer program be Class approved.
9.13 It is Strongly Preferred that cargo valves have an indicator to indicate valve open /
close status and that the number of turns from fully open to fully closed is identified.
9.14 Current Material Data Safety Sheets (MSDS) or equivalent MUST be available on 5.75
board in relation to the cargoes being carried.
9.15 A Ship / Shore (or Ship / Ship) Safety Check List MUST be completed and signed by 5.7
both parties prior to start of operations.
9.16 Verification of pipeline line up MUST be completed before commencing cargo

transfer operations.
9.17 A reliable verbal communication between ship and shore or ship and ship MUST be 8.20
maintained.
9.18 Tank cleaning and gas freeing operations MUST NOT take place concurrently with
cargo handling without close consultation and approval from both the terminal and
port authority.
9.19 Prior to draining down / clearing of shore lines, it MUST be confirmed that there is
adequate ullage in the reception tank and that the tank is able to accept the pressure
being used during displacement.
Where Nitrogen or similar is being used to clear the lines, a plan and line of
communication MUST be agreed between the vessel and the terminal.
9.20 When purging cargo tanks with Nitrogen from shore, precautions MUST be taken
against cargo tank overpressurisation.
9.21 The vessel MUST be free from unauthorised connections between the bunker, ballast
and cargo systems.

- 26 -
9.22 Where static accumulator cargoes are being handled in non-inerted tanks, then the 8.69
specific precautions taken MUST be in accordance with the guidance identified in 8.70
ISGOTT. This includes specific precautions with regard to maximum flow rates and
safe ullaging, sampling and gauging.
9.23 Where volatile or toxic products are handled the vessel MUST be capable of 8.33
operating in a closed condition, including ullaging and sampling.
9.24 Where the vessel operates with closed loading, then cargo tanks MUST be provided 8.46 (C)
with High Level Alarm (HLA) systems and closed tank gauging systems. The HLA 8.28 (P)
system MUST be operational during all cargo transfer operations, including discharge
operations.
It is Strongly Preferred that all non-closed loading vessels are provided with HLA
systems.
High level alarms MUST be tested prior to cargo operations and tests properly
recorded.
9.25 If fitted, it is Strongly Preferred that the cargo tank high level alarm system be
independent of both the gauging devices and other overfill protection alarms /
systems.
9.26 Where a closed cargo level gauging system is fitted, it MUST be certified and
regularly calibrated.
9.27 If fixed tank gauges are not fitted, sufficient portable tapes MUST be provided to 8.32
simultaneously gauge each tank being worked.
9.28 Vapour locks, where fitted, MUST be calibrated and certified by a recognised cargo 8.31
inspection company.
9.29 Where the vessel operates with closed loading cargo, tank venting MUST be through 8.37
approved systems that expel vapours clear of the tank deck area in accordance with 8.38
ISGOTT. 8.39
Protection can be provided by full flow independent P/V valves.

Full flow PV valves MUST be so fitted that they cannot be isolated from the tanks
that they protect and MUST be capable of flowing sufficient volume of gas to prevent
damage at the tank's maximum loading / discharge rates.
Where the vessel has P/V valves, these MUST be in good order, fitted with flame
screens, inspected and cleaned as part of a regular maintenance routine.
It is Strongly Preferred that the vessel has secondary means of providing protection
against tank over / under pressurisation.

- 27 -
9.30 It is Strongly Preferred that pressure gauges with valves or cocks be fitted outboard 8.78
of the cargo manifold valves on both onshore and offshore sides. 8.80
9.31 Adequate provisions MUST be made to support cargo hoses during use.
9.32 Vessels MUST use manufacturer supplied and certified cargo hoses. As a minimum,
hoses MUST meet the following specifications :
• Rubber hoses MUST comply with BS EN 1765
• Composite hoses MUST comply with BS EN 13765
• The minimum Rated Working Pressure (RWP) of the hoses MUST be 13.8 bar
g
• Hoses MUST be individually identified and linked to their certificates.
9.33 The vessel MUST have on board appropriate documentation for the vessel’s portable 8.91
hoses showing that:
1) All hoses are inspected prior to each use to ensure they are free of kinks or
any other material defects. A hose assembly exhibiting material defects
MUST be withdrawn from service
2) All hoses are pressure tested at least annually to 1.5 times the Rated
Working Pressure (RWP). Testing to include a check of the hose elongations
and electrical continuity / discontinuity inspection.
9.34 In consultation with the hose manufacturer, retirement age MUST be defined for
each hose type to determine when it should be removed from service. However,
retirement criteria for rubber hoses MUST NOT exceed 6 years and for composite
hoses MUST NOT exceed 4 years.
NB. For vessels engaged in bunkering operations see chapter 14 for additional hose
retirement criteria.
9.35 Cargo pipelines MUST be tested annually to the Maximum Allowable Working 8.29
Pressure (MAWP); records of testing MUST be maintained.
9.36 It is Strongly Preferred that the cargo pumps can be stopped remotely from two
different locations.
These MUST be tested as part of the pre-cargo discharge checks.
9.37 Where the vessel is fitted with a cargo pumproom, the ventilation fans shutdown
MUST be operational and regularly tested.
9.38 Where the vessel is fitted with a cargo or ballast pumproom, the pumproom(s) MUST 6.26
be fitted with bilge alarms.
Pumproom bilge high level alarms MUST be regularly tested and the results
recorded.

