Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
RECORD OF CHANGES
Replaced 01 Jan
2006
S&H Doc 002, 003, 013, 016
Added
S&H Doc 005 – Pg 3-4 “PPE Matrix”
Change No. 4
S&H Doc 006 – Pg 2 “Documentation & filing”
S&H Doc 012 - Pg 2 “Notices”
S&H Doc 014 – Pg 1 “Instruments”
EMS Doc 003 – Global replacement of phrase
“quarterly management review”
EMS Doc 004 – Global replacement of phrase
“quarterly management review”
EMS Doc 005 – Global replacement of phrase
“quarterly management review”
EMS Doc 013 – Global replacement of phrase
“quarterly management review”
EMS Doc 015 – Global replacement of phrase
“quarterly management review”
EMS Doc 016 – Pg 8 “Garbage”
Replaced 01 Jun
2007
S&H Doc 005, 013
Change No. 6
Release of 3rd generation HSSEQ System to
include OHSAS 18001 Management Standard
SHE Doc 001 – 004, 006 – 012, 014, 016
EMS Doc 001 – 017, 019 – 021
Global changes:
SQEMS HSSEQ System
QA HSSEQ
Quality Department HSSEQ Department
QA Manager Group HSSEQ Manager
Managing Director President and CEO
Director of Fleet Personnel Fleet Personal
Manager
Chief Mate Chief Officer
Second Mate Second Officer
Third Mate Third Officer
Added 01 Mar
2008
S&H Doc 017 – New building, Repair Shipyards and
Sea Trial
Change No. 7
S&H Doc 013
Global changes:
Group HSSEQ Manager Director of Marine &
HSSEQ
Note: The table above is to be completed every time a revision is received and included. The discarded
sections or pages are to be destroyed.
0. TABLE OF CONTENTS
013 Safety, Health, Environmental and Quality Audits 1st Apr 2012
and Vetting Inspections
017 New building, Repair Shipyards and Sea trial 1st Nov 2010
Application
Singapore Office
Fully Managed Vessels
Responsibility
Marine Department
Shipboard Management Team
Safety Committee Members
Safety Officer
Question of excellence for values: Have we adequately identified, defined and communicated a set
of core values and guiding principles that will guide us to operational safety excellence?
Element 3
Leadership for Excellence
The willingness and ability of key individuals and groups in an organization to make critical decisions
that challenge the status quo and inspire others to follow!
Question of excellence for leadership: Do our leadership decisions, actions and inactions
consistently demonstrate our values and reinforce our commitment to SAFE operations?
Element 4
Integration for Excellence
The design and alignment of key roles, responsibilities and working relationships that focus people on
shared mission, collaboration and shared rewards for achieving safe performance.
Question of excellence for organization: Have we designed and aligned roles, responsibilities and
relationships so that collaboration toward common goals is integral to our processes, practices and
rewards?
Element 5
Human Relationships for Excellence
Policies, procedures and practices that respect and place a high value on people and strengthen the
bonds between employees and the organization.
Question of excellence for human relationships: Are our policies, procedures and practices
founded upon mutual trust and respect, or do we require people to sign off on receipt of rules?
Element 6
Communication for Excellence
Messaging systems and practices that assure timely dissemination of information and unfiltered flow
of feedback that allows for the discovery of hidden truths within an organization.
Question of excellence for communications: Have we created adequate messaging and
information systems (and practices) that facilitate (SAFE) decision-making and support effective
problem solving in our organization?
Element 7
Measurement for Excellence
The key metrics that communicate: What’s really important in an organization; whether we are
winning or losing the game; and, ultimately, if we stay in the game!
Question of excellence for measurement: Are we gaining knowledge by measuring what matters,
or are we fuelling ignorance by encouraging injury and illness rates that defer reporting, distort truth
and impede prevention?
Element 8
Consequences for Excellence
Performance management systems and practices that effectively recognise, respond and reinforce
desired (safe) decisions, actions and behaviours at all levels of an organization.
Operational Excellence
Operational Excellence is a philosophy of leadership, teamwork and problem solving resulting in
continuous improvement throughout the organization by focusing on the needs of the customer,
empowering employees, and optimizing existing activities in the process.
Operational Excellence stresses the need to continually improve by promoting a stronger teamwork
atmosphere. Safety and quality improvements for employees and customers lead towards becoming
a better enterprise.
The continuous improvement is not only about improving HR quality, but also it is about the
processes and standards improvement. We cannot improve if we do not measure. Metrics and KPI
definition for any process is of pivotal importance. Once a metric value can be calculated, from the
data coming directly from the process crucial measurement points, it should be logged. Then
continuous improvement means continuously improving on existing metrics and KPIs values.
The main objective is to reduce operation cost and wastes, without affecting quality, time delivery and
cost of services we have to offer.
Safety Culture
Thome recognizes that safety and health is a prime responsibility of senior management and as
such, charges Department Heads and Masters with the responsibility to make safety and health top
priority throughout company operations. Managers, in conjunction with the Shipboard Management
Team, must encourage development of a proactive safety culture. It is the responsibility of each
employee to support safety and health objectives, policies and procedures with responsible actions
and thereby prevent injury to themselves, their colleagues, property and the environment. The
company will monitor and review the safety and health procedures onboard to ensure operations
comply with company requirements and industry guidelines. The onboard safety culture is only
considered adequate when operational routines include basic safety and health considerations as a
standard way of doing business.
Masters are directed to keep all living spaces clean and sanitary, with all public toilets well stocked
with paper, hand towels, soap and air freshening deodorizer.
The idea of good practices is to get people talking and thinking about what has worked. We want to
transfer insights represented in these good practices. Good practice is an example of a successful
way to perform a process. And once these practices are implemented there are always new lessons
to be learned and new ways to do something that are even better.
We use the term “good practice” rather than “best practice” because the latter implies someone has
figured out the final answer. Since shipping is a diverse field, there are many good ways to perform its
individual tasks. Discovering how people have already done things provides opportunities to rethink
how we might do things, which in turn gives us the opportunity to think about how to change what we
do in light of this new information.
Each vessel must discuss at least one ship generated good practice during the on board safety
meeting and send the same to the office to share with others in the fleet and industry.
• Ensuring all crew and any riding crew, supernumeraries, etc. receive the following
instructions:
o Their duties in emergency situations
o The vessels alarms signals
o The location of muster points
o The use of equipment required during an emergency (e.g. life jackets, fire
extinguishers, life boats, life rafts, etc.)
• Reporting hazards immediately for the attention of the Master, senior onboard
management and the company
• Coordinating with the senior management onboard is to deal with any identified
safety hazards
• Assisting with the planning and coordination of drills, musters, training etc.
Experience Feedback
HSSEQ Circular 04-2007 – Safety Alert – Safety Equipment Readiness
Distribution
Singapore Office:
o Copy Marine Department
Full Management Vessels
o File originals
References
S&H Matrix 001 - "Standard Ship Safety Signs Inventory"
SAM Matrix 001 - “Standard Ship Software Inventory”
ISM Code
Application
All types of vessels
Responsibility
Marine Department
Master
Safety Officer
o For all other minor incidents, the Master and/or Safety Officer is responsible
to conduct the investigation onboard on the basis that the investigator is not
connected with the incident
o All Investigation Reports are to be sent to the Marine Department, where
root cause analysis is to performed by the assigned investigator
o The Marine Manager is responsible to ensure that all reports are
investigated, reviewed, and corrective actions initiated within 1 month of the
incident date
o The Group HSSEQ Manager is responsible to ensure actions are adequate
and that reports all minor incidents are closed out within 90 days
o Major Casualties normally require more time and should be closed out by
the Marine Department within 6 months unless longer time is otherwise
deemed necessary by management.
• Statements, reports and evidence must be documented
In general, the Safety Officer is to carry out the investigations of minor incidents on the basis that he
is not connected with the accident. Otherwise, the Master may delegate any person from senior
onboard management to carry out the investigation but it should be someone that has received
training in incident investigation and not connected with the incident.
The Incident Investigation procedure can be divided into four distinct sections:
• Definitions / Categorisation
• Reports
• Investigation
• Analysis
An Incident is defined as an uncontrolled or unplanned event, or sequence of events, that results in
fatality or injury to seafarers onboard, damage to property, loss of process or damage to the
environment.
• Incidents involve People, Property, Process and Pollution
• Performing all duties or normal assigned work functions but at less than a full time
schedule
• Performing limited duties at normally assigned job at full-time schedule
• Transfer to other (light) duties
Medical Treatment Cases (MTC) involve any work related loss of consciousness, injury or illness
requiring more than first aid treatment.
MTC’s include, but are not limited to:
• Injuries which result in loss of consciousness, even if the individual resumes work
after regaining consciousness
• Sutures for non-cosmetic purposes
• Any general surgical treatment
• Removal of embedded objects from an eye by surgical means
• Use of other than non-prescriptive drugs or medications
• Use of a series of compresses for treatments of bruises, sprains or strains
A First Aid Case (FAC) is a one time treatment and subsequent observation, or minor injuries such as
bruises, scratches, cuts, burns, splinters etc. The first aid may or may not be administered by a
physician or registered medical professional.
Incident Statistics
Incident rates are calculated in line with the latest OCIMF guidelines so that the effectiveness of the
Company’s safety awareness and training programmes can be evaluated and comparisons made
with other bodies within the shipping industry who use the same means of calculation.
Exposure Hours
Figure used in statistical calculations; 24 hours per day while serving onboard.
Pollution Incidents
Whenever any oil is spilled, the amount shall be quantified as best as possible in the written incident
report. Quantification should include actual quantity (where known) or physical extent e.g. 2000m x
100m thin covering, or patch 100m x 20m and sheen 1000m x 100m etc.
• A pollution incident shall be reported whenever there is an actual or probable
discharge of oil over the side.
The incident report submitted as a result of a pollution incident shall contain as much detail as
practicable so that the full extent of the problem is conveyed to the shoreside emergency response
team. However, it shall in no way remove the need to submit reports to coast state / port state etc as
per the requirements of the VRP/SOPEP.
Oil spillages (operational) onto deck and fully contained onboard with no spillage over the side shall
be reported as per the ‘Near Miss’ guidelines.
Near Misses
A Near Miss is an event, or sequence of events, which did not lead to an injury or any lost time but
which, under slightly different circumstances, could have done so.
Near Misses are seen as an extremely important part of the overall incident investigation / loss
prevention process, as it is through the effective reporting of these problems and the dissemination of
such information to the fleet that the number of actual incidents can be reduced.
• The person appointed to lead the investigation is not connected with the incident.
• All new appointed superintendent who have completed the shore based courses
in accident investigation are given opportunities to participate in investigations
(and practice the relevant skills) before being expected to lead an investigation.
• Shipboard staff may have alternative training, in way of Computer Based Training
Modules or other company sponsored training
Once an incident, accident, or near miss has been identified then any of the following information
pertinent to the case is to be properly documented:
• The names of those involved and of any witnesses
• The time and location of the event
• The nature of any injuries, damages, pollution, etc.
• A detailed description of the event including weather conditions, state of
machinery, lighting, cleanliness, instructions given to the crew (or stevedores,
etc.) involved, guards or protective devices either in place or missing, etc.
• Action taken to secure the site, limit further injury or damage, minimise or remove
the danger, prevent recurrence, etc.
• Photographs or drawings of the area, damage, injuries, etc. and the securing of
such if practicable
• Ships logs and records (e.g. logbooks entries, cargo records, medical records,
bridge equipment printouts, engine room machinery printouts, etc.)
