SECTION 1

 

MUSTERING AND EMERGENCY INSTRUCTIONS

 

 

                                    1.         Alarms and action to be taken

 

                                    2.         Locations of muster lists

 

                                    3.         Emergency Procedures

 

 

 

 

 

 

 

 

 

                                                Appendix – Copy of muster list

 

1.1       ALARMS AND ACTION TO BE TAKEN

 

Emergency Fire Alarm:                                

Rapid and continuous ringing of the ship’s fire bell and / or variable tone.

 Action on hearing Fire Alarm:                    

 Proceed to Emergency Stations as shown on Emergency Muster lists.

                                                                                                Ensure all doors are closed behind you.                                                                                                Await instruction from Team Leaders.                                                                                                Team Leaders to confirm with Control Team that all team is present.                                                                                                Await instructions from the Control Team.                                                                                                See Muster List for specific duties

 Muster Alarm:                                               

A succession of  at least seven short followed by one long blast on the ship’s whistle / bells/ alarm.

 Action on hearing Muster Alarms:               

Proceed to lifeboat / life-raft muster stations as shown on Muster Lists.                                                                                                Don lifejackets / immersion suit as shown on donning instructions.                                                                                                Await instructions from Team Leaders.                                                                                                Team Leaders to confirm with the Control Team that all Team is present.                                                                                                Prepare lifeboat / life-rafts for launching.                                                                                                Await instructions from the Control Team.                                                                                                See Muster List for specific duties

 Abandon Ship Alarm:                                     

The order to abandon ship will only be given by verbal command from the Master.

 Action on hearing “Abandon Ship”:            

Proceed to Lifeboat / life-raft muster stations as shown on Emergency Muster lists.                                                                                                Don lifejackets / immersion suits as shown on Donning Instructions.

Await instructions from Team Leaders.                                                                                                Launch Lifeboats / life-rafts as per instructions.

 

1.2       LOCATION OF MUSTER LISTS

 

Muster lists are placed in the following locations: (Vessel to complete)

                  

 

1.3       EMERGENCY PROCEDURES

 

            Refer to:          BPS Safety Regulations Posters

                                    BPS Safety Booklet

                                    Vessel Contingency Plans 

SECTION 3

 

EXPOSURE HAZARDS AND PROTECTION

 

 

COLD WATER SURVIVAL

 

 

The following pages are taken from the IMO publication A Pocket Guide to Cold Water Survival.

 

The purpose of this guide is to examine the hazards of cold exposure that may endanger your life, and to provide

you with advice on how to prevent or minimise those dangers. A thorough understanding of the information

contained herein may some day save your life.

 

The sinking of the Titanic in 1912 provided a dramatic example of the effects of cold water immersion. Partially

due to a lack of preparedness with protective clothing, adequate flotation equipment, and a knowledge of

survival procedures, none of the 1489 persons immersed in 0°C water was alive when rescue vessels arrived

one hour and fifty minutes after the sinking. Countless lives could have been saved had the survivors known

more about how to cope with cold water; almost all of the people in the liferafts were alive.

 

During the Second World War the Royal Navy of the United Kingdom alone lost 45,000 men at sea, of whom it is

estimated 30,000 died from drowning and hypothermia. Many of those who drowned did so because of

incapacitation due to cold. Even today the pattern is similar.

 

It is important to realise that you are not helpless to effect your own survival in cold water. Body heat loss is a

gradual process, and research shows that in calm water at 5°C a normally dressed person has only a 50 per

cent chance of surviving one hour. Simple, self-help techniques can extend this time, particularly if the person is

wearing a lifejacket.

 

 

Your Body

 

An understanding of how your body reacts to cold air or water exposure and knowing the steps you can take to

help your body delay the damaging effects of cold stress, will help you in your struggle to stay alive in the event

of cold water exposure.

 

Imagine your body to consist of inner core and an outer layer. Within the core, your body produces a great deal

of heat as a result of normal body functions, such as physical exercise and digesting your food.

 

Nature requires that your body core be kept at an ideal temperature of 37°C. A network of blood vessels running

through the core and the outer layer of your body picks up the heat produced by the 'furnace' within the core,

and distributes the heat throughout the body. Nature also gives your body a very accurate system to

automatically regulate the core temperature at 37°C. For example, if the temperature around you is high, as in a

warm day or in a hot boiler room, the blood vessels near the skin of your body will enlarge, allowing more blood

to flow to the outer layer and increase body heat loss. This will keep you comfortable and keep the core

temperature (37°C) from rising. If the surroundings are cool, your body will narrow the blood vessels in the outer

layer and keep that valuable body heat from being lost too rapidly.

 

This regulatory system strives to keep the core temperature of the body constant despite variations in ambient

temperature around you. The body can only do this within certain limits. There are levels of cold exposure when

the body must have help in maintaining the core temperature at nature's choice of 37°C. You must give it that

help by taking the correct actions and wearing protective clothing.

 

The body gives off its heat to the surroundings in the following ways:

 

BODY HEAT LOSS AND INSULATION

 

–          CONDUCTION is the transfer of heat by direct contact with cold water or other materials. Heat passes

from your body, which is at a relatively high temperature, to a substance which is lower in temperature.

Certain substances are better conductors of heat than others. Water conducts heat many times faster

than air.

 

–          CONVECTION is the transfer of heat by air or water currents. Moving air is far cooler to the body than

still air. Cooling by wind is known as the 'wind chill' effect. Similarly, disturbed or moving water around

your body is more chilling than still water at the same temperature.

 

–          RADIATION is the transfer of heat by rays of energy without direct contact with other substances, such

as a radiator heating a room.

 

–          EVAPORATION is the vaporisation, or 'drying up' of liquid, such as sweat or moisture from wet clothing.

When the body gets too hot, sweat will occur and the evaporation of this sweat will help to cool the skin.

Although sweating can be very useful in providing you with a comfortable cooling effect on a hot day,

evaporation of moisture from clothing can rob you of valuable body heat on a cold day.

 

In almost all parts of the world, man cannot survive without the aid of clothes. Clothes themselves do not warm

the body; the body is actually warmed by its own heat production. The body heat warms the layer of air trapped

between the skin and clothing. It is this layer of air that provides insulation. If the layer of air is lost, then the

insulation is diminished. This layer of trapped air between skin and clothing may be disturbed by movement or

displaced by water. In either case, valuable warm air is displaced and skin temperature will fall. Heat from the

body core will then be used in an endeavour to maintain skin temperature. If heat loss from the skin remains

unchecked, body core temperature will fall.

 

HYPOTHERMIA

 

The loss of body heat is one of the greatest hazards to the survival of a person at sea. The rate of body heat loss

depends on water temperature, the protective clothing worn, and the manner in which the survivor conducts

himself. An abnormally low body core temperature can be recognised by a variety of symptoms. Very early

during exposure, the body tries to combat the excessive heat loss both by narrowing its surface blood vessels (to

reduce heat transfer by blood to surface) and by shivering (to produce more body heat). However, if the

exposure is severe, the body is unable to conserve or produce enough heat. Body core temperature begins to

fall. When body core temperature is below 35°C the person is suffering from 'hypothermia'.

 

By then, discomfort, tiredness, poor co-ordination, numbness, impaired speech, dis-orientation and mental

confusion are well established. As the internal temperature decreases below 31°C, unconsciousness may occur,

shivering is usually replaced by muscle stiffness, and the pupils of the eyes may be enlarged. The heart

becomes irregular and weak and the pulse is barely detectable. Although death may occur at any stage of

hypothermia, when a person's temperature is below 30°C it is very difficult to be sure whether he is alive or

dead.

 

Death by hypothermia is then defined as a failure to revive on re-warming.

 

 

SHIP ABANDONMENT

 

Records show that many ships sink in less than 15 minutes. This affords little time to formulate a plan of action,

so careful pre-planning is essential to be ready in an emergency. Here are some sound pointers for you to

remember when abandoning ship:

 

1.         Put on as much warm clothing as possible, making sure to cover head, neck, hands and feet.

2.         If an immersion suit is available put it on over the warm clothing.

3.         If the immersion suit does not have inherent flotation, put on a lifejacket and be sure to secure it

correctly.

4.         All persons who know that they are likely to be affected by seasickness should, before or immediately

after boarding the survival craft, take some recommended tablets or medicine in a dose recommended by

the manufacturer. The incapacitation caused by seasickness interferes with your survival chances; the

vomiting removes precious body fluid, while seasickness in general makes you more prone to

hypothermia.

5.         Avoid entering the water if possible, eg. board davit-launched survival craft on the embarkation deck. If

davit-launched survival craft are not available, use over-side ladders, or if necessary lower yourself by

means of a rope or fire hose.

6.         Unless it is unavoidable do not jump from higher than 5 metres in the water. Try to minimise the shock of

sudden cold immersion. A sudden plunge into the cold water can cause rapid death or an uncontrollable

rise in breathing rate may result in an intake of water into the lungs. On occasions it may be necessary to

jump into the water; if so, you should keep your elbows to your side, cover your nose and mouth with one

hand while holding the wrist or elbow firmly with other hand.

 

            One should not jump into the water astern of the liferaft in case there is any remaining headway on the

ship.

 

 

 

 

7.         Once in the water whether, accidentally or by ship abandonment, orientate yourself and try to locate the

ship, lifeboats, liferafts, other survivors or other floating objects. If you were unable to prepare yourself

before entering the water, button up clothing now. In cold water you may experience violent shivering and

great pain. These are natural body reflexes that are not dangerous. You do, however, need to take action

as quickly as possible before you lose full use of your hands; button up clothing, turn on signal lights,

locate whistle, etc.

8.         While afloat in the water, do not attempt to swim unless it is to reach a nearby craft, a fellow survivor, or a

floating object on which you can lean or climb. Unnecessary swimming will 'pump' out any warm water

between your body and the layers of clothing, thereby increasing the rate of body heat loss.

            In addition, unnecessary movements of your arms and legs send warm blood from the inner core to the

outer layer of the body.

            This results in a very rapid heat loss. Hence it is most important to remain as still as possible in the water,

however painful it may be. Remember, pain will not kill you, but heat loss will.

9.         The body position you assume in the water is also very important in conserving heat. Float as still as

possible with your legs together, elbows close to your side and arms folded across the front of your

lifejacket. This position minimises the exposure of the body surface of the cold water.

10.       Try to board a lifeboat, raft or other floating platform or object as soon as possible in order to shorten the

immersion time. Remember, you lose body heat many times faster in water than in air. Since the

effectiveness of your insulation has been seriously reduced by water soaking, you must now try to shield

yourself from wind to avoid a wind-chill effect (convective cooling). If you manage to climb aboard a

lifeboat, shielding can be accomplished with the aid of a canvas cover, tarpaulin or an unused garment.

Huddling close to the other occupants of the lifeboat or raft will also conserve body heat.

11.       Keep a positive attitude of mind about your survival and rescue. This will improve your chances of

extending your survival time until rescue comes. Your will to live does make a difference.

 

 

 

 

TREATMENT OF THE IMMERSION SURVIVOR

 

The treatment for hypothermia will of course depend on both the condition of the survivor and the facilities

available. Generally speaking, survivors who are rational and capable of recounting their experiences, although

shivering dramatically, merely require removal of all wet clothes and replacement with dry clothes or blankets.

Hot sweet drinks, and rest in a warm environment not exceeding 22°C (normal room temperature) are also

recommended. However always bear in mind that even conscious survivors can collapse and become

unconscious shortly after rescue. Alcohol should be avoided at all costs.

 

In more serious cases, where the survivor is not shivering and is semi-conscious, or apparently dead, immediate

first aid measures will be necessary to preserve life while awaiting medical advice on more detailed management

procedures. The recommended first aid measures for such an immersion survivor are as follows:-

 

1.         On rescue always check the survivor's breathing;

2.         If the survivor is not breathing, ensure the airway is clear and start artificial respiration immediately

(mouth to mouth or mouth to nose);

3.         Attempts at resuscitation should be for at least 30 minutes if medical advice is not available.

4.         If the survivor is breathing but unconscious, lay him in the unconscious position illustrated. This is

necessary to ensure that the person's breathing is not constructed by his tongue and by vomit.

5.         Avoid all necessary manhandling; do not even remove wet clothes and do not massage.

6.         Prevent further heat loss through evaporation and from exposure to the wind. Wrap the patient in

blankets and transfer him immediately below decks to a compartment at between 15°C and 20°C,

preferably keeping him horizontal, slightly head down.

7.         Seek advice by radio on further treatment; advice on re-warming and decisions with regards to further

treatment should then be given by a doctor.

 

 

SAFEST POSITIONS FOR AN UNCONSCIOUS PERSON

 

 

 

 

 

 

B

 

 

A       On deck. The position for an unconscious person: on his left side, with both arms bent at the elbow, and

the right leg bent at the knee, helping to prevent him from rolling over onto his face. His clothes have been

loosened at the neck and waist and his artificial teeth have been removed.

 

B      Position on bed for an unconscious person. 

 

 

The above basic guidelines on first aid treatment are illustrated diagrammatically below:

 

 

BREATHING

 

 

YES NO

1.         Insulate to prevent further heat loss

through evaporation and exposure to

wind. Avoid unnecessary man-

handling – leave wet clothes on and

enclose in blankets and/or plastic

bag.

 

2.         Lie slightly head down when ever

possible.

 

3.         Oxygen should be given if available.

 

4.         If water was inhaled – encourage

deep breathing and coughing.

 

5.         If feasible, request medical

assistance.

 

1.         Clear airway

 

2.         Start official respiration immediately

(mouth to mouth, mouth to nose).

 

3.         Insulate to prevent exposure to

wind. Avoid unnecessary man-

handling – leave wet clothes on and

enclose in blankets and/or plastic

bags.

 

4.         Seek medical opinion. If medical

opinion not available continue

resuscitation for at least 30 minutes.

 

 

 

COLD INJURY

 

Another problem confronting a survivor in cold environments is the threat of acquiring a cold injury. Such injuries

usually result from prolonged exposure to low ambient temperatures, especially when wind speeds are high.

Cold injuries may be of a freezing or non freezing variety.

 

1.         FREEZING COLD INJURY (FROSTBITE)

 

            Frostbite is the term given to the condition when tissue fluids freeze in localised areas of the body; the

hands; face and feet are particularly susceptible.

 

            Cause

 

            Exposure, particularly of bare skin to sub zero temperatures especially when combined with air

movement. Look-outs in liferafts or survivors in open boats are particularly prone to this injury.

Accordingly, consideration should be given to the length of watch period.

 

            Diagnosis

 

            The signs are:

 1.         extreme waxy pallor of the skin;

2.         initial local tingling and stiffness when it is difficult to wrinkle the face or wriggle affected toes or fingers;

3.         complete absence of sensation in the area affected; and

4.         local hardness due to freezing of the flesh.

 

            Be watchful for the early signs of frostbite in yourself and in others.

 

            Prevention

 

            If bare skin has to be exposed to the elements, the periods of exposure should be kept to a minimum and

freezing winds particularly avoided. Moderate exercise and massage at an early stage will help to prevent

the onset of cold injury. DO NOT SMOKE; smoking reduces the blood supply to the hands and feet.

 

            Treatment

 

            On detection of the above signs, immediate steps should be taken to re-warm the frozen part before

permanent damage occurs. Get out of the wind. Re-warm the frozen part of the body e.g. hands under

armpits, cupped hand over cheek, nose ear, etc. Once freezing has occurred DO NOT rub or massage

affected areas.

 

 

2.         NON-FREEZING COLD INJURY (IMMERSION FOOT)

 

            This is a term given to the condition when the temperature of local tissues in the limbs (usually the feet)

remains sub-normal but above freezing for a prolonged period. It is commonly encountered by shipwreck

survivors who have been adrift and cold for several days. Usually the feet have been wet and immobile,

but this injury can occur in dry conditions. Other contributory factors are tight footwear and sitting still with

wet feet down, as when sitting in a chair for prolonged periods.

 

            Diagnosis

 

            Feet become white, numb and frequently are slightly swollen.

            When returned to the warmth the feet become hot, red, swollen and usually painful.

 

            Prevention

 

            Every effort should be made by survivors to keep their feet warm and dry. Shoe laces should be

loosened; the feet should be raised and toe and ankle exercises encouraged several times a day.

 

            When possible, shoes should be removed and feet kept warm by placing them under the adjacent

occupant. Alternatively, unwanted spare clothing may be wrapped round the feet to keep them warm.

Smoking should be discouraged.

 

            Treatment

 

            After rescue every effort should be made to avoid rapid re-warming of the affected limbs. Care should be

taken to avoid damaging the skin or breaking blisters. DO NOT massage affected limbs.

 

SUMMING UP

 

We have briefly explained how your body responds to cold, what you can to do to help ward off the harmful

effects of cold, and finally, how to administer aid to an immersion survivor.

 

We will now sum up the story with a number of important reminders.

Follow them, for your life may depend on them!

 

1.         Plan your emergency moves in advance!

            Ask yourself what you would do if an emergency arose. Where is your nearest exit to the deck to

escape? Where is the nearest available immersion suit, lifejacket, or raft? How would you quickly get

your foul weather gear, insulated clothing, insulated gloves, distress signal, etc?

2.         Know how your survival equipment works.

            The time of the emergency is not the time to learn.