- 28 -
9.39 It is Strongly Preferred that where the vessel has a cargo pumproom that this 8.87
pumproom is fitted with a fixed gas detection system.
Where fitted the flammable gas detection system MUST be fitted with an alarm to
indicate the presence of significant concentrations of flammable vapour. It is
Strongly Preferred that sensors / sampling points for monitoring flammable
atmospheres are distributed throughout pump rooms.
9.40 Pumproom MUST be clean and tidy, and free of combustible material. 8.88
9.41 Pumproom bilges MUST be free of cargo product. 8.89
9.42 Electrical equipment in gas-hazardous areas MUST be of an approved type for the 12.14
area.
9.43 If the cargo pumps are centrifugal and located in a pumproom, their bearings and 8.22
casings MUST be fitted with high temperature alarms or trips. It is Strongly
Preferred that all pump drive shaft bulkhead glands are fitted with alarms or trips.
BOTH alarms and trips are Strongly Preferred. It is also Strongly Preferred that
rotary positive displacement pumps are fitted with this equipment for high flash
point cargoes, and MUST be so fitted for cargoes with flash points below 60degC.
9.44 Vessel MUST NOT conduct blending operations during loading unless specifically
designed to do so or a specific risk assessment has been conducted and terminal
approval obtained.

- 29 -
CHAPTER 9A CHEMICAL CARRIERS

ref
The following minimum safety criteria are applicable to chemical carriers and are
additional to the minimum criteria identified in chapter 9 (cargo operations and tank
cleaning).
9A.1 When a vessel is involved in the carriage of bulk liquid chemicals, all cargoes carried 8.19 (C)
MUST be listed on the ship's certificate of fitness or have obtained administration
approval for carriage of non listed cargoes.
9A.2 There MUST be a Procedures and Arrangements Manual available. 8.4 (C)
9A.3 Where the product being carried requires specific measures for the carriage of that 8.27 (C)
product, then these measures MUST be followed; this includes inhibition,
stabilization, self reacting cargoes, inerting, temperature control, padding and
venting.
9A.4 Where a chemical is new to the vessel and / or crew, there MUST be a procedure that 8.22 (C)
requires a review of the safety aspects and handling procedures.
9A.5 All crew members with responsibility for cargo operations MUST be aware of the 8.29 (C)
specific emergency procedures for dealing with leakage, spillage or fire involving the
cargo.
9A.6 The crew MUST be aware of the required medical treatment for the chemical cargoes
being carried. Required medicines / treatment MUST be available on board.
9A.7 The manifold valves and lines MUST be marked to identify the tank or tanks they
serve.
9A.8 The cargo pumproom bilge pump MUST be in good order and operable from a
position outside the pumproom.
9A.9 Showers and eye baths MUST be provided, easily accessible on deck, capable of 8.95
operating in all ambient conditions likely to be encountered, and available at all times.
9A.10 Where the products being carried require the use of chemical resistance suits, the
suits MUST be available and in good condition.
9A.11 The cargo tank high level alarm system MUST be independent of both the gauging
devices and the overflow-control alarm system.
9A.12 The cargo sample locker MUST be situated within the main cargo area, adequately 8.36 (C)
ventilated and fit for purpose.

- 30 -
9A.13 Personnel MUST have the opportunity to undergo regular medical examinations to 3.9
ensure the continued health of the crew member and fitness for duty. Records MUST
be maintained.
9A.14 Records indicating regular inspection and testing of tank coatings MUST be available.
9A.15 Where steaming of cargo tanks is carried out, this MUST be done in accordance with 8.6 (C)
the requirements identified in the ICS tanker safety guide.