• Details of external parties involved including copies of any reports (e.g. P&I, H&M
surveyors, doctors, port or government authorities etc.)
• Statement from those involved and from any witnesses
• The evaluation of the investigating officer
• Masters statement and evaluation
• Any evidence such as broken equipment, parts or materials should be kept in a
secure place if appropriate
Reporting
There is usually some difficulty in getting accidents and hazardous occurrences reported as there is
sometime a feeling of blame associated with such reports. Vessel crews must therefore be
encouraged to report incidents by avoiding reference to the individual. The following are some of the
reasons often cited for failure to report that must be considered:
• Fear of discipline
• Many people see investigations as fault finding rather than fact finding
• Concern about reputation
• Fear of medical treatment
• Desire to avoid work interruption
• Desire to keep personal record clear
• Where workers have an annual appraisal of their performance, they see accidents
as being a black mark against their record
• Avoidance of red tape
• Concern about the attitude of others
• The following points are important:
o Positive reactions from managers and senior officers
o Use reports to focus attention to safety procedures
o Develop awareness of the value of reporting trends
Considerable effort should be put into addressing the human side of any accident. A demonstration
to the crew of a genuine caring attitude is most important in maintaining morale and a positive
attitude towards safety onboard ship.
Distribution
Immediate
o Telephone notification to Thome Singapore
o Follow-up Email to Thome Singapore
Originals
o Marine Department via conventional mail
Copy
o Retain on board
Reference
ISM Code
OHSAS 18001
Application
Singapore Office
Fully Managed Vessels
Responsibility
Marine Manager
HSSEQ Manager
Fleet Group Manager
Chief Operating Officer
Masters
Analysis
The HSSEQ Manager is responsible for analysis of the information gathered in the OCEAN
MANAGER Database. Reports may be generated in accordance with the OCEAN MANAGER User
Manual as needed to identify trends or to ensure adequate experience transfer is disseminated to the
fleet
• Significant Non-Conformities, Deficiencies and Customer Complaints are to be
reported to the senior management
• Further analysis and investigation may be initiated by the Chief Operating
Officer
• If it is considered that a procedural change is necessary in the HSSEQ System
Manuals, a preliminary draft must be first submitted to the HSSEQ Manager or
his consideration and approval prior to incorporation
• Office management review meetings is also used to supplement analysis and
feedback
References
ISM Code
ISO 9001
ISO 14001
OHSAS 18001
HSSEQ Circular 10 – 2012: Introduction to Ocean Manager
Application
All Vessels
Responsibility
Master
Marine Department
Galley Condition
• Galley knives are to be kept under lock and key when the galley is unattended
• Hot plates to be switched off when the galley is unattended
• Equipment such as ranges, waste disposal units, hot plates, etc., must be kept
clean
• Mechanical ventilation system should be used to keep odours and smoke clear
• Ventilation hoods and grease filters are to be kept in good condition and cleaned
weekly
• Food waste properly separated and kept in sturdy, tightly covered garbage cans
• Cookware, crockery and utensils are to be thoroughly cleaned after each use and
properly stored
• Keep knives clean and sharp, use colour coding to avoid cross-contamination
• If plates, pots, pans, cutlery, etc. are washed by hand then hot water should be
used
• Where possible all galley utensils not in use are to be hung or stored to avoid
loss, damage or injury to seafarers when the ship rolls
• Facilities are to be provided in or near the galley wash basin for cleaning hands
(e.g. soap and disposable towels or other hygienic drying facilities)
Galley Stores
• Store provisions so counting can be done easily
• Rotate stock first in – first out
• Mark the date of arrival on incoming food items
• Wrap food items in freezers to prevent “freezer burns”
• Store at convenient and cost-effective ports
• Do not over-order as this leads to waste
• Agree your menu with the Master
• Check new stores when received
lower-level organisms, resulting in higher concentration of the toxin at higher levels of the food chain.
Predator species near the top of the food chain in tropical waters, such as barracudas, moray eels,
parrotfishes, groupers, triggerfishes and amberjacks, are most likely to cause ciguatera poisoning,
although many other species have been found to cause occasional outbreaks of toxicity. Ciguatoxin
is very heat-resistant, so ciguatoxin-laden fish cannot be detoxified by conventional cooking. The
symptoms of this poisoning are very severe and can last from weeks to years, and in extreme cases
as long as 20 years, often leading to long term disability.
Distribution
Due to the localized nature of the ciguatoxin-producing microorganisms, ciguatera illness is only
common in tropical waters, particularly the Pacific and Caribbean, and usually is associated with fish
caught in tropical reef waters. Ciguatoxin is found in over 400 species of reef fish, and therefore
avoidance of consumption of all reef fish (any fish living in warm tropical waters) is the only sure way
to avoid exposure to the toxin. Imported fish served in restaurants have been found to contain the
toxin and to produce illness which often goes unexplained by physicians unfamiliar with a tropical
toxin and its characteristic symptoms
Detection methods
Currently, multiple laboratory methods are available to detect ciguatoxins, including liquid
chromatography-mass spectrometry (LCMS), receptor binding assays (RBA), and neuroblastoma
assays (N2A). In Northern Australia, where ciguatera is a common problem, two different methods
are widely believed to be available for determining that fish harbours significant levels of ciguatoxin.
The first method is that if a piece of fish is contaminated with the toxin, flies will not land on it. The
second is that the toxin can be detected by feeding a piece of fish to a cat, as cats are allegedly
highly sensitive to ciguatoxin and will display symptoms. It is not known whether there is any veracity
to either belief.
Symptoms
Hallmark symptoms of ciguatera include gastrointestinal and neurological effects. Gastrointestinal
symptoms include nausea, vomiting, and diarrhoea usually followed by neurological symptoms such
as headaches, muscle aches, paresthesia, numbness, ataxia, and hallucinations. Severe cases of
ciguatera can also result in cold allodynia, which is a burning sensation on contact with cold
(commonly incorrectly referred to as reversal of hot/cold temperature sensation). Doctors are often at
a loss to explain these symptoms and ciguatera poisoning is frequently misdiagnosed as Multiple
Sclerosis.
The symptoms can last from weeks to years, and in extreme cases as long as 20 years, often leading
to long term disability. Most people do recover slowly over time. Often patients recover but redevelop
symptoms in the future. Such relapses can be triggered by consumption of nuts, alcohol, fish or fish-
containing products, chicken or eggs, or by exposure to fumes such as those of bleach and other
chemicals. Exercise is also a possible trigger.
Treatment
There is no effective treatment or antidote for ciguatera poisoning. The mainstay of treatment is
supportive care. Some medications such as the use of Amitriptyline may reduce some symptoms of
ciguatera, such as fatigue and paresthesia, although benefit does not occur in every case. Also used
are steroids and vitamin supplements, but these merely support the body's recovery rather than
directly reducing the toxic effects.
Previously mannitol was used for poisoning after one study reported the reversal of symptoms
following its use. Followup studies in animals and case reports in humans also found benefit from
mannitol. However, a randomized, controlled, double-blind clinical trial of mannitol for ciguatera
poisoning did not find any difference between mannitol and normal saline, and based on this result
mannitol is no longer recommended.
There are a number of antiquated Caribbean naturopathic and ritualistic treatments, most of which
originated in Cuba and nearby islands. The most common old-time remedy involves bed rest
subsequent to a Guanabana juice enema. Other folk treatments range from directly porting and
bleeding the gastrointestinal tract to "cleansing" the diseased with a dove during a Santeria ritual.
The efficacy of these treatments has never been studied or substantiated; nevertheless they are
purportedly still used to this day.
Geographic Range
Sphyraena barracuda, commonly known as great barracuda, inhabit nearly all warm seas. They are
found in the tropical regions of the Indo-Pacific, and Atlantic oceans, with an absence only from the
Eastern Pacific. They have been found in the Red Sea and as far as the Bermudas in the Western
Atlantic. They have been seen as far north as Massachusetts.
Bio-geographic Regions
Indian Ocean (native); Atlantic Ocean (native); Pacific Ocean (native).
Habitat
Adult great barracudas live in and around the edges of coral reefs. They tend to avoid brackish water
unless they are getting ready to spawn. Post-larvae live on the margins and in the estuaries where
they are protected. When they get large enough to protect themselves, they will move out into the
open ocean and then to the margins of the coral reefs. These barracudas occur in clear water.
Great barracudas prefer water temperatures between 74F and 82F, although they have been found
in much colder water.
Physical Description
Mass 40 kg (average).
Sphyraena barracuda is a long silvery fish with two widely separate dorsal fins, characteristic of its
family, Sphyraenidae. They have large scales and a pointed head with a large mouth and long knife-
like teeth. Great barracuda have a large gape. They can reach up to 2 meters in length. Many
fishermen used to think that barracudas were closely related to pikes because of the similarity in their
body form. Sphyraena barracuda has a lower jaw projecting which is helpful in biting. They are a
greyish brown above and silvery below which is quite universal throughout their geographic range.
They often have dark ink-like spots that are arranged in no pattern on their sides. The young have
dark crossbars on their backs and blotches on their sides. The young also have a soft dorsal fin and
the anal and caudal fins can be blackish. Males and females are indistinguishable to humans.
Behavior
Sphyraena barracuda is often a solitary fish as an adult, especially at night. Juveniles and adults can
be observed travelling in schools during the day. Other behaviour has been observed, such as, adult
great barracuda schooling during the day, likely hunting for food or protecting each other from
predation. Groups of hundreds and even thousands of great barracudas have been observed. This,
however, is rarely seen. They are known as vicious fish. They have been known to attack divers and
are capable of inflicting severe wounds. They kill compulsively and will destroy more than they eat.
Most often, great barracudas attack only when provoked
Food Habits
Great barracuda eat other fish. They are piscivorous at all ages. Their large teeth are quite useful for
this purpose. They have a large gape which allows them to feed on very large fish by chopping them
in half. They eat what they can catch using their combination of a sit-in-wait and active predator style.
As juveniles, these fish compete with needlefishes and small snapper for food. This consists of
killifishes, herrings, sardines, gobies, silversides, anchovies, small mullets, and lizard fishes to name
a few. As the fish get older and bigger, they may compete with larger fish like mackerel, or even
dolphins, depending on their habitat.
Sphyraena barracuda will feed on both bottom-dwelling species as well as species of the higher
water column.
They have the narrow head-on profile and the silvery colour which reduces their visibility to prey. It
has been observed that great barracudas herd schools of fish into shallow water and guard them.
They will do this until their last meal has been digested and they are hungry again
4.4 HOUSEKEEPING
The company has determined that to maintain good living conditions onboard and to present a good
impression to those inspecting the ship (e.g. Port State Control) the visual appearance, condition and
standard of maintenance of the crew accommodation and working spaces is to be given high priority
by senior onboard management. The accommodation and working space heating, ventilation
systems, lighting systems, water closets, washing facilities and similar fittings must be well
maintained and operational. Individual crew accommodation (cabins) must be maintained in clean,
decent and habitable condition, and free of goods or stores that are not the personal property of the
occupants.
Sanitary Accommodation
Toilets, change rooms, showers and wash rooms must be kept clean and sanitary including:
• Floors in are to be kept clean and well drained
• Sufficient lighting, heating and ventilation is to be provided
• Both hot and cold fresh water is to be available in all wash rooms
• Water closets are to be maintained with ample flush water and available at all
times
• All drains to be clear and free flowing
• Multiple water closets in one compartment are to be screened to ensure privacy
• Toilets are to be kept clean and well stocked with amenities as follows:
o Toilet tissue x 2 Rolls
o Hand Soap
o Hand Towels
o Deodorizer
Laundry
• Laundry areas are to be kept clean and well organized
• There must always be sufficient dryers or drying rooms to preclude hanging of
laundry in the ships passageways
o It is prohibited to hang laundry on hand rails or rig clothes lines in
passageways
Drinking water
• ILO Convention No. 68 Article 5 shall be complied with.