3.         Even in the tropics, before abandoning ship, wear many layers of clothing to offset the effects of the cold.

Wear an immersion suit if available.

 

 

4.         Put on lifejacket as soon as possible in an emergency situation.

5.         When abandoning ship, try and board the lifeboat or raft dry if you can.

6.         If immersion in water is necessary, try to enter the water gradually.

7.         Swimming increases body heat loss. Swim only to safe refuge nearby.

8.         To reduce your body heat loss, float in the water with your legs together, elbows to your side and arms

across your chest.

9.         In a survival situation, you must force yourself to have the will to survive. This will very often make the

difference between life and death.

 

 

In conclusion, advance planning, preparation, and thought on your part can be the most significant factors in

your struggle with cold water immersion and in your survival.

 

 PERSONAL SURVIVAL AT SEA             The following notes are taken from the U.K. Dept. of Transport publication 'Personal Survival at Sea'. Foreword             If you ever have to abandon ship your life will be threatened by a variety of dangers. The following notes

provides a simple basic guide to personal survival. They contain only the absolute minimum of information, outlining dangers you may encounter and providing guidance on how to overcome them.

             The most common cause of death after shipwrecks is drowning – usually because people get too cold to

help themselves. Even after boarding a survival craft you could die of cold if you have not taken the necessary precautions. The epic survival voyages which attract so much publicity have nearly all occurred in tropical waters. Survival at sea for even a short period is dependant on adequate preparation and knowledge of survival techniques. Different ships have different types of survival equipment. Do you know which types are on your ship, where they are and how to use them? If not find out!!

             YOU ARE NOT A SURVIVOR UNTIL YOU HAVE BEEN RESCUED 1.         INITIAL ACTION ON HEARING EMERGENCY SIGNAL             Put on plenty of warm clothing. Woolly clothing is best, as many layers as possible with an anorak or

oilskin as an outer layer. If it should be necessary to enter the water on abandoning ship the initial cold shock may prove disabling, or even fatal. Extra clothing will markedly reduce this shock effect, while a waterproof outer layer could prevent it entirely.

             The extra clothing will prolong your survival time by reducing loss of body heat.                        It will not weigh you down; when you enter the water the extra layers of clothing will trap air and help your

lifejacket in keeping you afloat. Even if you do board a survival craft without getting wet the extra clothing may well help to save your life while awaiting rescue.

 

            COLD, Not the lack of Food or Water, IS THE GREAT KILLER

 

 

 

2.         PUT ON YOUR LIFEJACKET

 

            Without a lifejacket even good swimmers will have difficulty in staying afloat in cold water because of the

disabling effects of cold, shock and cramp. A lifejacket will keep you afloat without effort or swimming no

matter how much clothing is worn. If unconscious a lifejacket will keep your mouth clear of the water.

 

            KNOW WHERE YOUR LIFEJACKET IS AND HOW TO PUT IT ON

 

3.         GO TO YOUR MUSTER STATION

 

            The emergency signal is NOT the abandon ship signal. Information on the nature of the emergency and

further action will be obtained at your muster station. Final adjustments to your clothing and lifejacket can

be made on the way to the muster station.

 

            DO NOT PANIC! DO NOT WASTE TIME!

 

4.         FOLLOW INSTRUCTIONS IN PREPARING SURVIVAL CRAFT

 

            It may or may not be necessary to abandon ship. The order to abandon ship will be given by the Captain.

In many cases the ship itself proves to be the best lifeboat.

 

            ABANDON SHIP ONLY WHEN TOLD TO DO SO

 

5.         ABANDONING SHIP

 

            When the order is given to abandon ship get into lifeboats and/or davit launched liferafts at the

embarkation decks. This way you will keep dry.

 

When launching liferafts the following precautions should be taken:-

 

1.         Before launching make sure the painter is made fast to a strong point on the ship. The painter is used to

inflate the liferaft and to hold it alongside the ship thereby preventing it being lost.

2.         Make sure the water is clear of people or obstructions.

3.         After launching pull, and keep pulling, on the painter until the liferaft inflates. There may be as much as

36 metres of painter.

4.         Wait for the liferaft to fully inflate before boarding.

5.         Prevent the liferaft chafing on the ships' side so as to avoid damage.

 

            If possible avoid getting wet. If it is necessary to enter the water, the following points should be

considered when choosing a suitable place from which to leave the ship:-

 

1.         The ship may drift down on you faster than you can swim away.

2.         The survival crafts may drift much more quickly than you can swim. If there are no survival craft available

it may be preferable to enter the water from the bow or stern to get clear of the ship with more certainty.

3.         Hazards such as burning oil, floating wreckage etc.

4.         The sea state.

 

Do not jump into the water unless essential. Use overside ladders or if necessary lower yourself by means of a

rope or fire hose. Do not jump from higher than 6 metres.

 

The following points should be borne in mind before jumping into the water:-

 

1.         Keep life jacket on, securely tied and hold it down by crossing arms over chest.

2.         Block off nose and mouth with one hand.

3.         Keep feet together.

4.         Check below to avoid obstructions.

5.         Look straight ahead when jumping. If you look down it will make you unstable and likely to fall forwards.

 

            DO NOT JUMP INTO LIFEBOAT OR ONTO CANOPY OF A LIFERAFT

 

6.         ACTION WHEN IN THE WATER

 

            Avoid remaining in the water for one second longer than necessary. Body heat will be lost to the

surrounding water more rapidly than it can be generated. This inevitably leads to hypothermia (cold

exposure), unconsciousness and death. The extra clothing worn will delay the onset of hypothermia.

 

            Get into the survival craft as soon as possible or get clear of the ship. The danger of being struck from

below by surfacing wreckage is greater than from suction caused by a sinking ship. Once clear of the

ship do not swim aimlessly. Float as still as possible in your life jacket if you cannot get into a survival

craft. Swimming increases heat loss.

 

            Use the whistle, attached to your life jacket to attract attention.

 

            You may not be visible but using the whistle will enable you to let others know where you are.

 

            If possible form a group with other survivors in the water. There is safety in numbers. A group is more

easily located.

 

            SAVE BODY HEAT DO NOT WASTE IT

 7.         BOARDING A SURVIVAL CRAFT             Boarding a survival craft unaided from the water is a difficult operation. Make maximum use of available

footholds and hand holds. It may help to drop down into the water and use the buoyancy of your life jacket to help you out of the water.

             GET OUT OF THE WATER AS SOON AS POSSIBLE 8.         ACTION TO TAKE AFTER BOARDING A SURVIVAL CRAFT             Cut or slip the painter when all are on board. Use the safety knife provided in inflatable liferafts. The

safety knife is stowed near the entrances of liferafts and is designed to avoid accidental damage to the raft.

             Manoeuvre clear of the ships side and obstructions to prevent damage to the survival craft.             Stream the drogue or sea anchor to reduce the rate of drift of the craft and therefore assist those

searching for you. If possible form a group of all survival craft.             Search for any survivors in the water.             Close the entrances of liferafts and rig the exposure covers in lifeboats, in order to keep out the cold and

wet and to keep in the warmth generated by the occupants.             Post look outs.             Inflate the liferaft floor for insulation against the cold sea, bale out any water and check liferaft for any

damage or leaks. Ventilate the liferaft by maintaining a small opening.             Take seasick tablets as soon as possible. Most people including experienced seamen suffer from sea

sickness in survival craft. This results in a loss of body fluid and incapacitation.             HELP THE SURVIVAL CRAFT TO HELP YOU

 

9.         PRINCIPLES FOR SURVIVAL

 

            Regardless of how near rescue services may be, you must take action from the outset to safeguard

yourself against immediate threats to your life. Having done so you should consider the next greatest

threat and protect yourself against that, and so on in a sequence of priorities. Without this approach only

the lucky will survive.

 

            First, and foremost, protection should be against the dangers of the environment. Protection has a higher

priority than indicating location, and since it is possible to survive many days without water and many

weeks without food, both protection and location have higher priorities than food and water.

 

            Do not attempt to sail from the area of the sinking ship. A search for survivors will commence at the last

known position of the ship. Survival craft should be kept together to provide a bigger location target and

to provide more survival aids.

 

            Where a survival craft portable radio is provided Distress Messages should be transmitted.

 

            Distress flares and rockets should be used sparingly and only when there is a likelihood of them being

seen. If the sun is shining the heliograph (mirror) can be used to attract attention.

 

            If sighted by a searching aircraft, it may be some time before rescue is at hand but your location will be

known.

             REMEMBER: NO ONE IS A SURVIVOR UNTIL RESCUED 

Personal protective equipment

  1. What this procedure covers

    This procedure covers the provision, selection, maintenance and use of personal protective equipment on BP Shipping vessels.

  2. Who this procedure applies to

    This procedure applies to the Master, officers and ratings on vessels operating under the BP Shipping Limited Document of Compliance (BP Shipping vessels).

  3. Requirements and recommendations

    Provision of personal protective equipment

    BP Shipping provides personal protective equipment (PPE) to all personnel on BP Shipping vessels.

The PPE is supplied to the standard required by the United Kingdom Merchant Shipping (Protective Clothing and Equipment) Regulations, and by the associated Merchant Shipping Notices (MSNs).

  3.1 Requirement The Master must make sure that  there are adequate stocks of PPE on board at all times, and that  everyone on board is aware of the requirement to wear the correct PPE for the tasks they are required to carry out.

  3.2 Requirement The Chief Engineer must make sure that only those items of PPE on the Safety Equipment List (GCD-667) are ordered.

  3.3 Requirement When on duty, crew members must:

         wear the right PPE for the task, as indicated by the PPE Selection Matrix (GCD-1183);

         inspect their PPE before use; and

         tell their head of department about any deficiencies or defects in the PPE, and get a replacement.

    Recommendation This requirement should be highlighted as part of the new joiner’s safety tour.

Crew members who wear glasses should contact their Manning Contractor for assistance in obtaining prescription safety glasses before joining the vessel.

    Commentary The safety tour is intended to introduce officers, ratings, cadets and outside contractors to what is considered the minimum acceptable level of PPE for all work performed on BP Shipping vessels.

Failure to comply with this requirement may result in disciplinary action being taken.

    Selection of PPE

  3.4 Requirement The officer in charge must make sure that crew members always wear the correct PPE for their task.

  3.5 Requirement When in port, the Chief Officer must provide hard hats and safety glasses at the exit from the accommodation to the deck, and at the gangway, for use by visitors and off-duty personnel when going between the gangway and the accommodation.

  3.6 Requirement Off-duty personnel going ashore or returning to the vessel must wear a hard hat and safety glasses when outside the accommodation.

    Commentary This requirement also applies during dry dock and repair periods.

    Inspection and maintenance of personal protective equipment

  3.7 Requirement The Master must make sure that ship’s staff:

         are familiar with the content of the SOLAS life saving appliances (LSA) manual (GCD-090);

         are properly trained in the selection and use of the PPE on board;

         properly maintain the PPE provided for their use, in accordance with manufacturers’ recommendations and the Computer-based Maintenance Management System (CMMS);

         regularly inspect and check their PPE; and

         keep their PPE clean and well-maintained, and report any defects as soon as possible to their head of department or Chief Officer.

  3.8 Requirement The Master must make sure that lifejackets and immersion suits are inspected at least once a month, as detailed in the CMMS.

    Recommendation The inflatable lifejackets should:

         not be opened up and repacked, as this is against the manufacturers’ advice;

         only be inspected externally; and

         only be opened enough to enable checking of the light and whistle.

    Lifejackets

  3.9 Requirement The Master must make sure that the number of lifejackets on board is at least 25% more than the number of people that the vessel is licensed to carry.

  3.10 Requirement The Master must make sure that every person on board:

         knows where the lifejackets are located;

         knows how to use their lifejacket; and

         keeps their lifejacket ready for immediate use.

  3.11 Requirement The Master must make sure that lifejackets are kept at the following other locations on board:

         six at the forward life raft station;

         two on the bridge; and

         two in the engine control room (ECR).

    Commentary The lifejacket requirement for the other locations is included as part of the 25% extra required by SOLAS.

Lifejackets for children do not count towards the SOLAS minimum.

  3.12 Requirement The Master must make sure that any extra lifejackets are stored inside the

accommodation in a locker that is clean and dry and not subject to extremes of temperature.

  3.13 Requirement The Master must make sure that any lifejackets that are only used as working lifejackets are clearly marked as such and stored separately from the SOLAS stock.  Working lifejackets must not be included in the SOLAS minimum.

  3.14 Requirement The Master must make sure that at least four (4) extension straps are kept on board (sufficient for two lifejackets, the minimum required by SOLAS).

    Recommendation The four extension straps should:

         be stored in a safe place and recorded on the life-saving appliances (LSA) equipment register;

         not be landed with lifejackets being sent ashore for servicing; and

         be supplied with a type-approval certificate.

    Commentary The UK’s Maritime and Coastguard Agency (MCA) and the Isle of Man (IoM) Ship Registry consider that the provision of two lifejackets for persons weighing up to 140 kg with a chest girth of up to 1750 mm meets the SOLAS requirement.

    Immersion suits

  3.15 Requirement The Master must make sure that the vessel carries at least 10% more immersion suits than the number of people that the vessel is licensed to carry.

  3.16 Requirement The Master must make sure that every cabin is equipped with an immersion suit in a stowage bag.

  3.17 Requirement The Master must make sure that every person on board:

         knows where their immersion suit is located;

         knows how to use the immersion suit; and

         keeps the immersion suit ready for immediate use.

  3.18 Requirement The Master must make sure that immersion suits are stored at the following remote locations:

         two at the forward life raft station;

         two on the bridge; and

         two in the ECR.

    Commentary The immersion suit requirement for the remote locations may be met partly by the 10% additional suits mentioned above, provided that the residual number available for crew members is at least equal to the number allowed by the safety equipment certificate.

Immersion suits for children do not count towards the SOLAS minimum.

  3.19 Requirement The Master must make sure that any extra immersion suits are stored inside the accommodation in a locker that is clean and dry and not subject to extremes of temperature.

    Eyewash solution

    Eyewash solution that is stored at or below ambient temperatures recommended by the manufacturer will have an expiry date as stated on the bottle.

  3.20 Requirement If eyewash solution is stored at a temperature above that recommended by the manufacturer, the Safety Officer must make sure that the expiry date is changed to be no more than 12 months from the date that the eyewash was put into use.

If the expiry date needs to be altered to achieve this requirement, the Safety Officer must put the new expiry date on the bottle, using indelible marker or embossing tape (such as Dymo).

    PPE in lifeboats, life rafts and rescue boats

    Flag state authorities do not permit the use of inherently buoyant lifejackets in freefall lifeboats.

  3.21 Requirement Crew members must:

         wear a life jacket at all times in side-launched lifeboats, rescue boats and life rafts;

         wear immersion suits in rescue boats when the sea temperature is less than 20 °C;

         wear an inflatable lifejacket when mustering and boarding a freefall lifeboat; and

         remove their inflatable lifejacket before entering a freefall lifeboat, and hold it between the knees or on the lap during launch.

  3.22 Requirement Crew members must wear:

         a safety helmet when mustering, but must discard it before boarding a freefall lifeboat; and

         a safety helmet at all times in side-launched lifeboats and rescue boats.

During a drill or routine launch, the recovery crew (three persons) must take their safety helmet on board in order to provide suitable protection when securing the recovery gear.

  3.23 Requirement Every crew member must carry their immersion suit onto the lifeboat and keep it ready for immediate use.

In freefall lifeboats, the immersion suit must be held between the knees or under the feet during launch.

    Recommendation The immersion suit should not normally be worn inside lifeboats due to the risk of dehydration, even in sub-zero climates (see IMO publication “MSC.1/Circ1278”).

If the Master deems it necessary to wear immersion suits during boarding and launching, the suits should be removed once the lifeboat or life raft is safely afloat.

    Height safety equipment

  3.24 Requirement The Chief Officer must make sure that each item of height safety equipment has a product history card covering its whole working life.

    Commentary Without a product history card, the height safety PPE item is not an approved piece of equipment and should not be used.

The product history card and the item of height safety equipment must be able to be matched throughout the whole working life of the equipment.

  3.25 Requirement The Chief Officer must:

         inspect all items of height safety PPE at least every six months, as per the CMMS; and

         record these inspections on the product history card.

  3.26 Requirement Crew members must carry out an inspection of the height safety PPE each time they use it.

  3.27 Requirement Before any “working at height” task starts, the Area Authority must make sure that an adequate rescue plan has been developed and is ready to implement as part of the Control of Work requirements for working at height.

    Recommendation When developing the rescue plan, the Area Authority should consider, as a minimum, the following factors:

         the location of the work;

         the location of the rescue equipment;

         anchoring points;

         rescue areas; and

         personnel required for rescue situations.

  3.28 Requirement When an item of height safety equipment is no longer fit for use, the Chief Officer must make sure that the item is destroyed and disposed of correctly.

    Stainless steel mesh gloves for knife work in the galley

  3.29 Requirement The Chief Officer must make sure that at least two stainless steel mesh gloves are available for use in the galley.

    Recommendation It is best practice for catering staff to use stainless steel mesh gloves when using knives.

    Commentary See Catering Guidance Manual (GUID-011) and the Code Of Safe

Working Practices for further guidance.