- 31 -
CHAPTER 9B GAS CARRIERS

ref
The following minimum safety criteria are applicable to LPG and chemical gas carriers
and are additional to the minimum criteria in chapter 9 (cargo operations and tank
cleaning).
9B.1 All cargoes carried MUST be listed on the ship's certificate of fitness or have obtained 8.18 (G)
administration approval for carriage of non listed cargoes.
9B.2 Where the cargo is required to be inhibited, measures MUST be taken ensure that the 8.27 (G)
cargo is sufficiently inhibited to prevent polymerization at all times during the voyage.
9B.3 Where a gas cargo is new to the vessel and / or crew, there MUST be a procedure that 8.22 (G)
requires a review of the safety aspects and handling procedures.
9B.4 All crew members with responsibility for cargo operations MUST be aware of the 8.28 (G)
specific emergency procedures for dealing with leakage, spillage or fire involving the
cargo.
9B.5 Showers and eye baths MUST be provided, easily accessible on deck, capable of 8.118
operating in all ambient conditions likely to be encountered and available at all times. (G)
9B.6 Vessels MUST have, readily available, full details about the cargoes being carried 8.20 (G)
including stowage plans and compatibility tables. Operators MUST inform the 8.23 (G)
applicable vetting organisation if the vessel has Certificate of Fitness to carry cargoes
other than liquefied gases.
9B.7 Gas carriers MUST be aware of the phenomena of "rollover", and have procedures on
board outlining the hazards and appropriate precautions.
9B.8 Where not already required by vessel Flag Administration and / or local requirements,
the officers and crew MUST have attended gas safety / handling training courses.
9B.9 It is Strongly Preferred that all cargo gas tanks are fitted with an audible and visual
high pressure alarm.
9B.10 The cargo tank high level alarm system MUST be independent of both the gauging 8.54 (G)
devices and the overflow-control alarm system.
9B.11 If slip tubes are fitted, they MUST be only for use in emergencies. 8.56 (G)

- 32 -
9B.12 Cargo related pressure relief valves, alarms, trips, and emergency shutdown systems 8.91 (G)
(ESD) MUST be used and maintained in accordance with the manufacturers'
instructions and covered by a routine testing program with records maintained on
board. The following alarms / trips (if fitted) MUST be included:
1) Tank / Line High and Low Pressure (including pump / compressor trips)
2) Tank / Line Relief Valves
3) Air Locks for CCR and Motor Rooms
4) Liquid collecting line or vent riser
5) Tank High and independent High / High level.
9B.13 All cargo ullage, temperature and pressure monitoring instrumentation and Cargo
plant instrumentation MUST be routinely tested and calibrated in accordance with
the manufacturer’s instructions, with records kept on board.
9B.14 Cargo (liquid and vapour) pipelines MUST be maintained in good working order with
no leaks. Insulation where fitted MUST be intact. Provision MUST be made to protect
piping from excessive stresses due to temperature changes and / or movement of
tanks and equipment to which the piping is attached. Expansion joints or bellows
shall be kept to a minimum and where used shall be subject to Class approval.
9B.15 All liquid cargo pipelines MUST be free of expansion bellows.
9B.16 Sample lines for both liquid and vapour MUST be fitted with double shut off valves.
9B.17 It is Strongly Preferred that all liquid cargo pipelines are constructed with flanged 8.53 (G)
connections and free from screwed (threaded) couplings.
9B.18 Cargo segregation MUST be achieved without risk of liquid to vapour crossover.
9B.19 Inert gas system piping MUST be completely independent and segregated from the
cargo system.
9B.20 Liquid spill containment arrangements MUST be appropriate for the range of cargoes
carried and suitable for low temperature cargoes where applicable.
9B.21 There MUST be in place a system to routinely monitor and test, in accordance with
the manufacturer’s instructions, the effectiveness of all gas tight seals fitted between
the compressor room and motor room where these are separated by a bulkhead or
deck.
9B.22 Airlocks fitted to electrical motor rooms in the gas hazardous zone of the vessel MUST
have a system for periodic testing of alarms, trips and interlocks as fitted to the
vessel.
9B.23 All earth bonding and continuity straps MUST be in good condition.