• The shipmaster is responsible for ensuring that a sufficient quantity of drinking
water is provided on board.
• The water shall be hygienically safe and also clear, with no distinct smell, taste or
colour, and shall otherwise satisfy the standards of quality for drinking water.
• The drinking water shall be checked regularly by competent personnel. The
necessary equipment for such inspections shall be available.
• The Ministry of Health and Social Affairs may issue more detailed regulations
concerning requirements for, and inspection of, drinking water systems to be
complied with.
Distribution
Singapore Office
Full Management Vessels
References
ILO 147
Code of Safe Working Practices for Merchant Seamen
OHSAS 18001
ILO Convention No. 68 Article 5
Experience Feedback
HSSEQ Circular 35-2011: Severe Food Poisoning Of Crew
5. PERSONAL SAFETY
Purpose
To outline procedures to safe guard personal safety aboard ship
Application
Fully Managed Vessels
Responsibility
Master
Marine Department
Chemical Gloves
Leather Gloves
Isolate / Check
Warning Signs
Ear Defenders
Floatation Aid
Chemical Suit
Safety Shoes
Drain / Vent
Safety Line
Dust Mask
Boiler Suit
Goggles
Harness
Helmet
Visor
On Deck
Machinery Space
Mooring Operations
Anchoring Operations
Cargo Operations
Crane Operations
Wire Handling
Lifeboats
Ship Side
Height > 2M
De-scaling
Painting
Cleaning Equipment
Mandatory As Required
Chemical Gloves
Leather Gloves
Isolate / Check
Warning Signs
Ear Defenders
Floatation Aid
Chemical Suit
Safety Shoes
Drain / Vent
Safety Line
Dust Mask
Boiler Suit
Goggles
Harness
Helmet
Visor
Chemicals
Welding
Power Tools / Abrasive Wheels
Electrical
Hydraulic
Pressure
Steam
Mandatory As Required
Mobile Phones
When mobile phones are taken through a terminal, or on to or off a ship, they should therefore be
switched off and should only be re-commissioned once they are in a non-hazardous area, such as
inside the ship’s accommodation or clear of the terminal.
Visitors
Visitors to the ship should not use mobile telephones, pagers, cameras, mp3 players or any similar
device unless prior permission has been obtained from the ship and only in a non-hazardous area.
Experience Feedback
HSSEQ Circular 11-2009 – Watch keeper: A regular reminder of Major hazard
References
ISGOTT
Code of Safe Working Practices
Material Safety Data Sheets
Application
Fully Managed Vessels
Responsibility
Master
Marine Department
• The company and other onboard procedures required to carry out their
assigned duties (e.g. standing orders)
Within Two Weeks Onboard
Within 2 weeks onboard joining crew are to receive instruction in:
• All company manuals
• Onboard procedures(e.g. pollution prevention measures, warning signs, job
descriptions, garbage separation, storage procedures, Environmental Program)
• Use of life-saving and fire-fighting equipment
• The function and responsibilities of the Designated Person
• Instruction in First Aid Procedures, heavy weather use of life saving equipment
and operation of fire extinguishing appliances
References
ISM Code
OHSAS 18001
7. HAZARDOUS WORK
Purpose
To specify safety procedures when conducting of dangerous work
Application
Fully Managed Vessels
Responsibility
Masters
Marine Department
7.4 ASBESTOS
If the crew must work on materials made of Asbestos (such as pipe lagging), extreme care must be
taken to prevent exposure and contamination of spaces. Asbestos is not dangerous as long as it is
encapsulated in cement or protective sheath. It is only when the Asbestos material becomes cracked
or broken that fibres can become airborne and presents a hazard. The person in charge of the work
must complete and have approved a Dangerous Work Permit Form TSM 090 prior to
commencement. Where asbestos is present and it is necessary for the crew to handle this material
during maintenance or repairs, special handling procedures must be followed, including:
• Wearing appropriate protective equipment
o Disposable full body coveralls
Table 7.6-1: Safe Working Distances to Exposed High Voltage Equipment for Persons
* Persons training to become suitably authorized persons may come closer than the safe working
distances shown under "All Other Persons" of Table 7.6 1 provided that the safe working distances
under "Suitably Authorized Persons" are maintained and the work is continuously and closely
supervised by a person suitably authorized to perform the work. The person supervising the work will
be responsible for the safety of the person in training.
* * Testing and earthing procedures on certain 2kV and 11kV equipment may bring the operator
within the specified 0.7m safe working distance. This work must only be carried out by an authorized
person who has been trained in the procedures and in accordance with written instructions.
* * * When passing under substation busbars, a person who is not authorized may come to 1 m of the
busbars at voltages up to 66kV provided that an authorized person has instructed the person at the
site of the dangers existing and the precautions that must be taken, and accompanies that person.
WARNING
Table 7.6 1 does not imply that it is always safe to work up to these distances. An additional distance
must be added to that shown in the table if inadvertent movement or is handling of material would
infringe on the safe working distance.
The person giving these approvals for the special barrier is responsible for ensuring that:
• The necessary restrictions on the work process arising from the barrier, and the
maximum loads that may be applied to the barrier are documented in the
procedure and are applicable for the work
These precautions, as appropriate, are to be followed during ballasting of cargo tank, tank cleaning
and gas freeing operations.
Reference is to be made to ISGOTT chapter 16.5 and “ABC of Hydrogen Sulphide”.
• No Smoking
• No Naked Lights
• Use of Cooking Appliances is not permitted
Experience Feedback
HSSEQ Circular 20-2008 - Incident Awareness – Flooding of steering gear room
Reference
ISM Code
Code of Safe Working Practices
ISGOTT
CDI
ABC of Hydrogen Sulphide
Application
All Full Management Vessels
Responsibility
Masters
Crew
• During cargo operations, the cargo pump room atmosphere should be re-tested
by the duty officer at every change of duty officer watch. The results of all tests
are to be recorded in a log or record book
• A personal oxygen and gas detector is to be worn by the personnel entering
cargo pump rooms
o TSM Poster 018 Pump Room Entry Procedures must be displayed at the
entrance to cargo pump rooms
o Toxicity – Is measured to be less than the Threshold Limit Value (TLV) for
all known or suspected toxins. For cargo tank entry, the previous cargo
provides an indicator of toxins that should be suspect
o Benzene is always suspect for tanks that contained petroleum cargoes
o Carbon Monoxide is suspect for tanks that contained Vegetable Oil cargoes
o Hydrogen Sulphide is suspect for tanks that contained bunker fuel or crude
oil
o Chemical tanks are suspect for last chemicals carried
• All gas and oxygen detectors used are to be function tested and if necessary
calibrated. Only personnel familiar with the gas and oxygen testing equipment
are to carry out testing of the enclosed space atmosphere
• The atmosphere is to be continuously monitored with portable oxygen and gas
monitors where applicable if personnel leave the space for more than 30
minutes, the atmosphere must be re-tested at the lowest point
Ventilation
Should any atmospheric test reveal an unsafe atmosphere, the space should be continuously
ventilated with portable power ventilation fans until the space is safe for entry. To avoid short
circuiting, where ventilated air exits the space without reaching the lowest points, extendable air
ducts should be fitted to fans and lowered to the lowest point, as far diagonally opposite the tank
hatch as possible.
• Ventilation should be maintained continuously throughout entry
o For vapours heavier than air (most clean products) the fan should take
suction through the duct from the low point and exhaust vapours from the
tank while bringing in fresh air from the hatch
o For vapours lighter than air, the fan should blow air through the duct at the
low point and force vapours from the tank through the hatch
o Refer to Figure 8.2-1 Ventilation
Communication
The Duty Officer is to be advised of each enclosed space entry and must understand the system of
communication between those entering the enclosed space and those on standby outside the space.
Suggested forms of communication include:
• Verbal via UHF Radio
o Are you ok / I’m ok
• Clicking of Torch Light beam
o Two clicks – are you ok / three clicks – I’m ok
• Tapping with a Hammer
o Two taps – are you ok / three taps – I’m ok
• All crew involved are to be fully briefed on the hazards and extra safety
procedures to be followed
• The number of persons entering is to be kept to a minimum however; no less
than two persons are to enter the space
• Those entering are to wear either a compressed air breathing apparatus or an
airline mask with an external air supply connected to the belt
• An emergency rescue team fully equipped with breathing apparatus and rescue
equipment to be on stand by
• Completion of the ‘Restricted Entry Addendum’ to the enclosed Space Entry
Permit (Form TSM095) where all conditions must be satisfactorily met
• Where needed, selection of Chemical Protective Clothing (suits, boots and
gloves) is to be made, based on the knowledge of the process for determining
chemical resistance and personal exposure limits
• Personnel (Master or Chief Officer) deciding upon a restricted entry must have
been trained on the following topics:
o How to determine the permissible exposure limits as expressed by a
specific chemical’s TLV-TWA, TLV-STEL and TLV-C
o Location and understanding of Material Safety Data Sheets
o How to operate and calibrate a toxic gas detector and determine results on
a direct reading detector tube
o How to use the “Quick Selection Guide to Chemical Protective Clothing” to
properly determine chemical resistance requirements
o The fully equipped rescue team that will be on standby at the tank entrance
for the duration of the restricted entry must be briefed
• If in any doubt, the Marine Department is to be contacted for guidance
• Access to holds and hatches are to be pad locked at all times and the keys are
to be held by the Chief Officer. Therefore, the holds and hatches can only be
entered with the Chief Officer’s consent and knowledge
• Prior to entry into cargo holds, the atmosphere is to be checked for Oxygen,
unless forced ventilation is permanently fitted
• Prior to arrival, hold atmospheres should be checked and ventilated a short time
before berthing
Experience Feedback
HSSEQ Circular 16-2005 – Incident Report: Paint Inspector Fatality
HSSEQ Circular 20-2008 – Incident Awareness- Flooding of steering gear room
HSSEQ Circular 11-2009 – Watch keeper: A regular reminder of Major hazard
Reference
ISGOTT
Flag State Regulations
OHSAS 18001
Application
All Fully Managed Vessels
Responsibility
Master
Marine Department
Crew
9.2 PROCEDURES
Hot work should be carried out if no other viable means of repairs may be carried (which can be later
repaired permanently), if the vessel is not able to comply with ISGOTT Chapter 09 or this section’s
requirements.
Hot work is prohibited in Port limits unless hot work permission is available from Shore port
authorities.
Machinery space workshop is the designated hot work area. For hot work within the machinery space
workshop, TSM Form 089 “Risk Assessment” and TSM Form 089A “Job Hazard Analysis” must be
completed and evaluated.
Hot work outside the machinery space workshop should be avoided unless the Master and technical
department have confirmed that there is no other viable means for repairs available. Alternatives
include removal of the damaged section, and moving to the main machinery space work-shop for
repairs.