    Breathing apparatus control boards

    The breathing apparatus (BA) control board has six tallies, enabling it to be used for controlling up to six BA wearers.

  3.30 Requirement The Master must make sure that at least two BA control boards are available for use, one at each emergency team location.

    Recommendation A BA control board can be used to monitor the BA wearers at each emergency team location, or one BA board may be used for all BA wearers.

    Portable gas detection equipment

  3.31 Requirement The Chief Officer must make sure that portable gas detection equipment is correctly used and maintained.

    Recommendation The instructions in the relevant operating manual should be read and fully understood before use, calibration or maintenance of the portable gas detection equipment.

    Commentary It is important to distinguish between “pre-use checks”, “bump tests”, “air calibration”, “gas calibration” and “re-calibration” of instruments.

These terms are often used without people understanding the differences between them, and problems can arise in determining whether instruments are being used correctly.

Refer to the instruction manuals for the equipment on board.

  3.32 Requirement The Chief Officer must make sure that a pre-use check is performed before each use of a portable gas detector.

    Recommendation The pre-use check consists of:

         allowing the instrument to perform its internal start-up checks of circuits and power supply when switched on; and

         ensuring that the sensors read zero in clean air (subject to the normal concentrations of oxygen [21%] and CO2 [0.04%] in clean air).

If the sensors do not read zero in clean air, then a zero operation should be performed.

    Commentary This check is sufficient to meet the requirement for “calibration prior to use” referred to in the “International safety guide for oil tankers and terminals” (ISGOTT) and other industry guidelines.

BP Shipping interprets “prior to use” as meaning within six hours of being used.

  3.33 Requirement The Chief Officer must make sure that any portable gas detector that has

remained unused for seven days is also subjected to a “bump test”.

    Commentary This bump test is used to make sure that gas is actually reaching the sensors, and that they are reacting to it. Refer to the instruction manuals to find out how to carry out a bump test.

The readings obtained are unlikely to match the test gas concentrations exactly, as this only occurs when the gas is passed through the instrument under controlled conditions for gas calibration.

It is sufficient to check that the sensors react and display readings which are reasonably close to the test gas concentration.

  3.34 Requirement The Chief Officer must make sure that portable gas detectors are calibrated on board:

         when there is any noticeable variation in performance of a sensor, such as inability to obtain a zero/21% oxygen reading in clean air;

         after any modification of an instrument, such as replacement of a sensor; and

         at intervals not exceeding one month, regardless of the frequency of use.

    Commentary This requirement for onboard calibration of portable gas detectors is approved by the manufacturers.

  3.35 Requirement The Chief Officer must make sure that all portable gas detection equipment on board is serviced and re-calibrated at least once every 24 months by the supplier.

The Chief Officer must make sure that a calibration certificate is obtained from the supplier and kept on board.

    Commentary The 24 months runs from the date on which the supplier last issued a calibration certificate for the equipment.

This servicing and calibration requirement is approved by the manufacturers.

  3.36 Requirement The Master must make sure that the vessel has the correct portable gas detection outfit, as detailed in Appendix 1 (Summary of portable gas detection equipment required by vessels).

    Personal monitors (H2S) for the oil fleet

  3.37 Requirement When carrying H2S cargo, the Master must make sure that every visitor is issued with a personal H2S monitor in accordance with Carriage of cargoes containing hydrogen sulphide (PRD-061).

If there are no spare monitors, the Master must restrict the number of visitors on board, or assign a crew member to accompany each visitor when outside the accommodation.

  3.38 Requirement The Chief Officer must make sure that the number of personal H2S monitors on board the vessel at least matches the maximum number of

people allowed on board, as stated on the vessel’s safety equipment certificate.

    Commentary After being activated for the first time, the personal H2S monitors that are supplied to oil tankers remain permanently switched on.

Personal monitors are sometimes referred to as Gas Alert Clips (a proprietary name).

  3.39 Requirement To confirm correct operation, the Chief Officer must make sure that personal H2S monitors are bump-tested at intervals not exceeding one month, using the Auto-Test Station provided for this purpose.

    Commentary There is no facility for calibrating these instruments.

The personal H2S monitors come with a two-year or a three-year lifespan.

The Auto-Test Station will test both the two-year and three-year versions of these monitors.

       

  4. Appendices  

    Appendix 1: Summary of portable gas detection equipment required by vessels

 

    Appendix 2: References

    Other documents          Code of safe working practices

         IMO publication MSC.1/Circ1278

         ISGOTT, 5th ed.

         LSA manual

         Merchant Shipping Notices (MSNs)

Oil vessels

 

2 x Riken Keiki RX415 2-gas unit:                    HC 0-100% LEL & 0-100% volume;

O2 0-25% volume

1 x RKI Eagle “A” 4-gas unit:                             HC 0-100% LEL; O2 0-40% volume;

CO 0-500 p.p.m; H2S 0-100 p.p.m.

1 x RKI Eagle “B” 3-gas unit:                             HC 0-100% LEL & 0-30% volume;

                                                                                O2 0-40% volume; H2S 0-1000 p.p.m.

4 x RKI GX2001 4-gas unit:                               HC 0-100% LEL; O2 0-40% volume;

                                                                                CO 0-500 p.p.m; H2S 0-100 p.p.m.

1 x Draeger CMS analyser and chips

OR

1 x Draeger Accuro hand pump and tubes

Disposable single-gas H2S personal monitors and test station

LPG vessels 2 x Riken Keiki RX415 2-gas unit:                    HC 0-100% LEL & 0-100% volume;

O2 0-25% volume

2 x RKI Eagle 4-gas unit:                                   HC 0-100% LEL; O2 0-40% volume;

CO 0-500 p.p.m; H2S 0-100 p.p.m.

4 x RKI GX2001 4-gas unit:                               HC 0-100% LEL; O2 0-40% volume;

                                                                                CO 0-500 p.p.m; H2S 0-100 p.p.m.

1 x Draeger CMS analyser and chips

OR

1 x Draeger Accuro hand pump and tubes

LNG vessels 2 x Riken Keiki RX415 2-gas unit:                    CH4 0-100% LEL & 0-100% volume;

O2 0-25% volume

2 x RKI Eagle 4-gas unit:                                   CH4 0-100% LEL; O2 0-40% volume;

CO 0-500 p.p.m; CO2 0-5% volume

4 x RKI GX2001 4-gas unit:                               CH4 0-100% LEL; O2 0-40% volume;

                                                                                CO 0-500 p.p.m; H2S 0-100 p.p.m.

1 x Draeger CMS analyser and chips

OR

1 x Draeger Accuro hand pump and tubes

         United Kingdom Merchant Shipping (Protective Clothing and Equipment) Regulations

    Appendix 3: Standards that apply

    This document helps BP Shipping Limited to deliver the following:

   

Use of BA Control Boards – Working Practice   1.                  Applicable Roles

     All

   2. Use of BA Boards

     Following the issue of Breathing Apparatus Control Boards to each ship

in the fleet, the following sets out the guidelines for their use. 

    Two Breathing Apparatus Control Boards have been supplied on the following basis: 

            One BA Control Board is to be located at each emergency team station. The board can either be used to control BA wearers for just that team or one BA Control Board can be used to control all BA wearers.

            The BA Control Boards have 6 tallies enabling each board to be used to control up to 6 BA wearers (as detailed above). A person must be designated to control the board, he/she is responsible for completing the tally as the BA wearer dons the set. The BA wearers Name, Time of Entry and Cylinder Pressure are to be clearly entered onto the tally before it is placed in the BA Control board.

    Once the BA wearers have been despatched to the scene, then the BA Board Controller must calculate the theoretical time out. This is done by aligning the time of entry (in minutes) with the cylinder pressure, on the duration calculator, the “time out” is

BP Group OMS Sub-element Group essentials

  3.2 (Personal safety) 3.2.1

ISM 8 (Emergency preparedness)  

then read off against either the current or next hour. These times are then entered on the outside of the BA Control Board for each wearer.

     Where team sizes are small, the use of local BA Control Boards

may not be practical despite this being the most preferable means of use. In such circumstances control of BA wearers must be carried out as an identified function of the Control Team.

     It must be noted that the calculated durations are based on an average

consumption rate of 40 litres of air per minute and the actual working duration will be severely affected by the breathing rate and amount of work done by the wearer. The working duration of a two man-BA team will be governed by the wearer with either the lower cylinder capacity or the higher rate of air usage. 

    It should be borne in mind that whilst the heat and humidity of a fire or rescue situation will affect a BA wearers air consumption, it will also cause fatigue. A BA team should NEVER, UNDER ANY CIRCUMSTANCES be forced to stay at the scene to use up all air if they feel they are unable to cope with the conditions and need to withdraw. BA wearers should be encouraged and prompted to give a cylinder pressure reading on arrival at the actual scene, this will assist the BA Board Controller in assessing the point at which the BA team should withdraw. 

    On return to the exit point/fresh air, the tally is removed from the board, wiped clean and returned to the BA Control Board. Recovery of the BA team to a safe atmosphere should be reported to the control Team. It is recommended that the tally is not stored with the BA set, as when used for standby at tank entry, or other working uses, the tally may become lost or damaged. 

    Note 1. The BA duration calculator is based on a 300 bar, 9 litre capacity bottle and should not be used for other cylinder capacities or working pressures. 

    Note 2 These principles apply to other vessels although the precise design of the BA Control Board may differ. 

    Note 3 BA boards must be removed to a safe atmosphere before the mounting of the clock is opened and batteries are changed. 

    Battery life for the digital clocks is estimated to be at least 24 months, but it is recommended that batteries are changed on an annual basis.

 

Personnel – Working Practice   1.    Applicable Roles

 #   All

   2. Object

     This working practice will describe the safety responsibilities of those

who have responsibilities within the QMS, SMS and EMS. 

  3. Scope 

    This working practice shall apply to all BP Shipping Operated vessels. 

  4. Procedure 

    4.1 Master 

      The Master is responsible to the Company for the safety of the ship and all on board through the correct implementation of the SOLAS Regulations and other safety, Security and Environmental related Regulations as amended from time to time. 

      It is therefore important that Masters are aware of their personal responsibilities for the health, safety and welfare of themselves and others who may be affected by their actions and that they must discharge their responsibilities with care. The Master MUST take a personal interest in ensuring the safety of the ship and personnel. The Master is responsible for ensuring: 

      a)    Adherence to the Company Safety, Health, Security and Environmental Charters.

b)    That all ships’ personnel are advised of, and understand, their responsibilities for their own and other persons safety, health and welfare and that they discharge their responsibilities with reasonable care.

c)    Compliance with all Statutory regulations relating to Occupational Health and Safety, and in particular to facilitate the work of Safety Officers, Safety Representatives and HSSE Committees as required by the Merchant Shipping (Accident Reporting & Investigation) 1994 Regulations.

d)    That all notifiable accidents or dangerous occurrences as required by the Merchant Shipping (Accident Reporting & Investigation) Regulations are reported to the appropriate

Flag State. 

      Copies of any reports should be sent to the Company and Crew Managers. 

      Other Statutory Requirements 

      Legislation such as The Merchant Shipping (Accident Reporting & Investigation) 1994 Regulations, The Merchant Shipping (Health and Safety; General Duties) Regulations 1984 and others, is applicable to UK registered ships. Similar legislation does not necessarily exist for non-UK registered ships but it is Company policy that the same high standards are maintained throughout the fleet. 

      Therefore, on those ships where the legislation does not apply, it will be tacitly adopted. The only exception will be the direct reporting to the flag administration of such items as the notification of accidents and dangerous occurrences. 

      The Master is to assume the Chairmanship of the ship’s HSSE Committee. He/she is to appoint the Safety Officer and ensure that regular training exercises are held on board. He/she is responsible for ensuring that the permit systems are administered properly. Any accidents to personnel and all instances of medical attention must be: 

      a)                 Brought to the Master’s noticeb)                 Properly treated 

      Reported in accordance with the Company’s procedures 

      Masters must ensure that all Officers and crew are familiar with emergency procedures and are capable of operating all safety equipment and appliances, including fire pumps, fire flaps, breathing apparatus, extinguishing systems, lifeboat engines (where applicable). 

      The Master should never jeopardise the safety of the vessel by undertaking tasks that put his own personal safety at risk. Such tasks include, but are not limited to, tank entry and going out on open deck in heavy weather. If he/she should deem it necessary to carry out such tasks, then they should always be carried out independently of the Chief Officer, his second in command. 

      The Master should also ensure that this general principle is applied to all departments on board.

     4.2 Safety Officer

       The appointed Ship’s Safety Officer is responsible to the Master

for compliance with the duties ascribed to him by the Merchant Shipping (Accident Reporting & Investigation) Regulations. 

      Other duties of the Safety Officer include, but are not limited to: 

            #

    a)                Reporting of safety hazards as they exist and suggesting procedures for the elimination of such hazards.

b)                Ensuring the investigation of all accidents, incidents, dangerous occurrences and near misses is carried out.

c)                Ensuring compliance with the Company’s Safety Instructions.

d)                Carrying out occupational health and safety inspections of each accessible part of the ship at least once every three months.

e)                Attending HSSE Committee Meetings.f)                  Conducting safety tours.g)                Completing all Company paperwork relating to safety.h)                Audit permits to work and associated JHA bi-weekly. 

    4.3 Safety Representative (not applicable on coastal vessels) 

      The elected Safety Representatives are to assist the Ship’s Safety Officer in the performance of his duties in accordance with the requirements of the Merchant Shipping (Accident Reporting & Investigation) Regulations. 

      This will include reporting to the Safety Officer and/or HSSE Committee any dangerous occurrence or hazard that he may see or that has been reported to him by any other crew member. Suggestions on improving safety are to be passed on to the HSSE Committee via the Safety Representative. 

 

Minimum Standards of Personal Protective Equipment – Working Practice    1.  Applicable Roles

     All

   2.  Provision of Protective Clothing And Equipment

     The Company provides protective clothing and equipment to all

personnel serving on board Company ships, by arrangement with the Manning Contractors. Equipment supplied is to the standard specified in the UK Merchant Shipping (Protective Clothing and Equipment) Regulations and the associated Merchant Shipping M Notices. 

    For crewmembers who would normally wear prescription glasses during working hours, prescription safety glasses should be obtained.  The crewmember should contact their Manning Contractor who will assist in the process of obtaining these prescription safety glasses, prior to joining the vessel. 

    The Regulations place a duty on all crew members to wear protective clothing and use protective equipment appropriate to the work process and also to report any deficiencies or defects in equipment issued for individual use. 

    Failure to carry out these duties could result in disciplinary action being taken on board or by the Manning Contractors. 

    2.1 Selection of PPE 

      The following instructions should be used as part of any safety awareness tour and are intended to introduce Officers, Ratings, Cadets and Outside Contractors to what are considered to be the minimum acceptable levels of PPE, for all work that is carried out onboard BP vessels. 

      Whenever working outside of the accommodation the minimum PPE that must be worn is: 

      Boiler suits Safety Helmet Company supplied and approved working boots/shoes Safety Glasses

       When working in machinery spaces (or any area with high noise

levels) then ear defenders are also to be worn. 

      Before commencing a task, a Stage 1 Risk Assessment, or Job Hazard Analysis, should be carried out to identify the hazards that may be associated with the task. Using these hazards as a guide consult the PPS Matrix to identify the hazard protection required and what PPE is to be used. 

    2.2 Maintenance of Protective Clothing and Equipment 

      Protective clothing and equipment must be properly maintained, as per the manufacturers’ recommendations and the Company

PM System. All should be regularly inspected and, where appropriate, operationally checked. All necessary repairs, cleaning, decontamination or component replacement should be undertaken without delay. 

      Please ensure that your PPE is in good working order and available to you at all times. All PPE must be inspected prior to use, and any defects must be reported to your head of Department, who will provide a replacement. 

      When off-duty personnel are either proceeding ashore or returning to the vessel hard hats are to be worn whilst traversing through areas where operations are being conducted. A box of hard hats is to be made available at the exit from the accommodation to the deck and at the gangway for this specific purpose. The supply of these hats is over and above those normally available at the gangway for the use of visitors to the vessel. 

#   2.3 Immersion Suits 

#     Immersion suits with individual stowage bags are provided for all personnel onboard. Every person onboard must stow their immersion suit in their cabin ready for immediate use. Additional immersion suits, except those supplied for remote locations, must be stored in a suitable locker inside the accommodation.  

    2.4 Eyewash Solutions 

      Eyewash Solutions stored in polypropylene bottles and being stored in ambient temperatures as recommended by the manufacturer will have an expiry date as stated on the bottles.  

      Eyewash Solutions which are subject to ambient temperatures in excess of those recommended by the manufacturer shall have the expiry date changed to 12 months from the time of introducing the solution to temperatures above those recommended by the manufacturer. 

      Providing the changed date does not exceed the original manufacturer’s expiry date. The altered expiry date shall be appended to the particular bottle using indelible marker or dymo tape. 

#   2.5 PPE In Lifeboats 

      1) Life Jackets 

#       Lifejackets are to be worn when mustering and boarding freefall lifeboats but removed once seated and held between the knees/on the lap during launch. 

        Please note that flag states do not permit the use of inherently buoyant lifejackets in freefall lifeboats at all. The above policy refers to the use of inflatable lifejackets. 