- 33 -
9B.24 Cargo transfer systems MUST be tested annually to the designed working pressure.
The vessel MUST have on board records verifying these tests have been completed.
Where sections of cargo pipe lines are difficult for the ships staff to carry out pressure
testing, these cargo pipe sections MUST be tested during dry-docking.
Records of individual cargo valve maintenance and tests MUST be kept on board and
available.
9B.25 Powered valves MUST be set to close within 20-30 seconds. 8.96 (G)
9B.26 It is Strongly Preferred that an Emergency Shutdown (ESD) pendant cable for the
shore operator be provided.
9B.27 There MUST be at least two remote positions where the ESD system can be manually
activated.
9B.28 The ESD system MUST be tested prior to cargo transfer and records MUST be 8.95 (G)
maintained.
9B.29 The cargo conditioning (re-liquefaction) plant, associated machinery and

instrumentation MUST be fully operational.
9B.30 It is Strongly Preferred that the deck area around the manifold in use is covered by
rubber mats.

- 34 -
CHAPTER 9C INERT GAS

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9C.1 It is Strongly Preferred that the vessel is fitted with an inert gas system. 8.43
9C.2 An Inert Gas system, where fitted, MUST be used for the carriage of all Petroleum
cargoes.
9C.3 An inert gas system, where fitted, MUST be maintained in full working order and have 8.46
documented maintenance procedures, maintenance and test records. Maintenance
records MUST include scrubber tower, blowers, deck seal, P/V breakers, P/V valves,
mast risers, oxygen analyzer, pumps, and inspection examination of the inert gas pipe
sections for corrosion / leakage, fittings and instrumentation containing critical
components.
9C.4 The inert gas system MUST be operated as per a detailed manual approved by the 8.47
vessel's classification society. It is Strongly Preferred that the IMO publication "Inert
Gas" is carried on IGS fitted vessels. A log of IG operations MUST be maintained on
board.
9C.5 IG Alarms and trips MUST be tested prior to cargo discharge and tests properly
recorded.
9C.6 A calibration check of the oxygen analyser MUST be carried out prior to putting IG 8.52
system into use and records should be maintained.
9C.7 It is Strongly Preferred that a stand-by Oxygen analyser is fitted to serve as a back-up
means in case of failure of the main O2 analyser.
9C.8 In regard to cargo tank pressure / vacuum protection, all vessels MUST comply with
the provisions of SOLAS, regardless of their building date.
9C.9 The IGS deck seal MUST be of the "Wet" or “Semi-dry" type. "Dry" deck seals are not
acceptable. For vessels contracted after 2010, "Semi-dry" deck seals relying on
venturi(s) or equivalent are not acceptable; new "Semi-dry" deck seals MUST be of
the water displacement type. For all deck seals the maintenance procedures of 9C.3
MUST include frequent inspection for blocking or clogging of piping and internal
openings critical to the function of the seal.
Chemical carriers fitted with inert gas systems but not equipped with deck seals
MUST comply with the enhanced requirements for block and bleed systems identified
by the OCIMF paper "Inert Gas Systems: Block and Bleed Valve arrangements for
Chemical Carriers Carrying Chemicals and Petroleum Products", published January
2000.
9C.10 The IGS lines MUST be inspected and drained at regular intervals, and recorded.
- 35 -
9C.11 The preceding item, procedure 9C.10 MUST be carried out immediately in the event
of a tank over-fill.

- 36 -
CHAPTER 10 MOORING AND LIFTING EQUIPMENT

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10.1 Mooring lines in use MUST be of adequate size to safely and efficiently moor the 9.6
vessel and meet the requirements of the terminal.
10.2 All mooring ropes and, where fitted, mooring wire tails MUST meet OCIMF guidelines. 9.2
The following table lists minimum mooring requirements by vessel size. Some
10.3 terminals may require additional mooring lines to supplement those listed.
10.4 All mooring ropes, wires, tails, shackles, winches, and brakes in use MUST be 9.4
maintained in good condition.
10.5 Pedestal fairleads, roller fairleads, and other rollers MUST be well greased, free to 9.19
turn, and bitts and chocks MUST be free of grooving.
10.6 Synthetic mooring tails, if fitted to wire ropes, MUST be connected to the wire with 9.11
Mandel, Boss or Tonsberg type shackles.
10.7 When used, synthetic mooring tails MUST meet OCIMF guidelines. 9.2
10.8 Mooring wires and synthetic lines MUST be reeled on their drums in the direction that 9.8
enhances brake holding power.
10.9 It is Strongly Preferred that certificates listing the breaking strength of each wire and 9.1
rope are kept on board.
It is Strongly Preferred that records are maintained such that the wire or rope can be
associated with the correct certificate.
10.10 Where Mooring winches with brake bands are fitted, they MUST have documented 9.5
maintenance procedures and test records.
Winches with brake bands MUST be tested at least annually.
10.11 All powered mooring lines MUST be secured on brakes, and the winches MUST be out 9.9
of gear.
- 37 -
10.12 If Split drum winches are fitted on the vessel, all the lines MUST be made fast with no 9.1
more than one layer on each tension side of the drum.
10.13 It is Strongly Preferred that Mooring Equipment is marked with its SWL. 9.2
10.14 It is Strongly Preferred that consideration is given to the identification of snap back
zones.
10.15 Windlasses, anchors, locking bars and cables MUST be in satisfactory condition and 9.21
MUST be operating effectively.
10.16 Hose handling equipment MUST only be used to lift equipment below its safe working
limit. The equipment MUST be maintained in a satisfactory condition, marked with
Safe Working Load and regularly tested.
10.17 All derricks, cranes and chain blocks MUST be clearly marked with their safe working 8.92
load (SWL), and where appropriate, the operating angle and identifying reference
number.
10.18 All lifting slings, strops and wires MUST have mechanical eyes formed in them marked
with the SWL, and have a unique identification number.
10.19 Portable lifting devices such as chain blocks, strops, slings and shackles etc. MUST be 11.35
supplied with original test certificates. These MUST be subjected to a regular 11.36
periodical inspection and MUST be inspected prior to each use.