In unavoidable cases, whereby the hot work has to be carried out outside engine room workshop (i.e.
in engine room, accommodation and deck), the following procedures are to be followed:
• TSM Form 096A – Hot work concurrence request is to be submitted (in MS
word format) to Office. Both Marine and Technical department are required to
review, enter their comments and evaluate the request prior concurrence
• TSM Form 089 & TSM Form 089A (as required) should also be completed to
highlight the hazards and risk control measures implemented in order to lower
the risk. Further reference should be made to ISGOTT Chapter 09 for industry
accepted risk control measures
• Once the above documents have been submitted and concurrence received
TSM Form 096 – Hot work is to be completed. TSM Form 096 is only valid for
eight hours, for any job exceeding eight hours a fresh TSM Form 096 to be
completed
• Once the Hot work has been completed and permit should be closed and office
informed
• Prior to starting any hot work:
o Designate the person in charge of the hot work
o A safety meeting is to be held with all those involved in the hot work.
Briefing on the hot work procedures, communications procedures and any
related safety precautions and contingency plans must be given
o The Chief Officer will assess the hot work area and carry out the necessary
checks and tests after which a written hot work permit with a duration that
does not exceed 12 hours may be issued by the Master for each intended
task
o In the case of the engine room and engine room workshops the Chief
Engineer may assess the hot work area
• The procedures and precautions with all incorporated checks and tests are to
be carried out:
o After a permit time has expired and before continuing with hot work
o After hot work has been suspended, and prior to starting hot work again
the end of the Hot Work. By doing so will ensure nothing is left about in the tanks or at the work
place. All future Hot Work completion messages must contain the phrase “Hot Work completed and
properly closed-out” to indicate that all equipment used for the hot work are cleared item by item in a
tag-in tag-out fashion
Close-out of Request
It is the responsibility of every Master to ensure proper close-out of all hot work operations. When
you notify the office of the completion of the hot work, the work area is deemed to be safe, area
cleared and vessel returned to normal safe operation (such as cargo tanks re-inerted).
o Cleaned and gas freed, with hydrocarbon vapour content reduced to not
more than 1% LFL and maintained at that level; or
o Emptied, purged and the hydrocarbon vapour content reduced to less than
2% by volume and inerted; or
o Completely filled with water
• All other cargo tanks must be inerted with openings closed
• All slops should be either removed from the ship or isolated in a tank as far as
practicable from the Hot Work location.
Hot work on pipelines and valves is permitted when the item has been detached from the system by
cold work and the remaining system blanked off. The item to be worked on should be cleaned and
gas freed to be safe for hot work regardless of whether or not it is removed from the hazardous cargo
area. Heating coils should be flushed and opened to ensure that they are clean and free of
hydrocarbons. Cargo lines may be inerted or completely filled with water if considered necessary.
Vapour lines or inert gas lines to a compartment should also be ventilated and isolated.
o To take extra care when welding operations are undertaken in hot or humid
conditions when body sweat and damp clothing increase the risk of electric
shock
o Under no circumstances to work while standing in water or with any part of
his body immersed
Reference
ISGOTT 5th Edition Chapter 9
OHSAS 18001
Application
Singapore Office
Fully Managed Vessels
Responsibility
The Marine Department
The Shipboard Management Team
Crew
Regular Maintenance
All parts of lifting equipment should be subject to regular preventative maintenance; particular
attention should be paid to the condition of wire ropes, which if not in constant use should be checked
at least monthly and also observed during operation. The regular inspection of wire ropes should
include amongst other factors an examination for broken wires, corrosion, kinks, abrasion and fatigue
fracturing in way of sheaves and blocks and a reduction in the wire diameter.
All lifting appliances not certified for lifting persons are required to be thoroughly examined by a
competent person at least every 12 months to ensure that health and safety are maintained and that
any deterioration can be detected and remedied in good time. A competent person is defined as a
person possessing the knowledge or experience necessary to enable them to satisfactorily perform
the duties under the regulation. It is essential that the competent person is sufficiently independent
and impartial to allow objective decisions to be made.
All loose gear (accessories for lifting) defined as any gear by means of which a load can be attached
to lifting equipment shall not be used unless it has been thoroughly examined by a competent person
within the 12 months immediately prior to such use. The established practice being for all loose gear
to be thoroughly examined at the same time as the thorough examination of the lifting appliance.
All ships lifting equipment is required to be suitably tested by a competent person every five years,
following which the competent person will thoroughly examined the equipment and any associated
loose gear before certifying the equipment for continued use. No lifting appliance is to be used unless
this test has been satisfactorily carried out within the preceding five years.
Records
All vessels are required to maintain a Register of Lifting Appliances and Loose Gear. Records of all
thorough examinations and tests by a competent person should be maintained in the Register of
Lifting Appliances and Loose Gear.
10.3 TOOLS
Crew members are responsible for the safe use and condition of tools and must not use tools they
are not familiar with. Crew members are required:
• To report any defects to their department head
• To use appropriate personal protective equipment such as goggles and gloves
when using tools.
• To never wear loose jewellery or clothing when using powered tools.
• Not to remove or make ineffective any safety guard fitted to a power tool.
Tool Hazards
Tools can be hazardous when:
• A tool is in a poor condition and not properly maintained (e.g., loose handles
and tool heads or connecting wires or hoses are damaged)
• Used for a task other than the design task (e.g. using a screw driver as a
chisel). The correct tool is to be used for the work being carried out
• Carried by the connection (e.g. the electrical wire or the hydraulic/air hose).
Electrical wires and pressure hoses and their fitting are to be in good condition
and properly rigged
• Procedures are not properly carried out (e.g. work pieces not properly clamped
or not disconnect the tool before changing bits or blades)
• The work area must be gas-free and atmosphere tests with a combustible gas
indicator are not to have more than 1% LEL
• The ship must not be alongside a terminal
• There is to be no cargo, bunkering, ballasting, tank/hold cleaning, gas-freeing,
and purging or inerting operations in progress
• Fire-fighting equipment must be immediately ready
• The hopper and hose nozzle of grit blasting equipment is to be electrically
bonded to the deck
Where there is risk of perforation of cargo, inert gas or COW pipelines when grit blasting or chipping,
the pipelines are to be cleaned, isolated and made gas free or inerted where practicable.
Escape Routes
Emergency escape routes throughout the vessel are to be:
• Kept clear and ready for use at all times
• Properly marked with IMO symbols
• Where there are emergency fittings (e.g. safety harnesses, lighting systems,
LSA equipment) these are to be kept in good order ready for immediate use
Distribution
Full Management Vessels
References
SOLAS Regulations
Code of Safe Working Practices
OHSAS 18001
Application
All Fully Managed Vessels
Responsibility
Master
Second Officer
Documentation
Medical Loy
TSM Form 153 – “Medical Inventory”
o File No.18.1
Distribution
Full Management Vessels
Reference
Ship Captain’s Medical Guide
IMDG Medical First Aid Guide
OHSAS 18001
Application
All Fully Managed Vessels
Responsibility
Master
Chief Officer
Deck Officers and Ratings
Communications
The provision of adequate means of communication between ship and shore is the responsibility of
the terminal. Where practicable, terminals should provide a reliable safe telephone system or
UHF/VHF radio transceivers for communication between the terminal control centre, the jetty or berth
and the tanker. Telephone equipment and flexible interconnecting cable must be of safe design
suitable for the location in which it is to be used. Portable UHF/VHF transceivers (walkie talkies)
must be intrinsically safe.
When there may be language difficulties between ship and shore personnel, agreement should be
reached on verbal expressions and language to be used, especially regarding the terms used to
describe the more important aspects of cargo handling operations as given in this safety guide.
Where there are difficulties in verbal communication, it may be necessary for a member of the
terminal staff with knowledge of tanker practices to be put onboard.
Notices
On arrival at a terminal, a tanker must display TSM Poster 022 at the gangway stating:
Warning
No Naked Lights, No Matches, No Lighters
No Smoking
No Unauthorized Persons – Visitors are required to show identification
No Use of Mobile Phones
No Use of Digital Cameras
Shore personnel must observe safety requirements when on board the tanker and to ensure that no
lighters and matches are carried on board tankers.
Photo luminescent notices stating ‘Emergency Escape Route’ together with directional signs, should
also be displayed at appropriate locations.
All control instrumentation, valve position indicators, lights, and alarms must be clearly labeled.
Smoking
Smoking should be permitted under controlled conditions. This is because a total prohibition of
smoking at terminals and on a tanker at berth is, in general, unrealistic and unenforceable, and may
give rise to surreptitious smoking. There may however be occasions when, due to the nature of the
cargo being transferred or other factors, a total prohibition of smoking may be necessary.
• Smoking should be strictly prohibited within the restricted area enclosing all
tanker berths and on board any tanker whilst at a berth, except in designated
smoking places
• The agreed smoking places should not have doors or ports which open directly
on to or over the cargo deck or on to decks overlooking cargo spaces or shore
connections
• Account should be taken of conditions that may suggest danger, any indication
of unusually high petroleum gas concentrations, particularly in the absence of
wind, and when there are operations on adjacent tankers or on the jetty or berth
• In the designated smoking places, all ports should be kept closed, and doors
into passageways should be kept closed except when in use
• When none of the above operations is in progress, smoking may be permitted
by the Master in any closed accommodation while the tanker is in port and not
at berth
• Refer to TSM Poster 006 Standard Smoking Regulation
Communications Equipment
Unless certified intrinsically safe or of other approved design, the normal communications equipment
on board ships such as telephones, talk back systems, signalling lamps, search lights, loud hailers,
and electrical controls for ship's whistles should neither be used, nor should they be connected or
disconnected, when the areas in which they are positioned come within the classification of a
hazardous zone.
Radio Equipment
The use of tanker's radio equipment during cargo or ballast handling operations is potentially
dangerous. This does not apply to the use of permanently and correctly installed VHF equipment,
provided the power output is reduced to one watt or less.
• When a tanker is at berth, its main transmitting aerials should be earthed
o If there is any doubt about the procedure for to earth, the equipment should
be switched off when alongside
• If it is necessary to operate the ship's radio in port for servicing purposes,
arrangements for ensuring safety should be agreed between tanker and
terminal and these may require the issue of a work permit. Amongst the
precautions that might be agreed are operating at low power, use of a dummy
aerial load or confining the transmission to times when no cargo handling
operations are in progress
Radar Scanners
The radiation of radar waves from a properly sited radar scanner presents no ignition hazard.
However, the operation of tanker radar will involve running non approved electrical equipment.
Consultation is therefore advisable between the tanker and the terminal before using or repairing the
equipment.
Use of Tools
No hammering, chipping or sand blasting should take place or any power tool be used outside the
boiler or engine rooms on a tanker or on a jetty at which a tanker is berthed without joint agreement
being reached between the terminal representative and the officer responsible.
• In all cases the terminal representative and the responsible officer should jointly
satisfy themselves that the area is gas free, and remains so while the tools are
in use
Means of Access
Personnel should use only the designated access. Gangways or other means of access should be
provided with a safety net, where appropriate, and life buoys with life lines should be available in the
vicinity of the gangway.
Gangway Landing
When terminal access facilities are not available and a tanker's gangway is used, the berth should
have a landing sufficient to provide a gangway with an adequate clear run of space so as to maintain
safe convenient access to the tanker at all states of tide and changes in the ship's freeboard.
• Particular attention to safe access should be given where the difference in level
of tanker's and jetty deck becomes large. There should be special facilities
where the level of a tanker's deck can fall considerably below that of the jetty
Lighting
During darkness, the means of access to the tanker should be well and safely lit.
Visitors
Visitors are only to be allowed on board with Master's permission, and are to have a legitimate
reason for visiting. All security procedure details in the Ship Securities Plan to be followed.
Moorings
The vessel should be kept alongside and in place with the jetty at all times. Moorings should be
frequently monitored and tendered. Any adjustments in moorings should be made only with approval
of the Watch Officer.