        In conventional lifeboats, rescue boats and liferafts, lifejackets are to be worn at all times. 

      2) Hard hats 

       #

      These should be worn during Muster but discarded as the crewmember boards the freefall lifeboat; the only exception being in the case of a drill or routine launch when the recovery crew (3 persons) should wear them whilst on board to provide suitable protection when securing the recovery gear. In conventional lifeboats and rescue boats hard hats must be worn at all times. 

      3) Immersion Suits 

#       Immersion suits should not normally be worn inside lifeboats due to the risk of de-hydration even in sub-zero climates. (IMO publication MSC.1/Circ1278 refers). They should however be taken into and stowed in the lifeboat ready for immediate use. In circumstances where the Master deems it necessary to wear immersion suits during boarding and launching, these should be removed once the boat is safely launched. 

 

 

Personal Protective Equipment  - Selection Matrix   

PPE When to wearHazard

Protection         

  

HEAD PROTECTION

Safety Helmet      (Chin straps to be

worn when working aloft, during helicopter operations and in windy conditions.

 

At all times when:-a)       outside the

accommodation spaces

b)       Outside the Engine control room

Exceptions are when engaged on bridge watch keeping duties or off duty.

To prevent / reduce injuries to the head when being struck from above or the side.

                   

HEARING PROTECTION

             

Ear defendersEar Plugs         

At all times when:-a)       Working in the

engine roomb)       Any machinery

space where the noise level exceeds 85dB

c)       In spaces where mandatory hearing protection signs are shown.

d)       Operation of power tools where such tools cause high noise levels (deck or machinery space)

To prevent hearing impairment or loss in later life from

           FACE & EYE

PROTECTIONSafety Glasses (with side shield)

At all times when:-a)       outside the

accommodation spaces

b)       Outside the Engine control room

Exceptions are when engaged on bridge watch keeping duties or off duty.

To prevent injury from wind or mechanically blown debris, particulate or Liquid.

Safety Goggles a)       Working with or in the vicinity of  hazardous liquids or liquids under pressure

b)       Any activity where particulate or debris is generated and thrown off with

Contamination to the eye from hazardous liquid splashes or from damage caused by flying particles.

Personal Protective Equipment  - Selection Matrix   

PPE When to wearHazard

Protectionvelocity

Face shield Grinding, needle gunning or any other activity where particulate debris, or sparks are generated and thrown off with velocity. Where thermal extremes may damage tissue ( i.e. Pulling burners and lighting off boilers, cleaning incinerators, etc..)

Working where particulate matter or liquids may cause harm to the face.   Faceshields: do not provide eye protection and require the compliment of goggles or safety glasses

  

Shaded Lenses Welding, Brazing Protect eyes from flashburns

 Welding hood with appropriate lens

Welding Face protection from welding hazards

         

 

RESPIRATORY PROTECTION

 

Dust Masks a)                   whenever working in a dusty atmosphere or when particulate debris is being generatedi.e. needle gunning, etc

Protection from irritation / damage to the respiratory system

VOC masks(Half face masks /Full Face Masks)

a) whenever working in an environment which contains low concentrations of  non-toxic gases and vapoursi.e. Painting, welding , tank sweeping, etc

Protection from irritation / damage to the respiratory system

Before deciding which type of mask to use, an assessment to be made by a competent person to determine the most appropriate type of mask / respirator to be worn.MASKS AND RESPIRATORS DO NOT PROTECT AGAINST OXYGEN DEPLETED ATMOSPHERES OR TOXIC GASES

         

          

HAND & FOOT PROTECTION

 

Gloves – Leather, riggers or anti-cut gloves.  Steel Mesh Glove for Cook    Plastic Disposable Gloves for Catering

Whenever there is a risk to the hand from handling jagged, sharp or abrasive materials For protection when undertaking heavy cutting work on Raw Meat Products in Galley During Food Preparation and Meal Service

To prevent cuts / grazes to the hand or fingers  To prevent cuts to the hand or fingers   To minimise risk of bacterial cross

Personal Protective Equipment  - Selection Matrix   

PPE When to wearHazard

Protection  

Staff  Pyrotex Heat Resistant Gloves. Short and Gauntlet Length 17” for Cooks.

  For hand and arm protection against heat when working  within the Galley

contamination 

To protect against burning or scalding

Chemical gloves 

Whenever there is a risk from corrosive, caustic and/or toxic materials

To prevent chemical burns and/or absorption into the skin

     

Safety shoes / Boots At all times when:-a)                   outside the accommodation spacesb)                   Outside the Engine control roomc)                   Within the Galley Exceptions are when engaged on bridge watch keeping duties or off duty. 

To prevent / reduce injuries to the foot/ankle if struck from above, from the side or below.To help prevent slipping.To protect against Burns and Scalding.

         

       

FALLPROTECTION

Harness To be used when working more than 2m above deck level or when working outside of the ships rail.

Protects the body from damage from falling / impact

Safety Line To be used in conjunction with Safety harness when required 

Protects the body from damage from falling / impact

Work Positioning Belt When an independent fall arrest system is attached and user requires both hands for task

To prevent likliehood of dropping tools and equipment and to facilitate work activities.

Fall Arrest Lanyard To be used in conjunction with Safety harness when required 

Reduces the rate of fall to a safe impact level. 

Fall Prevention Lanyard

When working in proximity to a fall hazard.

Prevents the wearer from exposure of the fall hazard.

Fall Arrest Block To be used in conjunction with Safety harness when required 

Protects the body from damage from falling / impact

         

  BODY Leathers When welding Protects the body from

Personal Protective Equipment  - Selection Matrix   

PPE When to wearHazard

Protection             

 

PROTECTION

  heat, burns and UV light

Chemical protective disposable coveralls

Tasks where dust or dirt contaminated with chemicals may render clothing hazardous.

To prevent chemical burns and/or absorption into the skin

Rain suits During inclement weather and or washing down decks with mild detergents

Protects from the environment and mild detergents

Chemical Suit When working with chemical, corrosive or caustic  substances 

To prevent chemical burns and/or absorption into the skin

Boiler Suit At all times Protects body from small cuts, grazes, debris, slight burns, splashes from liquid

Cooks Jacket/Trousers and Apron

At all times when on duty in the Galley

Protects from slight burns, splashes from liquids.

         

#

DROWNINGPROTECTION

 

     

  Flotation aid 

a)                   Whenever working outside the ships railb)                   When lifeboats /rescue boats are being used

Protects from drowning

         

   #

HYPOTHERMIAPROTECTION

 

Thermal Suits a) When working for protracted periods in the fridge rooms.b)When the climate dictates

Protects the body from the cold, frostbite or Hypothermia

Immersion Suits 

a) When using the rescue boat if the sea temperature is at or below 20ºc. If above 20ºc then this at the Master’s discretion after being risk assessed.b) When using the lifeboats and extreme cold climate / sea environments require their use.

Protects the body from the cold, frostbite or Hypothermia 

 

 

Responsibilities and competencies - Deck Rating

  1. Job title: Deck Rating

  2. Team: Fleet  Operations

  3. Reporting to: Chief Officer

  4. Team role: Acts under the supervision of the Bosun, OOW or Master within the deck department to assist with the safe operation and maintenance of the vessel, machinery and equipment.

  5. Competencies:

    To enable their key responsibilities to be effectively carried out, the Deck Rating employed on BP Shipping vessels must have a:

         full understanding of the contents of the Fleet OMS applicable to the rank;

         working knowledge of all safety and emergency systems and equipment onboard; and

         full understanding of the operation and a working knowledge of the maintenance of deck machinery and equipment.

  6. Key responsibilities:

    1.             To be responsible for their own safety and help assess risks prior to carrying out work.

2.             To act as a member of the shipboard emergency response and fire fighting team.

3.             To work as directed by the Master of Chief Officer on either day work, cargo or navigating bridge watches.

4.             To assist the vessel’s officers in maintaining high standards of cleanliness and fabric condition of the deck and accommodation areas.

5.             To complete all operational and maintenance duties as directed by the Chief Officer.

6.             To carry out ISPS duties in accordance with the vessel’s Ship Security Plan.

     

    Appendix 1: Standards that apply

    This document helps BP Shipping Limited deliver the following:

     

BP Group OMS Sub-element Group Essentials

  1.5 (Accountability) 1.5.4

  2.2 (People and competence) 2.2.2

ISM 3 (Company responsibilities and authority) – 3.2  

ISO 9001:2008 5.5.1 (Responsibility and authority);

6.2.2 (Competence, training and awareness)

 

ISO 14001:2004 4.4.1 (Resource, roles, responsibility and authority);

4.4.2 (Competence, training and awareness)

 

 

2a.1   Training Plans/Schedules2a.2   Steering Certificate2a.3   Reporting of Cadets Progress2a.4   Monthly Summaries– Task Updates  Annex 1 – Deck Cadet TRB Monthly Summary template  

  2a.1 Shipboard Training Schedule/Plan  GeneralThe required objectives and outcomes are that the TRB is to be completed by the end of the Cadet’s mandatory minimum sea service.  The Cadets generally complete a minimum 9 months (Polish) and 12 to 15 months (UK/Irish) during their sea training periods.  The training plans/ timetables below are a guide only to assist the DSTO with planning and executing the Cadets’ training effectively and are not designed to be followed exactly. The recommended generic time frame should enable the DSTO and the Cadet to understand what is considered to be a reasonable expectation of when tasks can be completed taking into consideration the operational activities of the vessel. The timetables are the earliest expected period for completion and they may well vary for each Cadet. SAFETYA11 – Take Personal Emergency Action onboard a Vessel

A12 – Respond to Emergencies onboard a Vessel Number A11

ProgressingA12 Proficient

A11/A12.1* Month 1 Month 2 - 3A11/A12.2* Month 1 Month 3 – 4 A11/A12.3* Month 1 Month 2 – 3 A11/A12.4* Month 1 - 2 Month 3  A11/A12.5* Month 1 Month 3 – 4 A11/A12.6* Month 1 Month 3 – 4 A11/A12.7* Month 1 Month 3 – 4 A11/A12.8* Month 2 – 4 Month 3 – 4 A11/A12.9* Month 2 – 3 Month 3 – 4 A11/A12.10* Month 2 – 3 Month 3 – 4 A11/A12.11* Month 2 – 3 Month 3 – 4 A11/A12.12* Month 2 – 3 Month 3 – 4

Cadets to take active part in emergency drills-BA training (A12) wherever possible   A15 – Take Control of Survival Craft & Rescue Boats Number Progressing ProficientA15.1* Month 1 – 2 Month 2 - 3 A15.2* Month 2 – 3 Month 3 – 4 A15.3* Month 2 – 3 Month 3 – 4 A15.4* Month 1 - 2 Month 2 - 3 A15.5* Month 2 – 4 Month 3 – 4

  A21 – Maintain Steelwork and Deck Equipment onboard a vessel Number Progressing ProficientA21.1 Month 1 - 2 Month 1 - 3A21.2 Month 1 - 3 Month 3 - 6A21.3 Month 1 - 3 Month 3 - 6A21.4 Month 1 - 3 Month 3 - 6a Month 1 - 3 Month 3 - 6b Month 1 - 3 Month 3 - 6c Month 1 - 3 Month 3 - 6e Month 1 - 3 Month 3 - 6f Month 1 - 3 Month 3 - 6

g Month 1 - 3 Month 3 - 6h Month 1 - 3 Month 3 - 6i Month 1 - 3 Month 3 - 6j Month 1 - 3 Month 3 - 6k Month 1 - 3 Month 3 - 6

 Bridge Watchkeeping and Navigation B01 – Contribute to Maintaining a Navigational Watch Number Progressing ProficientB.01.1 Month 2 - 4 Month 3 - 6B.01.2 Month 2 - 4 Month 3 - 6B.01.3 Month 2 - 4 Month 3 - 6B.01.4 Month 2 - 4 Month 3 - 6B.01.5 Month 1 - 2 Month 2 - 4

 B02 –  Maintain a Navigational Watch Number Progressing ProficientB.02.1 Month 3 - 6 Month 7 - 9 B.02.2 Month 2 - 4 Month 4 - 6 B.02.3 Month 3 - 6 Month 7 - 9 B.02.4 Month 3 - 6 Month 7 - 9 B.02.5 Month 3 - 6 Month 7 - 9 B.02.6 Month 3 - 6 Month 7 - 9 B.02.07a Month 2 - 4 Month 4 - 6 b Month 4 - 6 Month 7 - 9 c Month 4 - 6 Month 7 - 9 d Month 2 - 4 Month 4 - 6 e Month 2 - 4 Month 4 - 6 f Month 2 - 4 Month 4 - 6 B.02.8    a Month 2 - 4 Month 4 - 6 b Month 2 - 4 Month 4 - 6 c Month 4 - 6 Month 7 - 9 B.02.9   Month 2 - 4 B.02.10 Month 2 - 4 Month 4 - 6 B.02.11 Month 2 - 4 Month 4 - 6 B.02.12 Month 2 - 4 Month 4 - 6 B.02.13 Month 4 - 6 Month 7 - 9 B.02.14 Month 1 - 6 Month 7 - 9 B.02.15 Month 2 - 4 Month 4 - 6

B.02.16 Month 2 - 6 Month 7 - 9 a Month 2 - 6 Month 7 - 9 b Month 2 - 6 Month 7 - 9 c Month 2 - 6 Month 7 - 9 d Month 2 - 4 Month 4 - 6 e Month 4 - 6 Month 7 - 9 f Month 2 - 6 Month 7 - 9 B.02.17 Month 4 - 6 Month 7 - 9 a Month 4 - 6 Month 7 - 9 b Month 2 - 4 Month 4 - 6 c Month 2 - 4 Month 4 - 6 d Month 2 - 4 Month 4 - 6 B.02.18 Month 2 - 4 Month 4 - 6 B.02.19 Month 2 - 4 Month 4 - 6

 B11 –  Initiate the Response to Navigation EmergenciesNumber Progressing ProficientB.11.1 Month 4 - 6 Month 7 - 9 B.11.2    a Month 4 - 6 Month 7 - 9 b Month 2 - 6 Month 7 - 9 c Month 2 - 6 Month 7 - 9 d Month 4 - 6 Month 7 - 9 e Month 4 - 6 Month 7 - 9 B.11.3a Month 2 - 4 Month 4 - 6 B.11.4 Month 2 - 4 Month 4 - 6 B.11.5 Month 4 - 6 Month 7 - 9

  SHIP OPERATIONS B13 –  Contribute to Vessel Operations Number Progressing ProficientB.13.1 Month 2 - 4 Month 4 - 6 B.13.2 Month 2 - 4 Month 4 - 6 B.13.3 Month 1 - 4 Month 4 - 6 B.13.4    B.13.5 Month 2 - 4 Month 4 - 6 B.13.6    a Month 1 - 4 Month 4 - 6 b Month 1 - 4 Month 4 - 6 c Month 1 - 4 Month 4 - 6

B.13.7    a Month 2 - 4 Month 4 - 6 b Month 1 - 4 Month 4 - 6 c Month 2 - 4 Month 4 - 6 d Month 1 - 4 Month 4 - 6 e Month 1 - 4 Month 4 - 6 B.13.8    a Month 2 - 4 Month 4 - 6 b Month 1 - 4 Month 4 - 6 c Month 2 - 4 Month 4 - 6 d Month 1 - 4 Month 4 - 6 e Month 1 - 4 Month 4 - 6

 A01 – Contribute to Stability and Watertight Integrity of a VesselNumber Progressing ProficientA.01.1 Month 4 - 6 Month 7 - 9 A.01.2 Month 4 - 6 Month 7 - 9 A.01.3 Month 4 - 6 Month 7 - 9 A.01.4 Month 4 - 6 Month 7 - 9

 B14 –  Monitor and Control Vessel Operations Number Progressing ProficientB.14.1 Month 4 - 6 Month 7 - 9 B.14.2 Month 4 - 6 Month 7 - 9 B.14.3    a Month 4 - 6 Month 7 - 9 b Month 4 - 6 Month 7 - 9 c Month 4 - 6 Month 7 - 9 d Month 4 - 6 Month 7 - 9 e Month 4 - 6 Month 7 - 9 f Month 4 - 6 Month 7 - 9 g Month 4 - 6 Month 7 - 9 h Month 4 - 6 Month 7 - 9 i Month 4 - 6 Month 7 - 9 j Month 4 - 6 Month 7 - 9 B.14.4    a Month 4 - 6 Month 7 - 9 b Month 4 - 6 Month 7 - 9 c Month 4 - 6 Month 7 - 9 d Month 4 - 6 Month 7 - 9

e Month 4 - 6 Month 7 - 9 f Month 4 - 6 Month 7 - 9 g Month 4 - 6 Month 7 - 9 h Month 4 - 6 Month 7 - 9

  Mooring and AnchoringB21 –  Contribute to Vessel Mooring, Anchoring and Securing OperationsNumber Progressing ProficientB.21.1 Month 2 - 4 Month 4 - 6 B.21.2 Month 2 - 4 Month 4 - 6 B.21.3a Month 2 - 4 Month 4 - 6 B.21.4 Month 2 - 4 Month 4 - 6 B.21.5 Month 2 - 4 Month 4 - 6 B.21.6 Month 2 - 4 Month 4 - 6 B.21.7 Month 2 - 4 Month 4 - 6

 B22 –  Contol Vessel Mooring, Anchoring and Securing OperationsNumber Progressing ProficientB.22.1 Month 4 - 6 Month 7 - 9 B.22.2 Month 4 - 6 Month 7 - 9 B.22.3a Month 4 - 6 Month 7 - 9 B.22.4 Month 4 - 6 Month 7 - 9 B.22.5 Month 4 - 6 Month 7 - 9 B.22.6 Month 4 - 6 Month 7 - 9 B.22.7 Month 4 - 6 Month 7 - 9 B.22.8 Month 4 - 6 Month 7 - 9

 Operational ManagementA31 – Maintain Personal Health, Safety and Environment Standards Onboard a Vessel A32 Maintain Safe, Legal and Effective Working Practices onboard a Vessel A34 Create, Maintain and Enhance Productive Working

Relationships Onboard a VesselNumber Progressing ProficientA31/A32/A34.1* Month 2 - 3 Month 4+A31/A32/A34.2* Month 3 – 4 Month 4+A31/A32/A34.3* Month 3 – 4 Month 4+

  

  2a.2 Steering Certificate The Irish cadets are required by the Irish Marine Office to be issued with a separate steering certificate in addition to being signed as proficient within the TRB.  Refer to Steering Certificate (FRM-796).