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CHAPTER 11 ENGINE / MACHINERY ROOMS AND STEERING GEAR

ref
11.1 The vessel MUST be provided with operator instructions and procedures covering 11.1
engineroom and engine equipment, and clearly define the duties of the watch-
standing officers and ratings.
11.2 It is Strongly Preferred that the chief engineer has written his own standing orders, 11.5
and that night orders are completed and that engineer officers countersign these 11.6
standing orders and night orders as being read and understood.
11.3 Engine room log books MUST be correctly maintained and adequate records of Engine 11.9
room operations MUST be kept.
11.4 The Main Engine and steering gear control systems MUST be fully operational.
11.5 Main Engine and Steering gear MUST be tested prior to arrival and departure from 4.6
port.
11.6 Emergency steering gear changeover procedures MUST be clearly displayed in the 11.50
steering compartment and in the wheelhouse.
11.7 The emergency steering gear MUST be regularly tested and personnel MUST be 11.51
familiar with its operation in Emergency mode.
11.8 The engine room instrumentation and alarms MUST be in satisfactory operational
condition.
11.9 All the remote emergency main fuel stops MUST be prominently marked, operational 11.21
and regularly tested.
11.10 Engine room fans shutdown arrangement MUST be operational and regularly tested. 11.22
11.11 It is Strongly Preferred that oil level, pressure indicators and alarms are available for
the steering systems.
11.12 All Vessels MUST have a Planned Maintenance System in place with maintenance 11.15
routines based on manufacturer’s recommendation and vessel experience.
Planned maintenance system should cover "all" areas of the vessel.
11.13 There MUST be procedures in place to restart critical equipment. 11.10

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11.14 It is Strongly Preferred that the operator subscribes to a fuel, lubricating and 11.11
hydraulic oil testing program.
11.15 Emergency escape exits MUST be clearly marked, unobstructed and adequately lit. 11.18
11.16 It is Strongly Preferred that MSDS are available for the fuels, lubricants and chemicals 5.76
used in the ER. 5.77
5.78
11.17 Seawater pumps, sea chests and associated pipe work MUST be in a satisfactory 11.41
condition, and free of hard rust and temporary repairs, particularly outboard of the
ship-side valves.
11.18 Vessels MUST be fitted with bilge alarms in the engine room. Bilge alarms MUST be 11.4
operational and regularly tested.
11.19 Bilges MUST be clean and free of oily waste. 11.39
11.20 Flammable products MUST be stored in designated, well ventilated spaces. 5.77
11.21 Vessels MUST NOT be fitted with cargo pumps located in the engine room.
11.22 It is Strongly Preferred that bunker tanks are fitted with high level alarms.
11.23 It is Strongly Preferred that fuel oil, lube oil and slop tanks, and associated vents and
filler orifices are clearly labelled. Drums should also be labelled.
11.24 The fire pump MUST be in satisfactory condition and regularly tested. 5.63
11.25 The fire pump and its control box MUST be clearly marked.
11.26 It is Strongly Preferred that the engine rooms are protected by a centralised fire 5.66
alarm system.
11.27 It is Strongly Preferred that the engine rooms are protected by a fixed and 5.67
operational fire fighting system.
11.28 It is Strongly Preferred that High pressure fuel injection pipes are double shielded. 11.23
11.29 Rubber mats MUST be located at electrical switchboards. 11.30
11.30 It is Strongly Preferred that all electrical wiring and plugs are Megatested regularly.