Pre-Transfer Conference
After the vessel is docked and prior to cargo operations, the following are to be discussed by Chief
Officer/Master and the Terminal Representatives:
• Ship-shore Safety checklist to be completed
• Type of Product
o The cargoes to be loaded should be reviewed, including their particular
hazards, if any, and the extra precautions which must be taken
• Sequence of Transfer Operations
o The order in which the products will be loaded and the identity of those
which will be handled simultaneously must be agreed upon, together with
changes in the cargo system line ups when changing grades
• Transfer Rate
o The maximum loading rate for each grade of cargo should be agreed and
this should not exceed the maximum loading rate of the vessel
• Critical Stages
o Dependent on the grades and loading systems, there must be agreement
on what the critical stages are and that the required manpower will be
present. At periods of start up and completing cargo, terminal staff must be
in attendance at the jetty
• Local Rules
o The local Port Rules, especially with regard to safety and pollution, should
be discussed between Master and Terminal Representative
• Emergency Procedures
o There are to be discussions about the procedures to be followed in case of
a spill or hose rupture; fire on the vessel, the terminal or in the vicinity;
electrical storms; mooring failure; vessels approaching or passing, at both
excessive speed, and similar situations
Distribution
Full Management Vessels
References
International Safety Guide for Oil Tankers and Terminals
46 CFR Parts 30-40
46 CFR Parts 150-155
33 CFR Parts 125-199
OHSAS 18001
Purpose
To provide guidelines for auditing the Health, Safety, Security, Environmental and
Quality Management System (HSSEQ System)
Application
Shore Office
All Fully Managed Vessels
Responsibility
HSSEQ Manager
Marine Manager
Marine Department
• Any remark made by the auditor which requires a corrective action must be
recorded as a Non-Conformity and not an observation.
Note:
As per ISM Code Clause 1;
“Observation” means a statement of fact made during a safety management audit and
substantiated by objective evidence.
“Non-conformity” means an observed situation where objective evidence indicates the
non-fulfilment of a specified requirement.
“Major non-conformity” means an identifiable deviation that poses a serious threat to the
safety of personnel or the ship or a serious risk to the environment that requires
immediate corrective action and includes the lack of effective and systematic
implementation of a requirement of this Code.
o Form TSM 097 Non-Conformity Report / Safety Improvement Report – Non
Conformity Note should be assigned a sequential number by the auditor
that includes the month and year (e.g. 001/07/2003, 002/07/2003) if paper
forms are used
o The Corrective Action Request Block, along with the date due, is to be
completed by the auditor with the concurrence of the Master or department
head
o The auditor must upload the hard copy Form TSM 097 Non Conformity
Report / Safety Improvement Report as a PDF attachment into the company
shared drive and enter the non conformity into the excel database for
follow-up of corrective action
o Corrective action must be carried out normally within three(3) months
o If a Non-Conformity cannot be closed within the time limit, the Master must
provide a written request for an extension of time with reason specified
o When the Non-Conformity is reported as corrected, the Marine Department
and Fleet Group will acknowledge actions are acceptable. Actions are to be
verified by the DPA, who will close the audit report
o Closed Reports will be available in the company shared drive
• Any remarks or observations made by the auditor which do not require a
corrective action should be recorded in the “Remarks and Observations” section
of Form TSM 098 – “Internal Audit Report”
Observations can include anything which is neither non-conformity nor deficiency. It
includes comments on good practices as well as those that appear to be not so good
A major non-conformity raised on a ship by any internal or external auditor must be
downgraded to non-conformity before the ship sails. A schedule not exceeding three
months should be agreed for completion of the necessary corrective actions
Where decision has been made on downgrading a major non-conformity to non-
conformity, at least one additional audit should be carried out within the time period
indicated in the agreed corrective action plan in order to verify the effectiveness of
corrective actions taken. If a major non-conformity has not been downgraded, this
constitutes a basis for withdrawal of a vessel’s Safety Management Certificate
• Completed Audit Reports are to be signed by the Auditor and the Master or
Auditee
All Internal Audit Reports and enclosures are to be circulated, either electronically or by hard copy, to
the Cognizant Managers.
• A copy of Internal Audit Reports with all enclosures is maintained by the HSSEQ
Department
• A copy of Internal Audit Reports with all enclosures is maintained in the vessels
files
• The technical superintendent is responsible to monitor and close all outstanding
items and ensure closure is reported and recorded
The Marine Department and, or HSSEQ Department will follow-up the corrective actions and
verification. The head of the unit or the Master of the vessel is responsible for evaluating the
corrective action to ensure it satisfactory to prevent the same non-conformities recurring. The DPA
should review conclusions prior to assigning closure status.
Reference
ISO 9001
ISO 14001
ISM Code
HSSEQ
Application
All Fully Managed Vessels
Responsibility
Master
Chief Officer
Technical Superintendent
Instruments
• Portable Oxygen Meters
• Portable Gas Detecting Meters
• Fixed Gas Indicator/Alarms
• Oxygen Analyser for Inert Gas Plant
• Cargo Loading Instruments
• Cargo Loading Computer
o To be checked against approved loading condition. Computer should be
tested using the class approved data as found in the approved stability
booklet
o Copies of printed comparison data to be filed
• Test Manometers
• Test Thermometers
• Main and Aux Engine Manometers
• Main and Aux Thermometers
• Boiler Manometers
• Boiler Thermometers
The gas monitoring of the enclosed space are to be taken on an hourly basis and these
are to be recorded and attached to the TSM Form No. 095
Tank-Scope
Tank-scopes are required on tankers to measure the percent volume of hydrocarbon in an inert cargo
tank. Generally, to calibrate a Tank-Scope:
• Inflate a test bag with a known concentration of span gas and connect the hose
to inlet side of the Tank-Scope
o Release the clamp and induce the Hydrocarbon/inert gas mixture span gas,
usually 8% Hydrocarbons mixed by volume in an inert gas, such as Carbon
Dioxide, and verify the instrument reads the same concentration as the gas
induced
o If an 8% reading is achieved on a 0-100% scale when an 8% Hydrocarbon
gas mixture is induced, the meter is in calibration
o If not, the span adjustment screw must be rotated until the meter reads 8%
while gas is induced. If the crew is in doubt, the meter must be landed for
servicing
Oxygen Meters
Oxygen meters are instruments that detect the percentage of oxygen in the atmosphere. To calibrate
an Oxygen Meter:
• Turn the unit power on, allow to warm-up, and a reading of 21% should be
obtained in normal outside air
o If the meter reads 21% in normal air, the meter is in calibration
o If not, the span adjustment screw must be rotated until the meter reads 21%
while in normal air
o Oxygen meters used to check oxygen levels in an inert atmosphere should
be zeroed with 99.9% Nitrogen. A test bag is inflated and connected to the
inlet of the meter, if a zero reading is achieved, the Oxygen sensor is good.
If not, the sensor will need to be replaced. If the crew is in doubt, the meter
must be landed for servicing
In Port:
In case the vessel is calling a port without an operational portable gas monitoring instrument, control
measures should include obtaining an operational instrument in the port before port operations
commence.
At Sea:
In case a portable gas instrument fails at sea, equipment redundancy will ensure atmosphere
monitoring can be maintained.
In case both instruments fail, shipboard operations are restricted as follows.
Reference
Manufacturer’s Instructions
Application
Ship and Shore
Responsibility
Singapore Office:
o Office Drug & Alcohol Test Coordinator - Supervisory
Full Management Vessels:
o Master – Supervisory
Definition
• Drugs and controlled substances include, but are not limited to, marijuana,
cocaine, opiates, phencyclidine (PCP) and amphetamines
• The consumption of alcoholic beverages on board vessels under our
management will be based upon the principle that officers and ratings should
not be in any way impaired from performing their scheduled duties
• All seafarers must be able to respond at any time to an emergency situation.
Therefore, the total blood alcohol content should never exceed 40 mg per 100
ml. The Master and Senior Officers must be vigilant. Consumption of alcohol
should be regulated so that seamen are able to perform their jobs and carry out
assigned duties at all times
• No spirits, liquor or wine stronger than 15% will be allowed onboard Thome
vessels
• No beer or wine shall be consumed by any crewmember within territorial waters
or 12 nautical miles of a coastline at any time, including when vessel is at
anchor or in port.
Prior Joining
Prior to signing-on, crew will submit themselves for testing for use of drugs or controlled substances
and alcohol abuse
On Joining
All Officers or Ratings sailing with Thome vessels are required to sign the Sea Carrier Security
Agreement "Letter of Undertaking" (Form TSM 043)
Personnel taking medicine or drugs prescribed by a qualified medical practitioner must make this fact
known to the Master of the vessel or respective Manager so that the individual’s daily working routine
and drug usage can be monitored and adjusted as and where appropriate
Onboard Compliance
• Officers and Ratings shall observe a period of total abstinence from all alcoholic
beverages of at least four hours prior to scheduled watch-keeping duties or work
periods
• No more than two cans of beer are to be consumed onboard by any person in
one day. Only one glass of wine may be consumed in the mess room at meal
hours
• Consumption of alcohol is allowed in smoke rooms and mess rooms only. Cabin
drinking is not permitted
• Only beer and table wine within this limit may be consumed, however strictly
observing the OCIMF and USCG regulations
Master’s Responsibility
Master is Thome’s Representative onboard. He should ensure complete compliance to the
Company’s Drug & Alcohol Policy. He, on behalf of the Company has the authority to take strict
action against the violators. Any breach of this policy will result in the immediate dismissal of the
person or persons concerned.
• Alcohol Test Meters (Intoximeter) will be available on each vessel, which will
allow the Master to specifically check any crew suspected of having a high level
of alcohol in his system and incapable of carrying out his duties. Additional
random tests will be conducted by the master at his discretion and / or as and
when instructed to do so by the Group Crewing Manager or DPA
• The sale of alcoholic beverages on board Thome managed vessels is to be
controlled by the master
be used for collection. The sample collected is to be kept under safe custody
and handed over to the respective authorities as directed by the DPA.
• The Master must, as soon as possible, after an accident has occurred, carry out
alcohol testing of all personnel on duty or involved, including himself and log the
result.
• Masters are requested to review USCG 46CFR, 4.06 – Mandatory Chemical
Testing following serious Marine Incident involving vessel in Commercial
service.
• The USCG/CFR of chemical drug testing of individuals directly involved in
serious marine incidents where specimens must be collected not later than 32
hours after any serious marine incident. The multi drug screen test kits are to
be used for collection. The sample collected is to be kept under safe custody
and handed over to the respective authorities as directed by the DPA.
Provided that:
• Vessel is not within territorial waters or 12 miles of coastline
• Vessel is not at anchorage / alongside at Berth
• Spirits, liquor or wine has less than 15% alcohol content
What happens if you are reported as a Violator of the policy or you fail a Drug
& Alcohol test?
• Readings above 0.04% will be reported immediately to the DPA, Director of
Group HR & Crewing and Marine Manager with name and actual test results
indicating blood-alcohol level reading
• Any breach of this policy will result in the immediate dismissal of the person or
persons concerned.
• All tests will be witnessed by at least two officers, not including the person being
tested
• All test results will be entered in the Alcohol Test Log as to the following:
o Name of Person tested
o Date of Test
o Time of Test
o Test Reading
• Readings 0.04% or less are recorded as negative; And if it more that 0.04%
recorded as positive
The Master or Chief Engineer, with Master's concurrence, shall carry out alcohol testing on personnel
just prior to or during, a duty status period whenever there is significant evidence that the man is
intoxicated to a point that he cannot safely discharge his duties.