 2a.3 Reporting of Cadets ProgressContained within sections 2.5 and 2.6 of the TRB itself are the specific sections to record both the Cadet’s task progression and completion as well as monthly written progress and performance comments by the DSTO and Master ( refer section 3 of the TRB) The CTO i.e. Training Officer, IOM does not have direct access to the TRB during the Cadet’s period onboard to review progress. In order to ensure the CTO is able to support the Master and DSTO, the following documents have been produced for communication between the vessel and Training Officer, IOM (CTO). 2a.4 Monthly Summaries– Task UpdatesThis is to be completed by the Cadet, verified by the DSTO and sent via the Master to the Training Officer, IOM (CTO) at the completion of each month’s service onboard with any additional comments from the DSTO or Master as maybe necessary to confirm progress made.  The Cadet will be given an electronic version of this task summary sheet and it will also include a section for inclusion of any additional nationality training needs –  Upon receipt the Training Officer, IOM (CTO) will keep a record for each Cadet and revert to the DSTO or Master with any appropriate comments that may be required.  The end of tour appraisals are to continue to be completed and

submitted as previously required.  Please note that Cadets must to be appraised as Cadets not as Junior Officers. 

 Annex 1

Deck Cadet TRB Monthly Summary template 

TASK  REPORTS  (As per NMCI course manual)      /50A  1   D  1   E   8   G   1           2         9         2  B  1        3        10         3       2        4             4       3        5   F   1 N/A       5       4        6        2 N/A       6       5               3 N/A       7       6    E  1        4 N/A       8       7        2        5 N/A       9           3        6 N/A      10  C  1        4        7 N/A      11       2        5        8        12       3        6        9           4        7       J     1  

  PROJECTS          /8  Date

Completed  Date

Completed  Date

Completed  Date

Completed1    2  a   3   4  5    6   7      

  Journal  Number recorded DateAmplitudes    Azimuths    Sun sights    Star sights    ETA’s    Sailings    

Day’s run    Met Obs    Comms    Operations W.Book         

 

POLISH CADET Only - Maritime Academy Gdynia  Reports Report Progress Completed

Navigation    Celestial Navigation    Collision Regulations

   

Meteorology & Oceanography

   

Navigational Equipment

   

Ship Construction    Ship Stability    Management of the Ship

   

Transport by Sea     

All - Completed Rules

Rule Completed  

Part A general rules  1    2    3    Part B steering and sailing rules4(sect 1)   12  5   13  6   14  7   15  8   16  9   17  10   18  11(sect 2)   19(sect 3)  Part C Lights and shapes20   26  

21   27  22   28  23   29  24   30  25   31  Part D sound Signals32   35  33   36  34   37  Part E Exemptions38    Annex 1 Lights and shapes technical details1   6  2   9b  3   12  4   13  5      Annex 1 lights and shapes technical details7   10  8   11  9a      Annex 2 Additional signals for fishing vesselsAll.    Annex 3 Sound signal technical detailsAll.    Annex 4 Distress signalsAll    

 

Part 1)3a.1.1   Training Outcomes / seatime requirements3a.1.2  Foundation Degree 3a.1.3   Higher National Diploma  Part 2) Work Based Learning: Guidance for Shipboard

Staff3a.2.1   Objectives 3a.2.2   How Work Based Learning Works3a.2.3   Completion of Work based Learning 3a.2.4   Shipboard Support

3a.2.5   Relationship between Work Based Learning and TRB 3a.2.6   Work Based Learning Level 1 – Operational Level 3a.3.7   Work Based Learning Level 2 – Management Level  Part 3) 3a.3.1   Daily Log3a.3.2   Navigation Operations Work Book 3a.3.3   Meteorological Log  Annex 1Outline Foundation Degree (FdSc) in Marine Operations  Annex 2 Outline Higher National Diploma – DECK  

  Part 1 3a.1.1 Training OutcomesSTCW reg II/1 OOW Unlimited Deck Certificate of Competency.Foundation Degree (FdSc) in Marine Operations – DECK Higher National Diploma – Nautical Science Seatime RequirementsUK Deck – at least 12 months seatime with at least 6 months of the final 12 months being bridge watchkeeping under the direct supervision of a certificated officer.  3a.1.2 Foundation Degree (FD) UK FD Cadets joining their first ships will have completed the underpinning knowledge of FD requirements in both Navigation and Stability up to Chief Mate/Master level Successful completion of the FD will result in full Maritime and Coastguard Agency exemptions for all written examinations up to and including Chief Mate/Master level.  A minimum mark of 65% is required in navigation and a minimum mark of 60% in stability (note both subjects taken in phase One).  The other subjects require an overall average of at least 50%.  Further Certificate of Competency training post FdSc, consists of

Chief Mates Orals, NARAS (Management) and Medical Care, Masters orals, both after completion of the minimum sea service. 3a.1.3 Higher National Diploma (HND)Successful completion of the HND will result in full Maritime and Coastguard Agency exemptions for all written examinations up to and including Chief Mate/Master level. A minimum mark of 65% is required in navigation and a minimum mark of 60% in stability (note both subjects taken in phase One).  The other subjects require an overall average of at least 50%  Further Certificate of Competency training post HND, consists of Chief Mates Orals, NARAS (Management) and Medical Care, Masters orals, both after completion of the minimum sea service.  

  Part 2Work Based Learning: Guidance for Shipboard Staff

3a.2.1 Objectives of Work Based Learning(WBL)

WBL is designed to provide the Cadet with the opportunity to consolidate the academic knowledge gained at college through engaging in onboard work-based activity.  Through the application of this knowledge the Cadet will be able to develop a more thorough understanding of the particular subject area and apply theoretical knowledge in a variety of work based applications.

3a.2.2 How WBL Works

WBL Assignments are agreed between college staff and the cadet, consisting of two levels.  These are set during the first and second college phases.Level 1 – Operational (First Sea Training Period)Level 2 - Management (Second Sea Training Period) The Cadet is required, in consultation with the Designated Shipboard Training Officer (DSTO), to develop and follow an appropriate programme of study that will enable them to achieve the specified WBL learning outcomes.   3a.2.3 Completion of WBL

It is anticipated that the time required to complete the WBL 1 and 2 Assignments will each total approximately 200 hours. 3a.2.4 Shipboard SupportRegular discussions with the DSTO and shipboard staff about the WBL assignment areas of investigation and study will provide a valuable source of information and interaction for Cadets in developing their own ideas and discussions.   Time should be allocated within each Cadet’s onboard training programme for WBL academic studies. The responsibility for the assessment of WBL assignments will be the College lecturers.  However, shipboard staff are requested to authenticate and verify the Cadet’s work prior to submission.

3a.2.5 Relationship between WBL and the MNTB Training Record Book (TRB)

The WBL will complement the tasks required by the MNTB Training Record Book (TRB); however the two will be assessed and evaluated separately.  The TRB provides evidence of professional competence whereas the assessment of WBL provides evidence of academic achievement.

3a.2.6 Level 1 – Operational (First Sea Training Period)

Navigation and Ship/Cargo Operations. Four reports in Navigation and Cargo related areas as specified in a Learning Contract that has been produced during Phase One.  Cadets will commence the Navigation and Operations Work Book – see below for notes - required as part of the Training Record Book and this will be considered as supporting evidence for the submitted WBL reports.   Cadets are expected to provide the DSTO with a copy of the Learning Contract at the earliest available opportunity upon joining the vessel.  This will depend on the level of operational activity. 3a.2.7 Level 2 – Management (Second Sea Training Period)WBL at level 2 is categorised into 3 distinct areas: Navigation

Management, Ship/Cargo Management and Safety/Security Management. The completion of the Navigation Operations Work Book (NOWB) will supplement the WBL during this phase, focussing on the Command aspects, particularly voyage planning.   Voyage planning will be linked to the Cargo and Security Management elements so that not only has the Cadet carried out the passage plan for the voyage but they have also completed the cargo loading plan and security plan for the vessel’s arrival in port.  

  Part 3

3a.3.1 Daily Log

Each day or watch the Cadet should record all relevant experience gained over that period in the daily log.  Its purpose is to provide a timed record of all key experiences gained during his or her training. It is a useful diary for onboard review of progress by the DSTO and a reference to confirm the date for signing satisfactory completion of tasks.  In addition the log can assist with planning future training activities. The Log is used by examiners and verifiers to support authenticity of the Cadet’s experience and as additional evidence for the Navigation Operations Workbook.   Guidance for entriesIn the first column indicate the date, stage of the voyage/port, condition of ship. In the second column briefly state what you did during the Watch. 

3a.3.2 Navigation Operations Work Book (NOWB)

Section 6 of the TRB provides additional explanation  The Cadet’s MARITIME ADMINISTRATION will pay close attention to the content of the NOWB. It is a key piece of the evidence that will be assessed.

 The responsibility for the assessment of the NOWB will be the Company with support from the college as required.                               The DSTO and ship’s officers are requested only to authenticate the content of the Cadet’s work prior to submission.  If the assessor is in any doubt regarding any of the content he/she must either agree an action plan or find some other means of addressing the deficiency, which could involve a further period of sea time, resulting in delaying the achievement of the Cadet’s OOW Certificate.  During the 6 months bridge watchkeeping phase of their training the Cadet will have to undertake in the order of 360 watches.  Therefore it is not unreasonable to expect a minimum of 6 amplitudes, 10 azimuths, 10 sun sights, 10 star sights, 6 ETAs and a similar minimum number of sailings and day’s run calculations.   The quality of the NOWB entries will give a clear indication as to whether or not the Cadet has attained the essential skills required for a Deck Officer of the Watch. Cadets are recommended to maintain a NOWB for a minimum of 5 days in each 2-month period that they are understudying the OOW, therefore during the minimum 6 months bridge watchkeeping duties there should be not less than a minimum of 15 days of recorded tasks and activities. It should take the form of a comprehensive log of all activities undertaken and calculations made. Time served on bridge watches whilst in port does not constitute “Keeping A Navigational Watch At Sea” and do not count towards the minimum requirements stated above, or towards the requirements for bridge watchkeeping service stipulated in the Sea Service Testimonial. Each day’s activities should make clear statement of the following: i)       The day and date.ii)      Where, in general terms, the vessel is. iii)              The name of the port, or area, from which the vessel has sailed

or is in the process of leaving.iv)              The name of the port, or area, for which the vessel is bound or is

in the process of entering.v)       The condition of the vessel, whether lightship, loaded, ballast

etc.vi)      Which watch is being undertaken.vii)     The name and rank of the supervising officer. What sort of activities should be recorded ? i)                   All activities.ii)                The more detail given the easier it will be for the assessor to

make an informed judgement regarding competence.iii)     Use sketches and drawings to illustrate the work. What calculations should they show? i)                   Azimuths and amplitudes ii)                Sun sights iii)              Star sights iv)              Sailings v)                 Days run, ETAs and Chief’s Noon Chit vi)              Tides vii)            Passage planning   3a.3.3 Meteorological LogCompleted in tandem with the NOWB the Cadet should record as much as practicable of the following, ideally at 00, 06, 12 and 18h UT, but at least once a watch, for 7 days. They should use descriptive terms for non-instrumental observations, not code numbers, so that a College assessor can understand without decoding. The Admiralty List of Radio Signals, Volume 3, or equivalent publication, contains guidance.  The responsibility for the assessment of the Meteorological will be the Company with support from the college as required.                               The DSTO and ship’s officers are requested only to authenticate the content of the Cadet’s work prior to submission.  Vessel data            Call Sign          Wind speed, method of measurement.          Height of barometer above sea level.          Sea temperature and method of measurement.

Observations          Date and time UT          Position, lat and long.          Course and speed. Temperatures          Air temperature, dry bulb          Wet bulb temperature          Dew Point temperature          Sea temperature. Atmospheric Pressure          Barometer as read          Correction from test certificate          Correction to sea level          Pressure at Sea Level          Characteristic, description of pressure change in last three hours          Tendency, amount of pressure change in last three hours Wind          Wind direction          Wind Force Beaufort          Wind Speed knots Visibility          Least visibility in Nautical Miles. Weather at present          Changes in cloud cover.          Precipitation and other phenomena. Weather over the past six hours          Changes in cloud cover          Precipitation and other phenomena Cloud cover          Height of lowest cloud           Total cloud amount          Amount of low cloud          Types of low, medium and high cloud Wind waves

          Period          Height Swell waves, several may be observed          Directions (from)          Periods          Heights Ice accretion          Type          Thickness          Rate of accretion Ice          Concentration or arrangement          Stage of development          Ice of land origin          Bearing of Ice Edge          Ice situation Remarks          Maintenance of equipment          Wind shifts

Times of commencement and cessation of precipitation   

Annex 1 MNTB Deck Cadet (Degree) Programme

  

COLLEGE PHASE

 DURATION

 CONTENT

 Induction

 3

weeks

Assessment for entry to Degree programmeSTCW Basic Training – PST, BFF, EFA, PSSRGeneral induction to shipping industry

 Phase 1

 15

weeks

Foundation Degree (FdSc) units:Maritime Analytical MethodsNavigationShip Operations ( Stability )

Phase 2(At Sea)

35 weeks

Work Based Learning (Operations Level)MNTB Deck Record Book

 Phase 3

 30

weeks

Foundation Degree (FdSc) units:MeteorologyCargo OperationsVoyage PlanningShipboard ManagementMarine OperationsCommand Management

Phase 4(At Sea)

47 weeks

Work Based Learning (Management Level)MNTB Deck Record Book

 Phase 5

 Part 1

 3

weeks 

  

Consolidation of Work Based Learning and any outstanding academic assessments prior to the award of:

Foundation Degree (FdSc) in Marine Operations –

  

Phase 5 

Part 2 

 12

weeks   

STCW short courses:MFA, GMDSS, AFF, NARAS(O), PSC&RB, EDHMCA Orals PreparationSuccessful completion of MCA Oral examination leads to award of initial MCA Certificate of Competency and end of cadetship.

 Phase 6

(Optional)

Top up toB.Sc

(Hons) Degree

 11

weeks  

Bachelor of Science (B.Sc) Honours degree units: ProjectMaritime TechnologyOptional Units (2 of 4):              Safety Management-Financial Management               Mercantile Law Curriculum Plus

END OF CADETSHIPPhase 7(At sea/on

leave)Blended Learning

 with Tutorial Support

(Optional)

 10

months  

Complete self-study elements of Maritime Technology and two Optional Units undertaken. EMPLOYED DECK OFFICER  Complete Project - Up to 18 months to complete Successful completion of all units leads to the award of:B.Sc(Hons) Degree in Marine Operations

Management

  

Annex 2 MNTB Deck Cadet (HND Programme)

  

ACADEMY PHASE

 DURATION

 CONTENT

 

Phase 1 

18 weeks 

Freshers week and general induction to shipping industry 

HE Entry Course, including Academic Study Skills, Mathematics Foundation and introductions to Navigation, General Ship Knowledge and Ship & Port Operations 

Successful completion of the HE Entry Course leads to the award of: 

      National Certificate of Further Education (NcFE) 

Seamanship & PSCRB intro / STCW courses – PST, BFF, EFA, PSSR 

 

Phase 2(At Sea)

 

32 weeks 

MNTB Training Record BookGuided Studies (HND Level 1 preparation)

 

Phase 3 

30 weeks 

HND Level 1 units (STCW II/1 UPK)     Navigation     Passage Planning     Watchkeeping and Communications     Ship Construction, Cargo and Stability     Law and ManagementSTCW short course - AFF 

 

Phase 4(At Sea)

 

48 weeks 

MNTB Training Record BookGuided Studies (HND Level 2; SQA/MCA written and oral exams)

 

Phase 5 

17 weeksfor

completion of OOW

STCW short courses – EDH, GMDSS, MFA, PSC&RB, NARAS(O) 

Preparation for SQA/MCA written and oral examinations 

CoC + 

26 weeksfor

completion of HND

Part 2 (academi

c exemptio

ns to Chief

Mate & Master level)

Successful completion of all HND Level 1 OOW UPK units and SQA/MCA written and oral examinations leads to the award of the initial     MCA Certificate of Competency  

HND Level 2 units (STCW II/2 UPK)     Command Passage Planning     Advanced Ship Stability and Construction     Cargo and Port operations     Law and Management for Mates and Masters     Bridge and Engineering SystemsAward of  Higher National Diploma (HND)Candidates who successfully achieve a full HND should later be eligible to top-up the academic award to: 

BSc (Hons) Degree in Marine Operations Management

 

TO:        BP Shipping Operated FleetFROM:   Andrew Trumble, Chief Engineering SuperintendentORIGINATOR:  Rajesh Ranjan, Engineering Standards SuperintendentISSUE DATE: 19/08/09                       REMOVE FROM CIRCULATION: 30/08/2010  1. The Purpose of the OPS Note:

To share learning from a recent incident on a ship involving Loss Of Containment due to fretting/ corrosion of hydraulic pipeline on deck.  