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11.31 Any changes, including temporary changes, to the original electrical plan and / or
equipment MUST be fully assessed and documented.
11.32 If the vessel is provided with an emergency diesel generator, it MUST be in 11.44
satisfactory operational condition and clear starting instructions displayed.
11.33 If fitted, the emergency batteries MUST be in satisfactory condition. 11.46
11.34 All exhaust pipes in the engine room MUST be suitably insulated or cooled. 11.24
11.35 It is Strongly Preferred that bunker fuel / lube oil / hydraulic oil tanks are not located
forward of the collision bulkhead.

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CHAPTER 12 INTENTIONALLY BLANK

- 42 -
CHAPTER 13 GENERAL APPEARANCE HOUSEKEEPING

ref
13.1 All vessel equipment and areas MUST be properly maintained, clean, painted, and in
good condition.
All equipment MUST be in good working order.
13.2 The general condition of service pipework MUST be satisfactory and it MUST be free 12.6
from significant corrosion and pitting and soft patches or other temporary repairs.
13.3 The hull MUST be free of oil staining, extensive coating breakdown or excessive 12.1
marine growth. 12.2
13.4 Hull markings MUST be clearly indicated and correctly placed. 12.3
13.5 Decks in working areas MUST have clearly identified non-slip surfaces. 12.5
13.6 Decks MUST be free of oily material.
13.7 All deck openings, including watertight doors and portholes, MUST be in a satisfactory 12.8
condition and MUST be capable of being properly secured.
13.8 All fuel, ballast and other space vents and air pipes MUST be clearly marked to 12.9
indicate the spaces they serve.
13.9 All alleyways MUST be free of obstructions and their exits MUST be clearly marked. 12.18
13.10 All public spaces, including smoke rooms, mess rooms, sanitary areas, food store- 12.19
rooms, food handling spaces, refrigerated spaces, galleys and pantries MUST be clean,
tidy and in a hygienically satisfactory condition.
13.11 It is Strongly Preferred that if permanent fendering is fitted, it is in a satisfactory

condition.
13.12 All loose equipment, particularly in the machinery spaces, stores and steering 11.37
compartment, MUST be properly secured.
13.13 Equipment no longer active (e.g., obsolete or has been replaced) MUST be clearly and
permanently marked and isolated, or removed if it presents a hazard or could
adversely affect the safe operation of the vessel.

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CHAPTER 14 BUNKERING AND VESSEL TO VESSEL OPERATIONS

ref
14.1 All vessel to vessel transfers including bunkering operations MUST be conducted in
compliance with operator procedures and local requirements; as a minimum the
industry guidance described in ISGOTT and the OCIMF / ICS "Ship to Ship transfer
Guides" MUST be followed.
14.2 It is Strongly Preferred that permanent fendering is fitted and is consistent with the
type of service in which the barge is trading.
Fendering MUST be sufficient to prevent metal-to-metal contact during all stages of
the operation.
14.3 Sufficient closed fairleads and mooring bitts MUST be provided. 8.95
14.4 Cargo hoses used for bunkering or other routine vessel to vessel transfer operations
MUST meet the requirements for hoses identified in chapter 9. Additionally:
• The maximum acceptable age for rubber hoses used in ExxonMobil affiliate
service MUST NOT exceed 5 years and for composite hoses MUST NOT
exceed 3 years
• The maximum acceptable age of a light weight "lay-flat" hose used in
ExxonMobil affiliate service MUST NOT exceed one year.
14.5 It is Strongly Preferred that tugs and self propelled vessels engaged in bunkering or
vessel to vessel transfer service are equipped with twin propulsion units. Tugs or self
propelled vessels engaged in open water bunkering or vessel to vessel operations
MUST be fitted with twin propulsion units.
14.6 All lifting gear including support arrangement for the hoses MUST be fit for the 8.92
purpose and kept in good order. A record of inspection and testing of this gear MUST
be kept on board the vessel and be available at all times.
14.7 Hose length MUST be adequate for all phases of the transfer, taking into
consideration changes in freeboard of both vessels.
14.8 Before commencing cargo / bunker transfer operations, an industry standard checklist 5.7
(e.g. ISGOTT 25.4.3 / ISGINTT appendix) MUST be completed and signed.
14.9 The Master and deck officers MUST have previous appropriate experience in
bunkering and / or vessel to vessel operations.
14.10 Before going alongside, consideration MUST be given to the deployment of the
moorings required, and the relative lengths of the vessels involved.