• The use of on-site testing devices or other types or forms of drug testing is not
allowed in accordance with US Coast Guard regulations
• Arrangements for drug test collection can be made through a port agent or
another agent of the marine employer. This does not negate the 32 hour
requirement but does assist in meeting the drug test requirements
Reference
OCIMF
Application
Fully Managed Vessels
Responsibility
Master and Senior Officers
Designated Person Ashore
Senior Management Ashore
16.1 INTRODUCTION
The best safeguard against accidents onboard is a genuine safety culture.
That is, awareness and constant vigilance on the part of all those involved, and the establishment of
safety as a permanent and natural feature of organizational decision-making.
Safety is the freedom from unacceptable risk or the condition where risks are managed to acceptable
levels.
Safety is not something that can be absolutely guaranteed.
How we manage risk onboard, or what we do to prevent accidents from occurring in the first place, must
be the logical and necessary focus of our endeavours to achieve a genuine onboard safety culture.
Risk Management may be defined as:
“The process whereby decisions are made to accept a known or assessed risk and/or the
implementation of actions to reduce the consequences or probability of occurrence.”
There is no universally accepted definition of risk, but the one commonly applied and regarded as
authoritative in most industrial contexts is:
“A combination of the probability, or frequency, of occurrence of a defined hazard and the
magnitude of the consequences of the occurrence.” (ISO 8402:1995 / BS 4778)
IMO defines risk as:
“The combination of the frequency and the severity of the consequence.” (MSC Circ
1023/MEPC Circ 392)
In other words, risk has two components: likelihood or probability of occurrence and severity of the
consequences.
The Risk Management Process involves the following activities:
• Identification of hazards
• Assessment of the risks associated with those hazards
• Evaluation of risk reduction or risk elimination measures
• Implementation of risk reduction or risk elimination measures
Risk Assessment is the process of estimating the likelihood of an accident occurring, estimating the
magnitude of the consequential loss and making a judgement about the significance and tolerability of
the risk. Risk is a function of both frequency and consequence and both are equally important in the risk
assessment process.
Workplace risk involves risk of accident to personnel due to health and safety hazards during activities in
the work place. Typical consequences may be damage to health, injury or death.
Accidents in the work place can also involve damage to property, the environment and damage to the
reputation of the company.
• Fatigue
• Non-compliance with company HSSEQ System procedures, industry best practice
guidelines and / or international regulations
• No stop card issued. (Work continued even though somebody saw something was
wrong)
• Taking shortcuts – due to commercial pressure or other reasons
• PPE was not worn
• Complacency – because the task was routine and nothing had gone wrong before
The above mentioned items can be described as Key Safety Behaviours. (What we do or how we do it)
If the above ‘Behaviours’ or work practices are considered before and/or during all jobs then we can
improve our accident statistics.
• Look at the way the work is organised or "done" (include experience and age of
people doing the work, systems being used, etc.)
• Look at foreseeable unusual conditions (for example: possible impact on hazard
control procedures that may be unavailable in an emergency situation, power
outage, etc.), remember that persons may have a different level of risk such as
young or inexperienced workers
What is substitution?
Substitution occurs when a new chemical or substance is used instead of another chemical. It is
sometimes grouped with elimination because, in effect, you are removing the first substance or hazard
from the workplace. The goal, obviously, is to choose a new chemical that is less hazardous than the
original.
Remember!
When substituting, be very careful that one hazard is not being traded for another. Before deciding to
replace a chemical/substance with another, consider all the implications and potential risks of the new
material.
• Process control
• Enclosure and/or isolation of source
• Ventilation
Work Practices
Work practices are also a form of administrative controls. In most workplaces, even if there are well
designed and well maintained engineering controls present, safe work practices are very important.
Some elements of safe work practices include:
• Developing and implementing standard operating procedures
• Training and education of employees about the operating procedures
• Establishing and maintaining good housekeeping
• Keeping equipment well maintained
• Preparing and training for emergency response for incidents such as spills, fire or
injury
Emergency Preparedness
Being prepared for emergencies means making sure that the necessary equipment and supplies are
readily available and that employees know what to do when something unplanned happens such as a
release, spill, fire or injury. These procedures should be considered during risk assessments.
It is good practice to review your assessment on a regular basis to be sure that nothing has changed
and that your control methods are effective. Triggers for a review can also include:
• The start of a new project
• A change in the work process or flow
• A change or addition to tools, equipment, machinery (including locations or the way
they are used)
• New employees
• Change in location or weather conditions
• Introduction of new chemicals or substances
• Near misses or incidents reported
As shown in Table 16.5-1, workplace hazards also include practices or conditions that release
uncontrolled energy like:
• An object that could fall from a height (potential or gravitational energy)
• A run-away chemical reaction (chemical energy)
• The release of compressed gas or steam (pressure; high temperature)
• Entanglement of hair or clothing in rotating equipment (kinetic energy)
• Contact with electrodes of a battery or capacitor (electrical energy)
What is risk?
Risk is the chance or probability that a person will be harmed or experience an adverse health effect if
exposed to a hazard. It may also apply to situations with property or equipment loss.
SEVERITY OF HARM
LIKELIHOOD OF
HARM
NEGLIGIBLE SLIGHT MODERATE EXTREME
MODERATE SUBSTANTIAL
LIKELY LOW RISK LOW RISK
RISK RISK
Note - Never attempt to undertake any job with risk assessed as “Intolerable Risk”.
If during the activity, the risk exceeds the set limits, a new risk assessment is required, including
possibility of termination of the activity if necessary.
Tool Box
Risk Factor Low or
Meeting at
Very Low
Job Location
No Yes
STOP GO AHEAD
Complete JHA
Risk Factor Low or
Additional Control
Very Low
Measures Required
Any conflict is to be brought to the attention of the department head, Chief Officer or Chief Engineer as
appropriate. Safety is everyone’s responsibility and can only be achieved through the dedication and
commitment of all personnel. Identification and elimination of hazards, unsafe conditions and acts will
be a part in every crew member’s working day.
All STOP occurrences are to be reported on the Near Miss / Stop Card Form (TSM Form 093).
• Low severity (ranked 1 – 3)
o Near misses or STOP cards are to be reviewed, evaluated, corrective action
confirmed, and closed by the Safety Committee onboard.
• High potential (ranked 4 – 5)
o Near misses or STOP cards are to be reviewed, evaluated, corrective action
confirmed, and closed by the HSSEQ Department.
All near misses and STOP cards are to be entered in the OCEAN MANAGER database as a near
accident, and replicated to Thome office for data analysis. If OCEAN MANAGER software is inoperable
or not installed onboard, the vessel is to e-mail the TSM Form 093 to the HSSEQ Department.
A cash incentive has been established by the company and awarded to the best STOP Card, as voted
by the Safety Committee (criteria being the most dangerous act stopped). Masters and crew members
are to initiate the process to the best of their ability and motivation.
All workers involved in the day’s jobs should attend the Daily Work Meeting when possible. Personnel
unable to attend should be briefed by their supervisor before commencing the work.
Daily Work Meeting Agenda:
• Debrief of work from previous day as required
• Discuss any equipment deficiencies from the previous day
• Complete the Daily Work Safety Notice
• Conduct Risk Assessments and / or JHA as required
• Permits – ensure understanding by workers working under a permit
• Discuss near misses relevant to the planned job
• Address any concerns the group may have
Experience Feedback
HSSEQ Circular 22-2007 – Safety Alert – Crew head Injury by falling chain block
Distribution
Singapore and Manila Offices
Full Management Vessels
References
TMSA
ISM Code
ISPS Code
Application
Fully Managed Vessels
Responsibility
Master
Superintendent in charge
Designated Person Ashore
17.1 INTRODUCTION
Whilst at sea or in port, ship’s personnel perform their duties in accordance with the Company
HSSEQ System but the situation is very different when the ship is under construction, conversion or
repair in a shipyard where the work is primarily carried out and managed by the shipyard’s own or
contracted personnel.
Whilst the work may be monitored and checked by ship’s personnel, the safety of the ship and the
personnel aboard is generally dependent upon the effectiveness of shipyard's safety management
system. The situation is exacerbated by the fact that, during a construction, conversion or repair
period, the ship may take on an unfamiliar status. The ship and the personnel aboard may thus be
exposed to unexpected and unfamiliar risks and hazards.
17.2 OCIMF
OCIMF have published guidelines on those factors that should be addressed by a Company or a
Shipyard and their personnel, during construction, conversion or repair period to help ensure that
HSE risks to personnel or assets are minimized.
The publication ‘Health, Safety and Environment at New – Building and Repair Shipyards and During
Factory Acceptance Testing’ has been placed onboard all company vessels and should be referred
to for guidance when a vessel is in a shipyard.
17.3 GENERAL
When a vessel is in the new-building yard, undergoing conversion or undergoing repairs, it is normal
industry practice for the shipyard to be responsible for emergency preparedness, including drills.
Ship’s staff should be advised of the yard emergency procedures and be included in drills performed
by the yard. The sounding of emergency signals onboard should be in compliance with the yard
emergency procedures.
If at any time the Master is in doubt regarding the safety procedures, security procedures or
emergency preparedness of the shipyard then this must be brought to the attention of the attending
Superintendent so that appropriate action may be taken.
1. Daily Safety meetings should be convened between the Shipyard Project HSE Manager and
the attending Supdt Engineer which must be also attended by the Senior Management staff
of the vessel. Following items must be discussed during these meetings:
- A list of all hazardous jobs in progress onboard and the safety precautions in place for
these jobs must be reviewed.
- Any changes from the previous job planning which may lead to a hazardous situation
developing on the vessel.
- A review of material safety data sheets for any Chemical to be used during the work.
- A review of all pending Permit to work applications,
2. During all conversion & Repair periods, Company’s regulations regarding Smoking onboard
must be strictly adhered to.
3. It is recommended that the Ship-staff adopt a routine of conducting informal inspections of all
work sites.
4. Ship-staff should inspect all scaffolding for robustness and should refuse to climb aboard
inadequate or defective scaffold erections.
5. Ship-staff must obtain the daily Atmospheric monitoring reports being prepared by the yard.
They should especially look out for reports for the areas where changes such as opening of
pipelines or valves, leakages etc have occurred.
6. Any areas with inadequate lighting or Ventilation should be brought to the notice of the
Shipyard HSE Project manager and the Supdt Engineer.
7. Provision of adequate and safe two separate points of emergency access to and from the
vessel is very important.
8. A system of correctly indicating location of all company personnel at all times should be
established in the new building yard or during major conversion work.
9. Ship-staff should look out for various temporary openings being made in the hull structure i.e.
removed manholes and ensure that these openings are clearly marked and safely fenced off.
10. Entry into tanks & other confined spaces should be strictly controlled. All tanks & confined
spaces must display updated condition status reports, clearly stating whether the space is fit
for man entry and/or fit for hot work. A system should be in place to clearly identify all
personnel inside any tank at any time. Finally, any enclosed space should only be closed
after it has undergone a final inspection by a responsible person.
11. During any Blasting operations, suitable precautions must be taken to avoid exposure to
respiratory hazards. Blasting with SILICA must NOT be permitted under any circumstances.
12. During Repairs, ship-staff should regularly monitor the mooring arrangement to ensure that
the vessel is safely moored at all times.