2. Key Points/Lessons :A recent failure of a hydraulic line on deck has highlighted the risk of undetected fretting and corrosion in way of pipe supports. Fretting and corrosion can lead to pipe failure if not addressed.  

 3. What to do:

When inspecting piping particular attention shall be given to areas in way of pipe supports and clamps. Inspections shall confirm that suitable packing is in place at pipe supports (where required) and clamping arrangements tightened as per design.

  A Computerised Maintenance Management System W.O. shall be issued for a

scheduled inspection of pipelines.  

4. Instructions for Posting 

        Circulate to all applicable staff for information and file electronically.   

 

TO SUPPORT THE REQUIREMENTS OF BP SHIPPING SAFETY MANAGEMENT SYSTEM,

STCW 95 & ISM CODETo be completed by all staff joining.

Every endeavour should be made to complete the checklist during the handover between joining and leaving Officers.ALL ITEMS IN BOLD ARE TO BE COMPLETED BEFORE SAILING.

If time is not available during handover, the Chief Officer will be responsible to complete the familiarisation of equipment and procedures within the Deck Department as soon as possible but no later than within 2 weeks.

Time Allocated is for guidance only. Senior Officers are to verify times required.Completed form is to be kept on board with the Handover notes, and removed from the file once the person has been

discharged from the vessel.

DECK OFFICERS

EQUIPMENT DATETime

AllocatedJoiner Initials

Instructor Signature

All Bridge equipment, such as Current/Next Passage Plan; Auto Pilot; Navigation Aids; GMDSS; ARCS Charts MFD; ECDIS; Internal Communications; Radars and other equipment.Main engine controls; Bridge; Engine Room; Emergency.Steering Gear and Emergency Systems, including proceduresInert Gas system, including VOC procedure, Tank Venting system and special procedures regarding specific cargoes.Inert Gas system regarding specialised cargoes; Nitrogen systems and procedures.

Cargo and Ballast System – Cargo Machinery Room, Pump Room (including entry procedures).Cargo System – Deck (*including use of MMC, vapour lock and sampler).Structural Stress Monitoring installation.Crude Oil Washing / Tank Washing / Tank Clean Operations and Procedures.Mooring arrangements; Winch operation and control; Anchoring procedures.Ship-specific garbage handling procedures; Garbage segregation system.Safety tour, including the following items:Familiarisation with the various alarms and signals, to include emergency and lifeboat alarm signals, abandon ship signal and normal alarms, alarms in machinery spaces, deck alarms and what action is required on the sounding of these alarms. Muster stations – lifeboat and emergency; Emergency escape routes; Alarm Activation Points. Use of Fixed fire fighting equipment; Remote stops and trips; CO2 Smothering; Semi-portable FFE; Portable FFE. Location and Donning of lifejackets and immersion suits; LSA equipment; Appropriate PPE.Briefing prior to taking up duties on:Understand action to be taken on man overboard, person being overcome in an enclosed space, fire / smoke detection and encountering an accident or other medical emergency. Operation of any fire or watertight doors. Explanation of any Safety Information symbols and signs. Enclosed space entry procedures. Effective communication with other on elementary safety matters. Understanding of the Control of Work System, including Permits to Work.Details of the Company Security Officer, Ship Security Officer, MARSEC Level and any other security information required to carry out duties onboard.Handover notes read, understood and copy placed in Handover note file on board file.Master’s Standing Orders read and understood; Briefing given on BP Shipping Policies including HSS, environmental, and Fleet OMS – Company Standing Orders.Additional duties appertaining to the rank and ship-specific equipment not previously covered.Details:

Detailed fire safety information to be completed by all staff within 3 days of joiningAll joiners are required to locate the nearest fire extinguisher and fire alarm activation point to the spaces detailed and record them in the table below, once completed these are to be verified by the ships safety officer.

Fire extinguisher

Space Location Type for example, dry powder, CO2, foam or others

Cabin

Smoke room.

Mess room/Saloon

Alarm activation point

Space Location Type for example, push button, break glass or others.

Cabin

Smoke room

Mess room/Saloon

Name/Rank Signature Date

JOINER

SAFETY OFFICER

Appendix

This section is to be used to list and record any additional BP Shipping or ship specific requirements which are to be completed during the familiarisation training process.

ITEM DATETime

AllocatedJoiner Initials

Instructor Signature

Read and understood the Fleet Operating Management System applicable to rank, including updates.The BP Shipping Drug & Alcohol Policy (POL-032), the Drug and alcohol procedure (PRD-155) and the Environmental Management System (PRD-032) must be fully understood before signing this section.

Make a medical declaration of all personal controlled or restricted drugs.

Minimum PPE Issued, including boilersuits, hard hat, safety shoes, hearing protection, safety glasses and gloves.

Training Passport seen or issued.

This appendix does not form part of the approval process by the Isle of Man Ship Registry as required by Manx MS(Manning & Training) Regulations 1996 (SD No. 723/96).)

Name/Rank Signature Date Joined

JOINER: ……………………....... ……………………. ..…………….LEAVER: ……………………....... …………………….MASTER: ……………………....... …………………….

Responsibilities and competencies - Safety Officer

  1. Job title: Safety Officer

  2. Team: Fleet  Operations

  3. Reporting to: Master

  4. Authorities: The Safety Officer role is a statutory requirement and this role may be given to a Second Officer or a Third Engineer who have completed a Safety Officer

training course.

The Safety Officer is the safety advisor onboard and must seek guidance from the Fleet Operating Management System (Fleet OMS) and the Master.

  5. Team role: To give an independent overview of safety onboard the vessel on behalf of BP Shipping.

  6. Competencies:

    To enable their key responsibilities to be effectively carried out, the Safety Officer employed on BP Shipping vessels must have:

         a full understanding of the contents of the Fleet OMS applicable to the role of safety officer;

         successfully completed a Safety Officer training course;

         a full understanding of all safety and emergency systems and equipment onboard; and

         a full understanding of the BP Shipping Control of Work system.

  7. Key responsibilities:

    1.                   To be responsible for ensuring that the Fleet OMS health and safety requirements, including the Control of Work procedures are conformed with.

2.                   To conduct safety tours of the vessel for all new personnel arriving onboard and completing the appropriate Record of Ship Specific Familiarisation.

3.                   To make sure safety briefings are carried out for all visitors to the vessel

4.                   To raise the standard of safety awareness onboard by conducting area inspections of the vessel as per the Fleet OMS and interacting with officers and crew during these inspections.

5.                   To make representations and recommendations, as appropriate, to the Master in respect of any Flag State or legal requirement, they consider deficient on the vessel.

6.                   To effectively audit the vessels Control of Work and Permit to Work systems.

7.                   To act as secretary of the vessel HSSE committee, recording and preparing meeting minutes.

8.                   To maintain the ships supply and viewing of safety DVD’s, and the inventory and condition of all safety signs, posters and notices onboard.

9.                   To investigate and record:

10.               every accident which requires notification as defined in Incident reporting and investigation (PRD-046);

11.               any dangerous occurrence;

12.               any potential hazard to health and safety; 

13.               any recommendations made to the Master to prevent the recurrence of an accident or to remove an identified hazard; and

14.               any complaint from staff concerning health and safety matters.

     

    Appendix 1: Standards that apply

    This document helps BP Shipping Limited deliver the following:

     

BP Group OMS Sub-element Group Essentials

  1.5 (Accountability) 1.5.4

  2.2 (People and competence) 2.2.2

ISM 3 (Company responsibilities and authority) – 3.2  

ISO 9001:2008 5.5.1 (Responsibility and authority);

6.2.2 (Competence, training and awareness)

 

ISO 14001:2004 4.4.1 (Resource, roles, responsibility and authority);

4.4.2 (Competence, training and awareness)

 

 

Chemical and hazardous material safety

  1. What this procedure covers

    This procedure covers the management of risks associated with storage, transportation, handling, use and change of chemicals and hazardous materials on board BP vessels.

Examples of chemicals and hazardous materials include but are not limited to:

         ships? cargoes;

         biocides;

         lubricating oils;

         fuel oils;

         paints and thinners (including fumes);

         refrigerants;

         cleaning agents;

         water treatment chemicals; and

         welding fumes.

  2. Who this procedure applies to

    This procedure applies to all officers and ratings on vessels operating under the BP Shipping Limited Document of Compliance.

This procedure also applies to Superintendents, Health Manager, and Marine Buyers.

  3. Requirements and recommendations

    Purchase and supply

  3.1 Requirement The sourcing specialist must involve the Fleet H&S Team in agreeing the specifications for chemical, paint and lubricant supplier contracts.

Where a new chemical is required for use or trial purposes that is not part of the current chemical, paint or lubricant contracts, the trial originator must complete Approval - new chemicals (FRM-914).

The Vessel?s Superintendent must submit the completed approval form, along with the Material Safety Data Sheet (MSDS), to EIHSupportHull@bp.com.

    Commentary The chemical approval process is required for new chemicals to allow:

         a health-based chemical risk assessment to be undertaken to identify and ensure that appropriate control measures to mitigate risk to health are in place, before work with the chemical commences;

         research to determine if an alternative product is available with less hazardous properties that meets the technical specification required for the task; and

         the MSDS for the chemical to be uploaded to the Fleet MSDS database.

  3.2 Requirement The Chief Engineer must make sure that all chemicals and hazardous substances received on board are:

         labelled in English;

         have an MSDS in English; and

         packaged securely.

Chemicals or hazardous materials which do not meet these requirements must not be used.

If chemicals are received on board without labels in English, they must be translated or taken out of use and landed at the earliest opportunity.

  3.3 Requirement For local purchase of chemicals/hazardous substance, the Chief Engineer must check with the supplier that the chemicals can be supplied with English labelling and MSDS before purchasing.

    Hazard identification

  3.4 Requirement The Chief Engineer must make sure that all chemical or hazardous substances or packages, are labelled in accordance with Registration, Evaluation, Authorisation, of Chemicals Regulation (REACH), which as a minimum contains the following information:

         product identifier (name of product);

         supplier identifier (name of manufacturer/distributor);

         hazard symbols (pictograms of hazard);

         risk phrases or description of the main hazards of the product;

         precautionary measures (how to work with the product safely); and

         first-aid measures (what to do in an emergency).

    Commentary A hazardous substance is classed as any substance which is:

         Toxic or Very Toxic (poisonous substance in small amounts), see Appendix 7;

         Harmful (substance dangerous to health);

         Irritant (irritating to eyes, skin or respiratory system);

         Corrosive (acidic or caustic substances);

         Sensitising (to make somebody sensitive or allergic though exposure to a substance);

         Carcinogenic (substance capable of causing cancer);

         Mutagenic (substance which can cause inherited changes);

         Teratogenic (substance which cause harm to the unborn); or

         Substances which have assigned Occupational Exposure Limits.

  3.5 Requirement The Health Manager must send an updated MSDS CD database twice a year to each vessel owned or managed by BP Shipping.

    Commentary The MSDS databases are accessible through Docmap or if not available on the database, the internet ? Shore Link Ship Link .

  3.6 Requirement The Chief Engineer must:

         confirm receipt of the CD to EIHSupportHull@bp.com; and

         make sure the CD is downloaded onto the ships network and is available to all officers on board.

  3.7 Requirement The Chief Engineer must inform EIHSupportHull@bp.com of any chemical substances held onboard that do not have an MSDS.

  3.8 Requirement The Chief Engineer must make sure that all packaged chemicals and hazardous substances are stored in their original container and have an up-to-date paper copy of the MSDS available in the chemical storage area.

    Risk assessment

  3.9 Requirement The Area Authority must make sure that chemical hazards in tasks and activities are identified and the risks associated with their handling and use are assessed as part of Control of Work (PRD-055).

  3.10 Requirement When assessing health risks from chemicals and hazardous substances, the Performing Authority must consider the items detailed in appendix 2 - Risk assessment.

  3.11 Requirement If more than one chemical is to be used in a task, the Performing Authority must check that these do not react to produce any harmful by-products.

  3.12 Requirement When assessing health risks from chemicals or hazardous substances, the Chief Engineer must consider the current control measures. See appendix 3 - Current control methods in place.

    Commentary The health hazards associated with chemical agents can be additive if they are used together, or synergistic, meaning that the health hazards of one chemical agent can be made worse by the presence of another chemical agent.

The BP Shipping Health Manager is available for consultation on chemical health risks.

    Storage

  3.13 Requirement The Chief Engineer must make sure that chemicals are segregated and stored safely at all times as detailed in appendices 4 (Storage) and 5 (Storage compatibility chart).

    Disposal

  3.14 Requirement The Chief Engineer must make sure that waste chemicals that are classified as ?Special Waste? are stored and disposed of in accordance with the relevant garbage procedures. See Section 7 - Procedures for Disposal of Garbage (GCD-698) of the Garbage Management Plan.

    Commentary Special Waste includes, but is not limited to:

         aerosols;

         batteries;

         fire detector heads;

         test gas cylinders;

         Viton seals;

         "O" rings;

         ash from incinerated plastics/chemical waste;

         fluorescent tubes;

         any medical/sanitary material which has not been incinerated; and

         all other potentially harmful substances, which must be discharged to a shore reception facility.

  3.15 Requirement The Chief Engineer must make sure that chemicals are disposed of properly and every effort is made to ensure chemicals or hazardous materials cannot be drained into the bilges.

  3.16 Requirement The OOW must make sure that any discharge or disposal of chemicals or hazardous materials is recorded in either the Oil Record Book or Garbage Disposal Record Book as per the relevant garbage disposal procedures. See Section 7 - Procedures for Disposal of Garbage (GCD-698) of the Garbage Management Plan.

    Information, instruction and training

  3.17 Requirement Before carrying out any tasks associated with chemicals, the Master must make sure that personnel have been made aware of the use and handling of

chemical substances.

The awareness training must include the following as a minimum:

         the hazards of the chemical they are required to handle;

         handling of the chemical;

         proper use of control measures, including PPE;

         spill handling procedures for specific chemicals; and

         location of the nearest safety shower & eye wash station.

    Commentary The information for the awareness training is all available on board in MSDS?s, product labels and from other sources. Contact the BP Shipping Fleet Health and Safety team for further support if needed.

    Records

  3.18 Requirement The Chief Engineer must make sure that the Chemical Register, listing all the chemicals and hazardous materials used and stored onboard, is kept up to date.

    Commentary The Chemical Register is usually kept electronically.

  3.19 Requirement The Health Manager must maintain a list of approved chemical substances for use on board BP Shipping vessels. This list must contain the following information:

         manufacturer or supplier;

         product name;

         product code;

         function;

         average volume consumed per annum;

         area/equipment used in;

         storage location; and

         storage compatibility (storage restrictions).

 

  4. Appendices

    Appendix 1: Abbreviations

    Abbreviations Meaning

EIH Engineering Information Hub

IDMG International Maritime Dangerous Goods

LEV Local Exhaust Ventilation

MSDS Material Safety Data Sheet

PPE Personal Protection Equipment

OOW Officer of the Watch

       

    Appendix 2: Risk assessment

    The following items should be considered when assessing health risks from chemicals or hazardous substances.

         The form of the chemical agent (e.g. gas, vapour, dust, mist, fume), the amounts involved and, where appropriate, how volatile or how dusty the chemical is.

         The route(s) of exposure (inhalation, skin contact, skin absorption or ingestion).

         The exposure frequency (number of times a day, week, month or year that the task is undertaken).

         The duration of exposure (minutes or hours). How much of the substance will be used in the task, and how often?

         Do the hazardous substances being used have an Occupational Exposure Limit?

         What are the hazardous properties of the substances, and what are their key health effects?

         The risk of spillage and fire, specifying appropriate measures and equipment to be made available at the work site for use during such occurrences.

    .

    Appendix 3: Current control methods in place

    The current control methods in place may include the following:

         containment, such as:

-          closed loop sampling systems;

-          glove boxes; and

-          storage of chemical agents.

         Engineering controls ? Local Exhaust Ventilation (LEV) and general ventilation. Ventilation systems may include:

-          enclosed processes with LEV;

-          partially-enclosed processes with LEV;

-          portable LEV with re-circulating filters;

-          fume cupboards; and

-          leaving the doors open whilst the task is being carried out.