- 44 -
14.11 The vessel MUST obtain the necessary permissions to go alongside the receiving ship.
14.12 Where the vessel to vessel transfer, including bunkering operations, necessitates the
need for personnel transfers, then these transfers MUST only be undertaken
following an assessment of the conditions and equipment available and MUST be
approved by the person in charge prior to the operation.
14.13 Where the vessel is handling bunkers, then the operator MUST have procedures with 11.12
regard to H2S, clearly identifying the additional precautions and equipment required.
14.14 It MUST be possible to stop the bunkering supply pumps at a moment’s notice from a
place close to the manifold on the bunker vessel.
14.15 Where the vessel is providing bunkers to, or engaged in cargo transfer operations
with, international trading vessels, then it is Strongly Preferred that the officer in
charge speaks Technical standard English.
14.16 Where the vessel is carrying drums on deck, they MUST be stowed clear of deck
fittings and be secured to strong points on the vessel's structure. Access routes are to
be kept clear.
14.17 Where the vessel is carrying drums on deck, the stability and deck loading
requirements MUST have been assessed.

- 45 -
APPENDIX A ADDITIONAL CRITERIA FOR TERM CHARTER VESSELS
MESQAC item
The following requirements are additional to and supersede the similar criteria
described in preceding sections and are a MUST for vessels wishing to be directly
employed in ExxonMobil Affiliate Term Charter business. It should be noted that any
deviation from the full requirements will be subject to review on a case-by-case basis
and will be dependent on the size of vessel, type of vessel and products carried.
REPORTING INCIDENTS
The vessel owner / operator MUST submit their shore emergency response
organisation, personnel assignments and both office / after office hours telephone
numbers.
Section 1 General Information

• The vessel MUST be classed with an IACS member classification society.
• The vessel MUST be double hulled.
• The vessel operator MUST have submitted a Tanker Management Self Assessment
(TMSA) into the OCIMF database and provided IMT access to the self assessment. The
vessel operator MUST review and update their TMSA submission at OCIMF at a
maximum of 12 month intervals.
• The Barge operator MUST maintain either an up to date copy of the current version of
the "Barge Particulars Questionnaire" (BPQ) on the OCIMF database or where
applicable in Europe an up-to-date current version of the barge technical information
on the EBIS database.
Section 4 Wheelhouse, Navigation and Communications

• The magnetic compass MUST be fitted with an off-course alarm facility.
• Vessels MUST be fitted with a wind speed and direction indicator.
• The vessel MUST be fitted with a Depth Finder with capability of recording.
• At least one radar MUST be fitted with electronic tracking / plotting facilities, e.g.
ARPA.
Vessel own speed input to ARPA MUST be speed through the water.
Section 5 Health Safety and Security Management

• Void spaces MUST be regularly monitored to ensure that they are gas free and empty.

- 46 -
Section 6 Fire Fighting and Life Saving Equipment

• An operational General Alarm system MUST be provided. The alarm should be
audible in all areas of the vessel.
• Fixed fire and smoke detection systems MUST be fitted in the accommodation, galley
and engine room spaces with centralised alarm panel on bridge. These systems MUST
be fully operational, tested, and the inspection records up to date.
• Vessel MUST be fitted with a fixed and operational fire fighting system in the ER.
Section 7 Environment Protection

• Ballast lines MUST NOT pass through cargo tanks.
• It is Strongly Preferred that vessels should have double skin Bunker Tanks, Lube Oil
Tanks and other spaces containing pollutants.
• Vessels MUST be provided with adequate means for quick sampling and visual
inspection of the segregated ballast waters prior to discharge.
Section 9 Cargo Transfer Operations and Tank Washing

• Where volatile or toxic products are handled, the vessel MUST be capable of
operating in a closed condition at all times including when ullaging, sampling and
water dipping.
• A Class Approved cargo computer MUST be fitted to calculate hull stresses. This
computer MUST also calculate vessel stability and MUST provide a warning (alarm) of
unstable or potentially unstable conditions.
• Pressure gauges MUST be fitted, port and starboard, in each manifold connection
outboard of the manifold valve. This requirement may be waived upon application
and justification for chemical carriers and multi-product carriers, which have a high
number of manifolds, and where acceptable alternate arrangements are in place.
Each gauge MUST be tested annually and a test record maintained on board.
GAS CARRIERS
• All cargo gas tanks MUST be fitted with an audible and visual high pressure alarm.
Section 11 Engine / Machinery Rooms and Steering Gear

• Bunker tanks MUST be fitted with high level alarms.
• Steering system oil level, pressure indicators and alarms MUST be available in the
wheelhouse.