Distribution
Singapore Office
Full Management Vessels
References
OCIMF - ‘Health, Safety and Environment at New – Building and Repair Shipyards and
During Factory Acceptance Testing’
ISM Code
ISPS Code
Application
Singapore Office
Fully Managed Vessels
Responsibility
Fleet Group Managers
Technical Superintendents
Shipboard Management Team
18.1 INTRODUCTION
As per the ISM code, it is implied that critical equipment, alarms and systems are those which the
sudden operational failure may result in hazardous situations.
The word critical is not used in the ISM Code.
ISM Code Paragraph 10.3 states: “The Company should identify equipment and technical systems
the sudden operational failure of which may result in hazardous situations. The safety management
system should provide for specific measures aimed at promoting the reliability of such equipment or
systems. These measures should include the regular testing of stand-by arrangements and
equipment or technical systems that are not in continuous use.”
It is therefore essential that procedures are in place for both the identification of critical equipment
and measures are in place to promote the reliability of equipment identified as critical.
FOR THE PURPOSES OF THIS PROCEDURE, THE TERM HAZARDOUS MEANS HAZARDOUS
TO PEOPLE OR THE ENVIRONMENT AND DOES NOT INCLUDE ‘NEGATIVE COMMERCIAL
IMPACT’.
The list of equipment and systems produced indicates the effectiveness of the procedure. If the
procedure generates a list with very few critical items or a list where virtually all items are defined as
critical, then the process probably needs some refining.
18.2 DEFINITIONS
The following definitions apply for the purposes of this procedure:
Hazardous Situation – A situation where harm to personnel or the environment is likely to occur
immediately or within a few minutes.
Likelihood – Likelihood of occurrence of adverse effects if potential hazards realize.
Severity – Severity of consequence of adverse effects if potential hazards realize.
Risk – Severity X Likelihood.
Essential Equipment – Any equipment which is intended to mitigate serious potential hazards or is
required by class, owner, company policy or other authority.
Critical Equipment – Any essential equipment for which sudden failure or loss of its functionality
may result in a hazardous situation. (Will failure or loss of its functionality harm somebody or harm
the environment immediately or within a few minutes?)
High Reliability – No major shortcomings in reliability of the equipment and redundancy is available
(i.e. back up or alternative equipment is available).
Medium Reliability – The equipment is operational with no major shortcomings in reliability but
redundancy is not available.
Low Reliability – The equipment is operational but not dependable and redundancy is not available.
High Risk Equipment – Any equipment with risk level I or II as per the table ‘Reliability and Risk’
contained in TSM Form 055.
• What is required for system reliability for this system? (Policy is no unacceptable
risk) (Column P)
• What is available system reliability? (Column Q)
• Ship specific DATA:
• Is the listed system, alarm or equipment applicable to your vessel? (Column S)
• What are the ship specific current control measures or available redundancy?
(Column T)
• What is the current available reliability of your system alarm or equipment?
(Reliability and Risk Matrix) (Column U)
• Is the system considered high risk because of low reliability? See definition and
Reliability and Risk Matrix. (Column V)
• Taking into account answers 2, 10 and 11, what is the Likelihood that the
potential hazardous effects will occur? (Risk Matrix L: from 1 to 6) (Column W)
• Taking into account Severity (3) and Likelihood (13) what is the resulting Risk
level (Risk Matrix) (Column X)
• Is sudden loss of system functionality a potential hazard? I.e. (Will failure or loss
of its functionality harm somebody or harm the environment immediately or
within a few minutes?) (Column Y)
• Is system, alarm or equipment critical? (Column Z)
• Outline actions to reduce risk to acceptable levels and / or increase reliability
where applicable including achievable target dates. (Column AA)
Is
there a
potential No Acceptable
System = Risk management
Severe consequence
if system NOT NOT Essential Risk Level Policy
Functioning
?
Yes
Acceptable
Is No likelihood of
System = Essential sudden loss undesired severe
a potential
consequence
hazard ?
Yes
System Reliability
= Critical Requirements
No No Available No
Fully Other Reliability of System
Redundant Back up single Reliability High Risk System
System? System? system? OK ?
Yes Yes
Yes
Available
System = OK
Available
Reliability of
Reliability NO High Risk Increase
redundant
including reliability
Back up e.g. increase redundancy
system? and/ or adapted maintenance
?
The above approach should lead to a limited number of Critical items and a much larger number of
Essential items.
The key issue is to consider hazardous situations as those affecting the safety of personnel and the
environment (not financial or commercial issues) and to keep the risk level for all the critical and
essential items acceptable and under control.
Taking into account the reliability of each item provides a risk overview and allows focus on the risk
areas of concern and the measures to be taken to maintain an acceptable level of risk.
Commercial or financial issues can be considered by examining the high risk Essential items and the
control measures and actions to increase reliability and lower the risk levels of these items.
By applying this risk based approach it is clear that:
The items in the list of Critical Equipment
• are likely to be identical for identical sister ships
• are likely to be different for different ship types
• will not change greatly throughout the ship’s life (unless the ship is modified)
The RISK LEVELS and RELIABILITY of the Critical Equipment
• Can vary from one sister ship to another
• DO change throughout the ship life
• Periodic review and update of the risk level of each item is necessary to reflect
the current status on board
The list of Critical Equipment can be initiated by the Superintendent. The periodic updating of the
corresponding risk levels and reliability is the responsibility of the Senior Management onboard
(Master, Chief Officer, Chief Engineer and Second Engineer) in consultation with the Superintendent.
The review and updating shall take place as described in 16.12 below.
The list of critical systems will be cross linked to the ship’s planned maintenance system and a list of
critical spares will be developed. (TMSA Element 4A, Stage 1.2)
When the system reviews have been completed for all ships of a specific type an average can be
derived for the ship type as reference.
An immediate management overview is obtained for each specific ship and can be compared to the
average in the fleet by totalling the number of systems and percentage of systems in Risk category I
and or II.
Utilisation of the risk based methodology for the identification of critical equipment helps to limit the
list of critical items but at the same time allows for essential equipment to be prioritized in terms of
planned maintenance, regular testing and reporting requirements according to reliability and risk.
A limited list of critical equipment helps to ensure that the most important items are given the highest
priority. (TMSA Element 4A, Stage 4.2)
A list of critical equipment in an easy to understand format must be included in the ship’s planned
maintenance system.
Required
Reliability
Reliability
Available
Low I II III
Likelihood of
6 5 4 3 2 1
Occurrence
Consequence
Severity of
6 Catastrophic I I I I II III
I = unacceptable:
Serious injury and / or Immediate Danger
4 pollution I I II II II III STOP respective activity/
system
Minor damage
Distribution
Singapore Office
Full Management Vessels
References
TMSA
ISM Code
ISPS Code
Application
Singapore Office
Fully Managed Vessels
Responsibility
The HSSEQ Department is responsible for implementation of the Environmental
Management System
1.1 SCOPE
Thome Ship Management Pte Ltd has an established Quality Assurance System (QA) that is
designed to comply with the Safety Management requirements of the ISM Code and the Quality
Management requirements of ISO 9001 and Inter-Manager requirements. The Thome QA System is
comprised of a set guiding manuals, company forms and checklists, standardised filing and record
retention systems, and specified libraries of reference documentation. The Environmental
Management System (EMS), specified in this manual, is an expansion of the existing QA system and
incorporates the environmental management practices outlined by the International Standards
Organisation in the ISO 14001 standard. The EMS is designed to function in harmony with the
existing QA System so that information is not duplicated.
The original Thome QA System has been in effect since 1993. The Thome QA System was re-
written and re-formatted into a second generation Safety, Quality, and Environmental Management
(SQEM) System in 2004. The EMS System has therefore been formatted in a style that will allow
smooth incorporation into the second generation Thome SQEM System as the integral environmental
component. The third generation Health, Safety, Security, Environmental and Quality Management
System (HSSEQ) is an improved version of the second generation which incorporates OHSAS 18001
and TMSA standards. Since the EMS System has been released in advance, it will be compatible
and reliant upon existing Thome QA System procedures and processes.
1.2 IMPLEMENTATION
The additional environmental management practices and procedures that are established within this
Environmental Management Manual are to be implemented throughout the Thome Ship Management
Organisation as soon as possible. A specific "To Do" implementation list will be provided to each
office department and to each ship.
Distribution
Singapore Office:
o HSSEQ Department
o Central Library
Full Management Vessels
o Masters Office
o Central Library
References
Thome Ship Management HSSEQ System
ISO 14001 Standards
Application
Singapore Office
Fully Managed Vessels
Responsibility
It is the responsibility of each employee to know the company's environmental objectives
and policies and to embrace the concepts detailed in daily work routines
2.1 POLICY
It is Thome policy to achieve environmental excellence in all aspects of their business operations.
Thome's approach to environmental management is to continuously improve performance by taking
into account evolving scientific and practical knowledge within the shipping sector. Thome, as a
reputable and responsible ship manager, has made a commitment to achieve a reduction in pollution,
conserve and protect the environment, and:
• Will ensure that the utmost care and all possible actions, with the available
capabilities and resources, will be undertaken to prevent pollution through safe
operation of managed vessels and efficient operations in the office
• Will strive to continuously update, monitor, and control environmental risks
whereby specific objectives and targets will be set and reviewed on an annual
basis
• Comply with ISO 14001, all relevant rules, regulations and industry guidelines and
where possible, further reduce the environmental impact of operations by
volunteering and cooperating with community environmental protection activities
• Will ensure that all company employees are informed about the environmental
policy, objectives, procedures, and targets and their individual duties in that regard
• Will identify environmental hazards and maintain emergency procedures aimed at
mitigating the environmental and human impacts of potential emergency situations
• Emphasises that ultimate responsibility for compliance with environmental
procedures rests with each employee. As such, Thome will endeavour to ensure
all employees receive appropriate training and guidance in the environmental
goals and strategies in order to facilitate implementation
• Will seek to reduce consumption of materials, re-use rather than discard where
practicable, and promote recycling and the use of recycled materials
• Will encourage our suppliers to continuously reduce the impact of their operations
by giving preference to environmentally friendly products whenever it is
economically feasible
• Will strive to continuously improve environmental performance of all operations
2.2 OBJECTIVES
The objectives of the Environmental Management System are:
• To implement, maintain, and improve environmental management practices
throughout the company
• To ensure conformance with the company environmental policy
• To demonstrate conformance to others
• To ensure the company's practices are in conformance with ISO 14001 and
certifiable by an external organisation
Distribution
o Original - HSSEQ Department
o Copy - All offices and vessels
References
Thome Ship Management HSSEQ System
ISO 14001 Section 4.2
Application
Singapore Office
Fully Managed Vessels
Responsibility
The HSSEQ Department is responsible for identification and evaluation of environmental
aspects concerning impact and significance.
The HSSEQ Manager is responsible for ensuring that all significant aspects are
managed with an appropriate environment program which includes the setting of
appropriate objectives, targets, and through the provision of adequate resources.
Distribution
o Original - HSSEQ Department
o Copy - Circulation to Office Managers
o Copy - All vessels under full technical management
References
Thome Ship Management HSSEQ System
ISO 14001 Section 4.3.1
4. IDENTIFICATION OF LEGISLATION
Purpose
The purpose of this procedure is to provide a system whereby statutory regulations that
apply to environmental aspects are identified and monitored
Application
Singapore Office
Fully Managed Vessels
Responsibility
The HSSEQ and Marine Departments are responsible for ensuring relevant legislation is
identified and documented
HSSEQ Manager will ensure the Environmental Management System is in full compliance with
applicable regulations and standards.