         Administrative controls, such as:

-          work procedures;

-          job rotation;

-          maintenance instructions;

-          examination;

-          test procedures for engineering controls;

-          no disposable items of personal protection; and

-          restricted areas.

         Personal Protective Equipment (PPE), such as:

-          gloves;

-          body protection;

-          eye/face protection; and

-          respiratory protection used to prevent exposure to chemical agents. For respiratory protection, the following mask type should be considered:

-    half face;

-    full face; or

-    air-fed hood

As well as the type of filter used, e.g. organic vapour, particulate.

The PPE should provide adequate protection and be compatible with both the task to be performed and any other PPE worn.

     

    Appendix 4: Storage

    The Chief Engineer should make sure that only minimum quantities of chemicals, appropriately segregated, are kept at the point of use, and that:

         chemicals are used for the specific purpose;

         eye wash stations are provided in chemical storage and dispensing stations;

         containers of hazardous materials are properly secured to minimise the risk of spillage;

         chemicals and hazardous substances are kept in approved chemical storage lockers or in a well-ventilated space suitable for their storage;

         any storage area is clearly identified by an appropriate notice;

         an appropriate extinguishing medium is available at all locations where flammable materials are stored; and

         the storage compatibility chart (Appendix 7) is used. This chart complies with the UN Classification System and the International Maritime Dangerous Goods (IMDG) Code.

         explosive materials

explosive materials (e.g. compressed gas cylinders) are stored in a separate compartment with a physical barrier of at least five metres, with a physical barrier between.

         oxidising materials

the minimum distance between oxidising materials and extremely flammable, highly flammable, and flammable materials is at least five metre?s distance with a physical barrier

in between;

         the chemical storage area is segregated and served by a drain system with no discharge to the environment or bilges; and

         enclosed areas used to store paints and thinners are normally provided with mechanical ventilation. The ventilation should normally be turned on five minutes before entry into the storage area. Where mechanical ventilation is not available, natural ventilation should be provided, via doors and vents, for 30 minutes prior to entry.

       

    Appendix 5: Storage compatibility chart

 

       

    Appendix 6: Standards that apply

    This document helps BP Shipping Limited deliver the following:

    BP Group OMS Sub-element Group Essentials

OMS 3.4 Health and Industrial Hygiene 3.4.1; 3.4.2; 3.4.3; 3.4.6

MCA the Merchant Shipping & Fishing Vessels (Health & Safety at Work) (Chemical Agents) Regulations 2010

 

IMO International Maritime Dangerous Goods (IMDG) Code

 

MARPOL International Convention for the Prevention of Pollution From Ships

 

   

Prevention of operational pollution

  1. What this procedure covers

    This procedure covers the methods and the measures used to mitigate the risk of pollution during the vessel?s operations.

  2. Who this procedure applies to

    This procedure applies to the Master, officers and ratings on vessels operating under the BP Shipping Limited Document of Compliance.

It also applies to the Ship Operators.

  3. Requirements and recommendations

    Discharging dirty ballast and decanting slop tanks

  3.1 Requirement The Chief Officer must set the discharge limits in the Oil Discharge Monitoring Equipment (ODME) to make sure that the MARPOL oil discharge criteria are not exceeded.

    Commentary When set correctly, the ODME will automatically control the effluent discharge to make sure that the total oil discharged and the litres per mile are within legal limits.

    Use of the Oil Discharge Monitoring Equipment (ODME)

  3.2 Requirement The Chief Officer must:

follow the manufacturer?s instructions when operating and testing

the ODME;

set the equipment to perform a flushing and calibration cycle once per week and after use;

make sure that the cycle and flow of fresh water through the sample pump are observed visually;

record the test result in the Oil Record Book (Cargo); and

lock the ODME control console when not in use and give the key to the Master.

  3.3 Requirement The Master must retain the key to the locked ODME console while the unit is not in use.

  3.4 Requirement The Master must maintain a continuous record of operation of the ODME and be able to match that record to the relevant entries in the Oil Record Book.

    Recommendation ODME printer readouts should be retained intact as a continuous roll. Each roll should be clearly marked with its start and end dates to assist in matching the relevant section of the roll to the entries in the Oil Record Book.

  3.5 Requirement The ODME printer readouts must be kept with the Oil Record Book Part 2, both in use and archived. These readouts must be retained for a minimum period of three (3) years as per the Record keeping (PRD-116).

    Transfer of engine room sludge to cargo tanks

  3.6 Requirement The Chief Engineer must obtain permission by e-mail from the Vessel?s Superintendent and the Ship Operator before engine room waste oil (sludge) is transferred into cargo slop tanks. See Bilge systems (PRD-169)

  3.7 Requirement The Chief Engineer must:

supervise the transfer of engine sludge into the slop tank;

complete the relevant sections of the Oil Record Book Part 1 when transferring engine room sludge to a slop tank; and

attach a copy of the Vessel Superintendent?s and Ship Operator?s permission to the Oil Record Book.

  3.8 Requirement The Chief Officer must complete the relevant sections of the Oil Record Book Part 2 when receiving engine room sludge into a slop tank.

    Recommendation Engine room waste oil should not contain any material that could affect the quality of the cargo.

    Decanting operations

  3.9 Requirement Before arriving at the loading port, the Chief Officer must calculate the residual quantities of oil and water. Details must be shown on the loading

plan.

  3.10 Requirement The Chief Officer must make sure that:

they supervise any transfer of water or oil between slop tanks;

the oil and water is given as much time as possible to settle;

all transfers are recorded in the Oil Record Book Part 2 section H;

no tank cleaning or oil transfer operation is carried out during a decanting operation; and

an observer is posted to watch water discharged overboard.

  3.11 Requirement The observer posted to watch the water discharged overboard must report any change in the quality or appearance of the water being discharged.

    Recommendation Decanting should be carried out in daylight.

    Recommendation The overboard discharge line should be flushed with clean water on completion of decanting.

  3.12 Requirement The Chief Officer must make sure that:

         the overboard discharge valve is locked shut when not in use;

         the key to any locking device is retained by the Master; and

         blanks or spectacle pieces are used to positively isolate the system when not in use.

    Slop tank loading on top

  3.13 Requirement Loading on top in crude oil vessels must only be carried out if specific instructions are received from the Ship Operator.

    Commentary Loading on top is the process described in MARPOL 73/78 in which the collected residues from a crude oil cargo (or occasionally, other oils) are held in one or more slop tanks and then mixed with the next cargo.

    Recommendation The Master should make sure that on crude oil vessels which operate loading on top, the water-bottom in the slop tank is reduced to the minimum attainable within the MARPOL regulations.

    Recommendation When loading multi-parcel crude oil cargoes, it is preferable to use the heaviest cargo grade for loading on top.

    Recommendation Unless specific instructions are issued through the Ship Operator, the Master may exercise discretion on which parcel to load on top.

    Commentary During the later stages of the loaded voyage, a further decanting of the slop tank may be undertaken to further minimise the quantity to be discharged ashore with the cargo.

    Sludge and scale

  3.14 Requirement The Chief Officer must make sure that:

solid residues contaminated with oil are retained on board for disposal ashore;

all scale from tanks that have contained leaded petroleum or cargo containing H2S must be stored in sealed containers;

all disposals of sludge, scale or sediment from cargo tanks must be recorded in the Oil Record Book or Garbage Disposal Record Book as appropriate to the type of waste; and

the collection of oil residues (sludge) by manual operation is recorded in the section J of the Oil Record Book Part 2.

    Recommendation If the volume of oil residue has been reduced through evaporation caused by heating, then this should be recorded in the relevant section of the Oil Record Book Part 1 if the quantity is measurable.

    Slop tank heating

  3.15 Requirement The Chief Officer must make sure that clean oil slops are never heated.

    Recommendation Slops should be heated if the recovered oil is viscous and likely to solidify at ambient temperatures.

    Shore reception facilities and communications

  3.16 Requirement The Master must provide the Ship Operator with the slop quantities remaining on board (ROB).

  3.17 Requirement When residues are discharged to shore reception facilities, the Master must:

obtain a receipt, signed by the receiving Installation representative;

make sure that the receipt shows the port, installation, date and approximate quantity discharged; and

make sure the receipt is retained with the Oil Record Book Part 2.

    Recommendation In places where there are inadequate port reception facilities the Master should report via Section 7 - Reporting of Allegedly Inadequate Port Reception Facilities (FRM-350) to the Flag State Authority at the following email address marine.survey@gov.im and copy to GBPMaritimeServicesIOM@bp.com and GBPSEnvironment@bp.com.

    Commentary Inadequate port reception facilities can be for Marpol Annex 1 (oily waste), Annex 2 (NLS residue), Annex 4 (sewage related), Annex 5 (garbage) and Annex 6 (ozone depleting substances).

    Recommendation The Master should make sure that notifications are made as soon as possible following the completion of the alleged inadequacies.

    Commentary Reporting of inadequate facilities by Ships is an important mechanism which has been put in place by IMO and this mechanism can be used to push for improvements at ports.

    Prevention of operational oil spills

  3.18 Requirement The Master must make sure that:

the Chief Officer is appointed as the Pollution Prevention Officer;

measures to prevent or minimise pollution damage take priority over cargo segregation and quality issues; and

measures to prevent pollution must not take priority over the safety of individuals or the vessel.

    Cargo tank leakage

  3.19 Requirement In the event of suspected tank leakage, the Chief Officer must make sure that:

the head in the cargo tank involved is reduced as far as possible, either by internal transfer or discharge ashore; and

the effect of moving cargo internally on hull stresses and stability is taken into account.

    Recommendation If it is not possible to identify the specific tank from which the leakage is occurring, the levels of all tanks in the vicinity should be reduced if possible.

    Recommendation If it is suspected that leakage is from a fracture in the bottom plating, the level of oil in the tank should if possible be reduced and water pumped into the damaged tank to form a water bottom to prevent further leakage of oil.

    Pipeline integrity

  3.20 Requirement When oil leakage occurs from pipe work on deck, the affected sections of pipe must be drained and not used again until the cause of the leakage has been rectified.

  3.21 Requirement Before any cargo operation the Chief Officer must make sure that:

         any blanks fitted to the cargo system are fully bolted;

         drains and vents are fitted with valves and either capped or plugged; and

         pressure gauge stems are fitted with valves and capped whenever gauges are not fitted.

    Pipeline pressure testing

  3.22 Requirement The Chief Engineer must make sure that the annual pressure testing (see Pressure testing, venting and draining (PRD-151)) of bunker pipelines is carried out as per the CMMS procedures.

  3.23 Requirement The Master must make sure that cargo transfer piping is hydraulically tested:

         to 1.5 x maximum working pressure twice in any five year period at intervals not exceeding 3 years; and

         to 1.0 x  maximum working pressure at intervals not exceeding 12 months for vessels that do or may trade in US waters.

The Master must make sure that Ship to Ship transfer hoses used in US water have been pressure tested to 1.5 x maximum working pressure within the previous 12 months.

    Commentary 3.25 covers the requirements stated in 33 CFR 156.170 of the US Code of Federal Regulations.

Cargo transfer piping includes the cargo pump and piping between the pump and the vessel?s manifold.

The maximum working pressure for cargo systems with centrifugal pumps is the pressure in the system under zero flow conditions i.e. pump running at normal maximum speed with the manifold valves shut.

The maximum working pressure for cargo systems with positive displacement pumps is the pressure at which the pump relief valve is set.

The test to 1.5 x maximum working pressure is normally carried out during a dry docking or scheduled repair period.

The test to 1.0 x maximum working pressure is normally carried out in service using the vessel?s cargo pumps.

  3.24 Requirement The Master must make sure that the pressure testing of cargo and bunker pipelines is recorded in white paint on the deck lines stating date and the pressure tested.

  3.25 Requirement The Chief Officer must make sure that hydraulic hoses for the emergency Framo pump (where fitted) are pressure tested at least every 12 months

    Commentary 12-month testing is a minimum; the CMMS may require more frequent testing and should be followed. See Pressure testing, venting and draining (PRD-151).

    Recommendation Pressure test dates should be recorded on hoses in such a way as not to damage the integrity of the hose.

  3.26 Requirement The Chief Officer must make sure that the maximum working pressures at the manifold is limited to:

10 bar for vessels fitted with deep-well pumps; and

12 bar for all other vessels.

  3.27 Requirement COW lines must be tested to their maximum working pressure before every crude oil washing operation.

  3.28 Requirement When the vessel is undergoing a dry dock or repair period, the Master must

make sure that:

hydraulic pressure testing to the values tabulated in Appendix 1 is conducted on cargo discharge and COW pipe systems; and

a certificate of pressure test is obtained and filed.

    Cargo pump room sea valves

  3.29 Requirement The Chief Officer must make sure that:

the outer manual sea valves in the cargo pump room are fitted with a physical locking device incorporating a key-operated padlock;

the lock cannot be by-passed by disconnecting or removing an extended spindle or hand wheel;

the inner remotely operated sea valves in the cargo pump room are fitted with a physical locking device incorporating a key-operated padlock on the valve control panel preventing the operation of the control lever or switch;

the Master retains the keys to padlocks for manual and remotely operated sea valves;

on ships with computer-controlled valve operation, the operation of the valves is password-protected and the password is known only to the Chief Officer and the Master;

the valves are kept locked at all times except when it is specifically required that they are open for operational purposes;

locking and unlocking of the valve(s) is recorded in the Oil Record Book Part 2 and the entry signed by the Chief Officer and Master;

details of the date, time, vessel location and reason for locking or unlocking the valves are given;

the valves are provided with a blanking arrangement;

the blank is located between the outer and inner valves; and

the blanking arrangement is approved by the Classification Society.

  3.30 Requirement The Chief Officer must make sure the cargo pump room sea valves are:

tested as detailed in ?Prevention of Oil Spillages through Cargo Pump room Sea Valves?. (Section 5)

the tests are carried out at least monthly; and

a record of testing of the sea valves (both suction and discharge) is entered in the Oil Record Book Part 2 and signed by the Master and Chief Officer.

    Monitoring double hull spaces on loaded passage

  3.31 Requirement The Chief Officer must make sure:

that on vessels fitted with a fixed gas detection system in the double hull spaces, readings and a system test are carried out daily;

that on vessels with no fixed system, readings are carried out weekly with portable gas detection equipment used at designated sampling points in each double hull space;

a sounding of each double hull space is carried out weekly to check for ingress of oil or water into the space; and

the results of the atmosphere monitoring and soundings are recorded in the Deck Log Book.

    Pollution response plan

  3.32 Requirement The Master must make sure that the vessel has an approved ?Shipboard Oil Pollution Response Plan? (SOPEP) or a ?Shipboard Marine Pollution Emergency Plan? (SMPEP).

    Commentary The SOPEP is for any type of vessel which carries oil, whether as cargo or fuel, and the SMPEP is for vessels which carry Noxious Liquid Substances (NLS) or chemicals, but in practice the two plans are the same.

  3.33 Requirement The Master must make sure that a vessel using the Panama Canal has an approved Panama Canal SOPEP or SMPEP (PCSOPEP/SMPEP) specific to the vessel.

    Recommendation This can be in the form of an annex to the SOPEP/SMPEP itself but approved by the Panama Canal Authority.

  3.34 Requirement The Master must make sure that vessels which may trade to American ports are carrying a ?Vessel Response Plan? (VRP) approved by the US Coast Guard (USCG).

    Recommendation Any spill response exercises on board should utilise the checklists contained in these plans.

    Commentary The VRP is very similar to a SOPEP or SMPEP, but is specific to operations in US waters.

    Dispersants

    All vessels are supplied with approved oil dispersant and one or more portable sprayers as part of oil spill cleanup materials.

  3.35 Requirement The Master must make sure that:

the dispersant must not be used for any purpose other than dealing with oil spills;

no emulsified oil and dispersant is washed off the deck into the

sea; and

dispersant is never used on the surface of the sea without the prior approval of the Local Port Authority or Coastal State Authority.

    Oil spill cleanup materials and equipment

    A list of the materials and equipment available will be listed in the vessel?s SOPEP or SMPEP.

  3.36 Requirement For any spill, no matter how small, the ship?s staff must try to make sure that:

the spill on deck is contained on deck;

the spill is restricted to the smallest possible area; and

the spilled liquid is recovered.

  3.37 Requirement The Chief Officer must check the inventory of oil spill cleanup materials and equipment list as per CMMS.

    Recommendation Booms should be laid down on deck to direct the flow of oil away from scuppers, or to create a pool to prevent the oil running the full length of the deck and to assist recovery. Booms may also be laid on the water to contain oil in the vicinity of leaking scuppers or similar small scale spills.

    Recommendation Absorbent granules should be used on deck to protect scuppers, or to plug gaps between booms or between parts of the vessel?s structure.

  3.38 Requirement Oil-soaked absorbents must be placed in the heavy duty plastic sacks supplied for storage until disposal ashore is possible.

  3.39 Requirement Oil-soaked absorbent material must not be incinerated.  It must be landed ashore as ?Oily Waste? and the relevant paperwork completed.

  3.40 Requirement Wheelie bins stencilled ?Oil Spill Equipment? must be deployed near to the cargo manifold during cargo and bunkering operations. These bins must only be used to store and move small items and to temporarily store recovered oil or absorbent materials following a spill.