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APPENDIX B DRUG AND ALCOHOL DECLARATION
Drug and Alcohol Policy
Blanket Declaration
To: International Marine Transportation Ltd

Marine Services Section
Fax: +44 (0)1372 223854
Tel : +44 (0)1372 222000
Re: Drug and Alcohol Policy
The undersigned warrants and represents that it has a policy on Drug and Alcohol Abuse (“Policy”)
applicable to all vessels which the undersigned now owns and / or operates and which, after the
date of this certificate, the undersigned may own and / or operate. This Policy meets or exceeds the
standards in the Oil Companies International Marine Forum Guidelines for the Control of Drugs and
Alcohol On Board Ship. Under the Policy, alcohol impairment shall be defined as a blood alcohol
content of 40mg/100ml or greater; the appropriate crew members to be tested shall be all vessel
responsible crew members and the drug / alcohol testing and screening shall include unannounced
testing in addition to routine medical examinations. An objective of the Policy should be that the
frequency of unannounced testing be adequate to act as an effective abuse deterrent, and that all
responsible crew members be tested at least once a year through a combined programme of
unannounced testing and routine medical examinations.
The undersigned further warrants that the Policy will remain in effect unless you are otherwise
specifically notified and that the undersigned shall exercise due diligence to ensure compliance with
the Policy. It is understood that an actual impairment or any test finding of impairment shall not in
and of itself mean the undersigned has failed to exercise due diligence.
Company Name
Name of Senior Management signing on behalf of Company
Title or Authority held by person signing
Date


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MARINE ENVIRONMENTAL, SAFETY AND

QUALITY ASSURANCE CRITERIA

COASTAL VESSELS IN EXXONMOBIL AFFILIATE

INTERNATIONAL MARINE TRANSPORTATION LIMITED

Surrey, KT22 8UX, UNITED KINGDOM)

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

SUITABILITY TO CARRY EXXONMOBIL AFFILIATE CARGOES

TANKER MANAGEMENT SELF ASSESSMENT (TMSA)

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

For further details of the OCIMF TMSA program go to www.ocimf-tmsa.com.

THIRD PARTY VESSEL INSPECTIONS

2. The last inspection is beyond its date of validity.

5. Deficiencies identified in prior inspections have been addressed or corrected.

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

CHAPTER 1 GENERAL INFORMATION

MESQAC item SIRE VIQ

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

CHAPTER 2 CERTIFICATION, DOCUMENTATION AND PUBLICATIONS

MESQAC item SIRE VIQ

2.4 It is Strongly Preferred that a Damage Stability plan is on board. 8.1

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

CHAPTER 3 CREW MANAGEMENT, HEALTH AND SAFETY MANAGEMENT

MESQAC item SIRE VIQ

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

3.10 It is Strongly Preferred that personnel undergo regular medical examinations to

3.14 There MUST be a procedure for familiarisation of new personnel. 5.12

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

CHAPTER 4 WHEELHOUSE NAVIGATION AND COMMUNICATIONS

MESQAC item SIRE VIQ

4.2 Instructions on the operation of the navigation and communication equipment

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

4.21 A rudder angle indicator MUST be provided.

4.22 It is Strongly Preferred that a Rate of turn Indicator be provided.

4.23 The vessel MUST be fitted with GPS. 4.34

4.25 The vessel MUST be fitted with a course recorder. 4.36

4.26 Two operational radars MUST be provided.

4.28 The vessel MUST be fitted with a gyro compass. 4.15

4.29 An operational magnetic compass with light MUST be provided. 4.14

4.36 An operational main engine RPM indicator MUST be provided.

4.37 An operational VHF Radio MUST be provided.

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

CHAPTER 5 HEALTH, SAFETY AND SECURITY MANAGEMENT

MESQAC item SIRE VIQ

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

CHAPTER 6 FIRE FIGHTING AND LIFE SAVING EQUIPMENT

MESQAC item SIRE VIQ

6.3 It is Strongly Preferred that an emergency lighting system is provided.

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR

CHAPTER 7 ENVIRONMENT PROTECTION

MESQAC item SIRE VIQ

7.8 Hydraulic pipelines on deck MUST be free of visible leaks.

MARINE ENVIRONMENTAL, SAFETY AND QUALITY ASSURANCE CRITERIA FOR