  3.41 Requirement Salvage (Wilden) pumps must be deployed at the aft end of the main deck during cargo operations. Wilden pumps must be earthed to the ship?s structure when deployed.

    Recommendation The pumps should be connected up to their air lines and oil hoses, ready for immediate use in recovering spilled oil and pumping it to a slop tank.

    Minimising atmospheric pollution from cargo operations

  3.42 Requirement The Master must make sure that cargo vapour emissions to the atmosphere are minimised by:

the use of vapour recovery systems;

regulating the IG supply to tanks during cargo unloading to reduce the volume of hydrocarbon gas discharged through the venting system;

making sure that on vessels where the primary venting system consists of high velocity valves, they operate at the correct pressure settings to minimise the volume of hydrocarbon gas discharged; and

restricting the purging of cargo tanks to a minimum required for cargo quality, safety or tank entry purposes.

See Inert gas, venting and vapour return (PRD-063)

    Minimising pollution from in-water surveys. hull scrubbing and propeller polishing

    Recommendation Vessels that remove fouling from hulls during in-water survey, hull scrubbing and propeller polishing while waterborne should use methods to minimise discharge of organisms. See Voyage repairs (PRD-025)

    Commentary There are various systems using vacuum techniques that may be used. This method prevents the removed fouling being dispersed into the local ecological system.

    Discharge of Machinery Space bilges

  3.43 Requirement All machinery space bilges must be discharged in accordance with Annex 1 of MARPOL 73/78 Regulations for the Prevention of Pollution by Oil.

    Commentary Machinery space bilges, including the engine room bilges, must not be transferred to the slop tank without specific written permission from the Ship Operator and Engineering Superintendent.

    National Pollutant Discharge Elimination System (NPDES)

  3.44 Requirement The Master must make sure that the vessel has a valid National Pollutant Discharge Elimination System (NPDES) permit such as the Vessel General Permit before entering US waters.

    Commentary Failure to have NPDES permit coverage may result in severe civil and criminal penalties.

Vessel General Permit (VGP) program, sponsored by the U.S. Environmental Protection Agency (EPA) covers all effluents, real or potential, from vessels 300 GT or greater that call on U.S. ports and/or transit within 3 nm of the U.S. coastline. This program covers 26 different areas on vessels that can or may produce effluents, including ballast water, bilge water, anti-fouling hull coatings, deck wash down and runoff, ?grey water?, lubricants, chemicals and maintenance fluids.

    Recommendation When in US waters the Master should make sure that:

decks are kept clean and tidy;

washing decks while the vessel is moored alongside or at anchor is

minimised; and

the washing of decks or above water line hull cleaning is carried out by using non-toxic and phosphate free cleaners and detergents.

       

  4. Appendices

    Appendix 1: Cargo discharge pipe systems

2.5-yearly hydraulic test pressures

   

       

    Appendix 2: Standards that apply

    This document helps BP Shipping to deliver the following:

    BP Group OMS Sub-element Group Essentials

  3.6 (Environment) 3.6.1

  4.6 (Crisis and continuity management and emergency response)

4.6.2

ISM 8 (Emergency preparedness)  

ISO 14001:2004 4.4.6 (Operational control); 4.4.7 (Emergency preparedness and response)

 

Fabric maintenance

Vessel Class Test pressure at manifold

P Class VLCC 18 Bar

Tree Class Aframax 18 Bar

Bird Class Aframax 18 Bar

Virtue Class Product 15 Bar

E2 Class Product 15 Bar

E4 Class Product 15 Bar

LNG/LPG N/A

  1. What this procedure covers

    This procedure covers fabric maintenance on BP Shipping vessels. Maintaining the fabric means keeping all surfaces of the vessel in good condition. The purpose of this procedure is to achieve:

         effective corrosion control;

compliance with the Fleet visual standard (GCD-120); and

a standard of fabric maintenance on BP Shipping vessels that promotes the company?s image.

The procedure does not cover external hull coatings on the sides and bottom of the vessel.

  2. Who this procedure applies to

    This procedure applies to all officers and ratings on vessels operating under the BP Shipping Limited Document of Compliance.

This procedure also applies to Marine Superintendents, Vessel?s Superintendents and Structural Superintendents in the Fleet Operations team.

  3. Requirements and recommendations

    Who is responsible for doing what

  3.1 Requirement The Master must:

maintain the vessel to at least the ?Good? standard as defined in

Appendix 1 - Assessing the visual standard on board;

send the Fabric condition report (FRM-190) to the Marine Superintendent

every quarter;

follow the Fleet visual standard (GCD-120); and

complete the relevant section of Handover notes - Master (FRM-727).

    Recommendation The Master and Chief Engineer should jointly inspect all areas every month, looking specifically at the standard of fabric maintenance.

    Commentary The quarterly Fabric condition report is used to plan and record maintenance. So comparing reports will show any differences between what was planned and what was done.

  3.2 Requirement The Marine Superintendent must:

assess the visual standard during their visit; and

complete the form Ship visit report (Marine Ops) (FRM-364) after each sailing

visit.

    Recommendation The Marine Superintendent should discuss with the Master the standard of fabric maintenance on board.

The Marine Superintendent should, when necessary, assist the Master to ensure that the correct resources are available to carry out any remedial or upgrade work

  3.3 Requirement The Chief Officer must:

         manage the day-to-day fabric maintenance of deck and accommodation areas;

         follow the fabric maintenance plan in the current Fabric condition report (FRM-190) for deck and internal spaces;

         make sure that enough paint, thinners and any other tools and equipment needed for fabric maintenance are on board; and

         produce and update the Fabric condition report (FRM-190).

    Recommendation All crew members involved in fabric maintenance should complete the relevant training required in the BP Shipping training matrix.  

  3.4 Requirement The Second Engineer must:

         manage the day-to-day fabric maintenance in the machinery spaces; and

         follow the fabric maintenance plan set out in the Fabric condition report (FRM-190) for the machinery spaces.

  3.5 Requirement The Structures and Coatings Superintendent must assess the fabric condition when they are on board and complete Section 4.6 in the Post-structural survey report document.

    Commentary The structural survey procedures contain the requirements for the Post-structural survey report.

The Structures and Coatings Superintendent and the Vessel?s Superintendent prepare the specification for external hull coatings when the vessel is in dry dock.

    Fabric maintenance plan and reporting

    In the Fabric condition report (FRM-190):

         Part 1 records the completed fabric maintenance for the quarter; and

         Part 2 outlines the fabric maintenance plan for next quarter.

The fabric maintenance plans for the last five-year period are kept on board.

  3.6 Requirement The Master must not change the fabric maintenance plan without the Marine Superintendent?s approval. If the Master considers they cannot complete the planned fabric maintenance for the next quarter, they must discuss with the Marine Superintendent those elements of the plan they believe they cannot complete.

    Recommendation The Marine Superintendent should then consider:

arranging for additional crew to be placed on board; and

discussing the trading pattern and voyage lengths with the ship operator.

  3.7 Requirement The Chief Officer or Second Engineer must provide photographs for the Fabric condition report (FRM-190).

    Recommendation Photographs used for reporting fabric maintenance before and after the work is done should be taken:

         from the same position;

         in dry conditions; and

         with no direct sunlight.

Appendix 2 describes the photographs needed to accompany the fabric condition report.

    On-board maintenance manual (OBM manual)

  3.8 Requirement The Master must have a class-specific OBM manual on board.

The OBM manual must contain copies of:

         material safety data sheets (MSDS) for all paints and thinners used on board; and

         product data sheets for all paints and thinners used on board.

    Recommendation Masters should only allow paints and thinners from a BP approved sea stock supplier to be used.

    Commentary As part of the contract with the sea stock supplier, each class of ship will have the manual prepared for them. The OBM details what paint is required for each part of the ship, how to prepare the surface and what thinners and cleaners to use.

  3.9 Requirement The Master must ensure that everyone involved in fabric maintenance follows the instructions in the OBM manual.

    Preparing surfaces

  3.10 Requirement The Chief Officer and Second Engineer must make sure that  everyone involved in preparing surfaces follows the instructions in the OBM manual.

    Recommendation The following recommendations are for everyone involved in preparing surfaces:

         give priority to removing scale, water, salt, chlorides and oil;

         use the high pressure freshwater washer when recoating needs to be applied for both:

a.       for freshwater washing; and

b.       for wet abrasive blasting.

         a disc sander is the preferred method for preparing surfaces;

         use a finger wire brush in narrow areas, on welds and in corners;

         avoid wire brushing when preparing larger areas of bare steel;

         only use wet or grit blasting if this equipment is on board; and

         use needle guns only to remove heavy corrosion.

  3.11 Requirement The Chief Officer or Second Engineer must make sure everyone involved in preparing surfaces follow the Chemical and hazardous material safety (PRD-047) and Vibration (PRD-045) procedures.

    Mixing and applying paint

  3.12 Requirement The Chief Officer or Second Engineer must make sure that anyone mixing or applying paint, or doing both, does it in accordance with the product data sheets and the OBM manual.

    Recommendation Two component (two pack) paint sets should be mixed, using whole tins.

Pneumatic mixers should be used to make sure that paints are mixed properly.

  3.13 Requirement The Chief Officer and Second Engineer must make sure that brushes are used to apply primer.

    Recommendation Rollers should be used when applying top coats.

    Commentary At least five brush coats need to be applied to get a thickness of 250 microns.

     

  4. Appendices

    Appendix 1: Table: Assessing the visual standard onboard   

            Only one of the above conditions (corrosion, stains or gloss) is needed to apply the standard. For example, if there is little or no corrosion, no stains but the gloss coating is faded in places, the standard is Fair.  The following are examples for the forecastle deck.

  Corrosion Stains Gloss

Very good None None As new

Good Minor localised visible rust NoneUniform gloss coating ?

may not be shiny

FairVisible light rust started to

stainLocalised light

stainsUneven gloss fade, patchy

but clean

PoorVisible heavy rust or corrosion and scale

Rust stainsUneven, dirty paint

peeling off.

     

Very good

No corrosion

No stains

Glossy

 

    Good

Minor localised visible rust

No stains

Uniform gloss coating ? may not be shiny

    Fair

Uneven gloss fade, patchy but clean

    Poor

Visible heavy rust or corrosion and scale

Heavy rust stains

       

    Appendix 2: Photographs needed to accompany the Fabric condition report (FRM-190)

    External areas:

(The section numbers are from the Fabric condition report (FRM-190).)

Section 1: forecastle deck, forward mast, anchor windlasses, internal bulkwark.

Sections 2 and 4: main deck forward (port and starboard), ballast tank lids (port and starboard), ballast tank vent heads, cargo tank domes, midship deck houses (port and starboard), midship light masts

port and starboard, mooring winches.

Section 3, Tankers: pipelines sections, pipeline supports, steam manifolds.     

Section 3, Gas: Trunk deck, cargo lines and supports.

Section 5: hose cranes, manifold drip trays, manifold roll bar, manifold crossovers, main deck.

Sections 6 and 8: main deck aft port and starboard, ballast tank lids (port and starboard), ballast tank vent heads, cargo tank domes, cargo tank hatches, mooring winches, mooring bitts and fairleads.

Section 7, Tankers: pipeline sections, steam lines and manifolds, maindeck underneath pipelines, pipeline supports.

Section 7, Gas: trunk deck, gas house external, cargo lines.

Section 9: accommodation front, bridge wings (port and starboard) accommodation aft bulkhead, accommodation sides (port and starboard), funnel port and starboard, accommodation external decks (port and starboard), main mast, provision cranes (port and starboard) deluge system.

Section 10: poop deck (port and starboard), mooring winches, engine casing, lifeboat davits (port and starboard ? if not freefall), mooring bitts and fairleads.

 

Internal areas:

Bilge, purifier room, save-alls, incinerator, engine room, decks, engine room white bulkheads and

             ceilings, boilers, pipe lagging.                            

       

    Appendix 3: Standards that apply

    This document helps BP Shipping to deliver the following:

     

 

Paint – Working Practice   1.                  Applicable Roles

     Deck & Engine room ratings

     When working with paint the following should be considered:

 

BP Group OMS Sub-element Group Essentials

  5.4 (Inspection and maintenance) 5.4.2; 5.4.3

ISM 10 (Maintenance of the ship and equipment)

 

  2. Exposure to paint 

    2.1 Paint Spraying 

      In the process of paint spraying, paint liquid is converted into a mist of paint droplets which are directed onto a surface to produce an evenly distributed film of the required thickness and texture.  

      Inevitably not all the paint sprayed is deposited on the workplace. Some is lost as over spray from the spray gun itself and some by ricochet of the paint droplets from the surface being sprayed. Both over spray and ricochet can be reduced by a skilled operator using well-designed and maintained equipment. 

      There are basically two methods used, one which uses a compressed air operated gun and secondly the airless spray. Vapour evolved during the spraying of paint may present a serious fire and health hazard unless the process is controlled. Some finishes, particularly lacquers, may contain up to 80% of volatile solvent which must evaporate to allow drying to take place. 

      If the vapours of certain solvents are allowed to accumulate even in concentrations as low as 200 ppm, a toxic hazard may be created. If the concentration is increased to about 10,000 ppm (that is, 1% of solvent in the atmosphere by volume which is the lower flammable limit for a number of common solvents) a fire or explosion may occur if the vapour and air mixture is ignited. 

      With airless spraying the paint is pumped out of the gun at high pressure. Paint particles so formed are expelled at such pressure that they can penetrate the skin. Great care must be taken to avoid pointing the gun at any person. 

    2.2 General Precautions 

      When paint spraying, the principal safeguards necessary to prevent fire or explosion and to minimise the risk to health are effective separation from other processes, enclosure and ventilation. All possible sources of ignition of both solvent vapours and solid residues must be removed from the vicinity of the work. For this reason spray application of solvent paints is not recommended in machinery spaces unless all the plant in the area of application can be shut down.

       Spraying must not be carried out in confined spaces where

the permanent or portable mechanical ventilation provided is insufficient to guarantee the reduction of the vapour concentration below the Threshold Limit Value. 

    2.3 Eye Protection 

#     Personnel should wear goggles classified for gas and chemicals protection when there is a risk of paint splashing into the eyes (for example, when painting deck heads). Splashes of paint in the eyes should be treated immediately by copious irrigation with clean water. Medical attention should be sought and the Shipmaster’s Medical Guide and MSDS sheets consulted. 

      Additionally, means of eye irrigation should be provided at the site of the spraying operations. 

    2.4 Ingestion 

      The ingestion of paint or thinners should always be avoided. Food and drink should not be brought into, stored, prepared or consumed in the areas where paints are stored, handled or used.If paint or thinners are accidentally swallowed immediate medical attention must be obtained (in the absence of professional medical advice, procedures described in the Shipmaster’s Medical Guide must be followed). 

    2.5 Inhalation 

      The inhalation of paint droplets or fumes should be avoided and adequate ventilation must be provided, especially in confined spaces. Where for any reason adequate ventilation cannot be provided and it is essential to apply paint, suitable respirators or face masks should be worn and changed regularly. 

      Polyurethane paints which contain the chemical hardener ISO-cyanate can, under certain circumstances, cause irritation to the upper respiratory passages resulting in coughing and spasms. Attacks of an asthmatic nature can occur either immediately, or some hours later following exposure. Polyurethane paints normally contain less than 0.5% (5,000 ppm) of free volatile ISO-cyanates but the exceptionally low TLV of 0.02 ppm means that a very high ventilation level is necessary.

       In practice, this is very difficult to attain and therefore

polyurethane paints must not be used inside any accommodation spaces. When applied to external surfaces it must be applied by brush or roller only since the use of spray equipment can produce droplets of paint which are of respirable size and may cause the ill effects described above. 

    2.6 Personal Hygiene 

      It is strongly recommended that after work, and especially before taking food, personnel who have been working with paint should thoroughly cleanse themselves with soap and water. 

    2.7 Skin Contact 

      Normally inert chemicals can cause irritation by repeated or prolonged contact with the skin and in extreme cases there is a risk of dermatitis. All personnel who handle and use paints should wear appropriate protective clothing (as a minimum gloves and overalls) and use a suitable barrier cream. Splashes of paint on the skin should be treated immediately after work by thorough washing with clean water, or an approved cleansing agent. Solvents should not be used for personal cleansing. 

    2.8 Smoking 

      Smoking materials will ignite the vapour from a highly flammable liquid and must therefore be controlled in order to prevent the outbreak of fire. Smoking is to be prohibited in areas where paint or lacquers are stowed, handled or used. 

      In the event of a fire involving paint or thinners, the possibility that poisonous fumes may be given off must always be taken into account and those engaged in fighting such fires should wear breathing apparatus. 

    2.9 Spillages 

      Spillages of paint should be cleaned up as soon as they occur. Materials used for cleaning up spillages should be disposed of as soon as possible and not be left lying around the area. If the spillage has occurred in a confined space the toxic effects of released fumes must be taken into account whilst cleaning up and adequate ventilation must be

provided. 

    2.10 Storage And Handling Of Flammable Liquids 

      The quantity of paint, varnish, lacquer, enamel, polish, thinners or other flammable liquid present in a work area should be kept to the minimum practicable. All drums or cans should be securely closed when not in use. When empty, the drums or cans should be closed and removed from the work area. Adequate ventilation must be maintained in the area of use and in any spaces provided for the storage or handling of paint.