Distribution
o Original - HSSEQ Department
o Copy - Circulation to Office Managers
o Copy - All vessels on full technical management
References
Thome Ship Management HSSEQ System
ISO 14001 Section 4.3.2
5. ENVIRONMENTAL PLANNING
Purpose
Thome will plan services and operations for vessels under its management to meet all
pertinent environmental regulations and endeavour to incorporate environmentally
friendly practices. Thome procedures will be evaluated on a regular basis with the aim of
reducing or eliminating potentially negative environmental impacts from managed
vessels
Application
The Singapore office
Fully Managed Vessels
Responsibility
HSSEQ Department
Thome's HSSEQ System has implemented procedures for pollution prevention. The Operations
Manual, Shipboard Oil Pollution Emergency Plan and the Vessel Response Plans have specific
procedures for bunkering, cargo handling, bilge and ballasting, waste disposal and emergency
response.
Distribution
o Original - HSSEQ Department
o Copy - Posted on office notice board
o Copy - Posted on vessel notice board
References
Thome Ship Management HSSEQ System
ISO 14001 Section 4.3.4
Application
The Singapore office
Fully Managed Vessels
Responsibility
As detailed in the first edition Thome QA System, second edition Thome SQEM System
and third edition Thome HSSEQ System
Section Heads
• Supervise EMS procedures in section where responsible
• Ensure policies and procedures are followed by subordinate staff
• Monitor environmental targets and objectives
• Motivate staff in EMS use and improvement
Administration Department / HR Department
• Ensures new office staff receives a copy of the company environmental policy
• Ensures office activities are carried out as efficiently as possible
• Ensures office related targets and objectives are monitored and achieved
• Ensures office supplies are purchased in line with the Environmental Program
• Establishes and monitors adequate recycling areas in the office
• Advises vendors that preference will be given to re-cycled or environmentally
friendly products and services
HSSEQ Department
• Develop EMS documentation
• Serve as Internal Auditors for audits of the EMS
• Identify non-conformances and required corrective action
• Identify environmental aspects and develop objectives, targets and program
• Maintain a list of relevant legislation
• Advising interested parties of EMS requirements
• Provide EMS training
Shipboard Management Team
• Ensures new crew members receive a copy of the company environmental policy
• Ensures ship activities are carried out as efficiently as possible and operations are
managed in accordance with the established HSSEQ System, polices, and
procedures
• Ensures targets and objectives are monitored and achieved onboard ship
• Ensures supplies are purchased in line with the Environmental Program
• Establishes and coordinates recycling on board
• Provide EMS training to crew
Third Officer
• Environmental Officer with primary responsibility for EMS implementation aboard
ship
Distribution
o Vessels under full technical management
o Thome Singapore Office
References
ISO 14001 Section 4.4.1
Application
Thome Singapore office
Fully Managed Vessels
Responsibility
Shipboard Management Team
Quality Assurance Department
Training Agenda
Training sessions will cover the following:
• EMS Documentation
• Roles and Responsibilities of Key personnel
• Operational Practices
• Importance of Conformance
• Environmental Impacts
• Potential Consequences
• The current Environmental Management Program
• Targets and Objectives
• Re-cycling and Energy Conservation
The HSSEQ department will provide training materials for use during training sessions. Competence
will be based upon the training provided as well as the professional licenses and educational degrees
of staff and crew.
Distribution
o Singapore Office
o Vessels under full technical management
References
ISO 14001 Section 4.4.2
8. COMMUNICATIONS
Purpose
The purpose of this procedure is to provide a system whereby internal and external
communications procedures regarding the EMS are specified
Application
Thome Singapore office
Fully Managed Vessels
Responsibility
Shipboard Management Team
HSSEQ Department
Interested Parties
The following notice will be served to Thome’s business associates, principals, vendors:
“Please be advised that, out of concern for the environment, Thome Ship Management Pte Ltd has
established an Environmental Management System in accordance with the standards of ISO 14001.
Subsequently, we wish it to be known by all interested parties, that it is Thome’s policy to promote
good environmental practices as a part of our daily business. This means that Thome will give
preference to products, services, and vendors who are environmental friendly. It is Thome’s policy to
promote conservation, recycling, pollution prevention, and efficiency in all that we do. We therefore
request that interested parties take note of our efforts to improve the environment and understand
that we will reward those practicing or promoting environmentally friendly products and services with
our business whenever possible.”
Distribution
o As per HSSEQ System
References
ISO 14001 Section 4.4.3
9. DOCUMENTATION
Purpose
The purpose of this document is to describe EMS Documentation and document control
procedures
Application
Thome Singapore Office
Fully Managed Vessels
Responsibility
Shipboard Management Team
HSSEQ Department
Distribution
o As per HSSEQ System
References
ISO 14001 Section 4.4.5
Application
Thome Singapore Office
Fully Managed Vessels
Responsibility
Shipboard Management Team
HSSEQ Department
Distribution
o As per HSSEQ System
References
ISO 14001 Section 4.4.6
Application
Thome Singapore Office
Fully Managed Vessels
Responsibility
Shipboard Emergency Team
Office Emergency Team
In case if there is any change / revision of any details as specified, the Vessel is required to notify the
Quality Assurance Department / designated Marine & HSSEQ Superintendent.
2.2 Operator
Please enter the details for the ‘Technical Manager’ & the ‘Person in charge’ in this case would the
Designated Person Ashore
2.5 Ship Owner’s Mutual Protection & Indemnity Association (P&I Club) and
their local offices
Updating requirement: Each Port Call
Please check your P&I Club Correspondents booklet for the local representative details
2.6 The contact for the damage stability and damage longitudinal strength
assessments
Updating requirement: Annually
If the Vessel has entered a contract with a Class Society for damage stability and damage
longitudinal strength assessments, please enter the contact details under this heading
1 General Arrangement
2 Piping and pumping diagrams for Bilge, Ballast, Lubricating Oil and Fuel Oil system
3 Capacity Plan
4 Shell Expansion
5 Stability File
Distribution
o As per HSSEQ System
References
ISO 14001 Section 4.4.7
Application
Thome Singapore Office
Fully Managed Vessels
Responsibility
Shipboard Management Team
Technical Department
HSSEQ Department
Marine Department
TSM 064. The findings are discussed with the Master and Chief Engineer, who are charged with
itemised follow-up. The completed report is submitted to Thome management for review.
The HSSEQ department conduct internal audits on the ships and each office department at 12 month
intervals (approximately). A primary focus of the internal audit is to verify compliance with safety,
environmental protection, security and operational legislation and regulations. Approved audit check-
list Forms TSM 065A, 065B and 065C are used to ensure an adequate cross section of relevant
operations are examined onboard. Form TSM 716 is used for office internal audit.
Every second year, tank vessels are scheduled for an external safety audit. A professional safety
audit company is called in to conduct an independent audit and provide an additional focus on safety
and environmental protection training and compliance with relevant rules.
All reports from superintendents, in-house and external auditors, and classification or oil company
inspectors are investigated and dealt with in accordance with statutory and commercial requirements,
with fulfilment of environmental objectives and targets a constant consideration.
Distribution
o As per HSSEQ System
References
ISO 14001 Sections 4.5.1 - 4.5.2
13. RECORDS
Purpose
The purpose of this document is to identify or specify documented procedures for the
identification, maintenance, and disposition of environmental and environmental
management training records
Application
Thome Singapore Office
Fully Managed Vessels
Responsibility
Shipboard Management Team
Technical Department
HSSEQ Department
Marine Department
Applicable Records
The specific records deemed to be environmental management and training records are those listed
in the Environmental Management Manual, when used in context with or for the primary purpose of
environmental management or training. This includes:
• Correspondence with Interested Parties
• Company Quarterly Management Review
• External Audit Reports
• Internal Audit Reports
• TSM Form 65A - HSSEQ Audit Check-List
• TSM Form 65B - Security Internal Audit Check-List
• TSM Form 97 - Safety & Improvement Report
• TSM Form 98 - Internal Audit Report
• TSM Form 157 - Identification and Evaluation of Environmental Aspects
• TSM Poster 007 - Smoke Comparison Chart
• TSM Form 159 - Environmental Management Program
Retention Time
The retention time of environmental records will be three years unless otherwise specified in the
company HSSEQ System.
Distribution
o As per HSSEQ System
References
ISO 14001 Sections 4.5.3
Application
Thome Singapore Office
Fully Managed Vessels
Responsibility
Shipboard Management Team
Technical Department
HSSEQ Department
Marine Department
Distribution
o As per HSSEQ System
References
ISO 14001 Sections 4.5.4
Application
Thome Singapore Office
Fully Managed Vessels
Responsibility
HSSEQ Department
Distribution
o Office Managers
o Masters
References
ISO 14001 Sections 4.6
16. POLLUTION
Purpose
The purpose of this document is to describe or specify the company's procedures for
periodic review of the environmental management system to ensure its continued
suitability, adequacy, and effectiveness
Application
The Singapore Office
Fully Managed Vessels
Responsibility
The Quality Assurance Department
Cargo-handling
This operation can be divided into three phases:
• Cargo Loading
• During the Voyage
• Cargo Unloading
• Normally, the Oil Record Book should be kept with the Chief Engineer and
should always be made available for inspection by PSC Inspectors or other
authorized persons
Ballasting in Port
• Potential for Pollution
o When starting to ballast non SBT ships, oil remaining in cargo pipes may
backflow to sea. The oil may flow through the sea chest(s) if the sea valve
is opened before the pump is up to speed and gaining suction.
• Pollution Prevention
o Drain all deck and pump-room cargo pipelines into aft most tanks to remove
static head of oil prior to pump start-up.
o Always make sure that when starting to take on ballast, the system is
properly lined up and the cargo pump is started and running before the sea
valve is opened.
It is a good idea to place a copy of the following notice close to each sea suction valve in the pump-
room:
• "Start Pump Before Opening Sea Suction"
o Closing off one tank increases the rate of flow to other open tanks on the
same line. As the ship trims by the stern, the rate of flow into after tanks
which are open will increase.
o The rate of flow into any tank which is nearly full can quickly be reduced by
opening the valve to an empty tank on the same line. If this is done at the
same time as closing the valve on the full tank, it is possible to control
precisely the rate of loading of individual tanks.
o The greater the pressure against a manual valve, the longer it will take to
open or close it.
o The liquid level in topped off tanks should be checked frequently to make
sure that the level is not rising because the tank valve is not properly
seated.
• Loading Final Tank
o Adequate notice should be given to the Terminal when approaching the end
of cargo. The last part of the loading operation should be done at a
reduced rate when loading the last tank only. The Chief Mate should make
sure that there are Terminal staffs on the jetty ready to shut down prior to
completion of cargo.
o When ordering the stop of cargo, time should be allowed for the Terminal to
shut down. Space should be allowed in the tank for this, and also for
draining loading arms.
Pollution Prevention
• Ship and shore personnel should discuss and agree on line, hose and loading
arm draining procedure.
• If draining to a full tank, make sure that there is enough ullage and that drainage
will not be directed to vent or IGS lines.
• Terminal personnel should be asked not to utilize pressure when "blowing back"
into ship's tanks
• Tank ullage openings should be closed while line draining is in progress.
• Make sure that unused manifolds on both sides of the ship are secured and
blanked tightly with bolts in every flange hole.
• After the draining there is still likely to be a small quantity of oil in the loading
arms at the time of disconnection.
• Make sure that drums, drip trays and also bags of sawdust are available at the
manifold.
16.4 CONTAMINATION
By Marine Organisms
Several countries in the world have experienced problems with marine organisms being transferred
in the ballast water of ships. In some countries, this has resulted in harm to local marine life affecting
fisheries due to depletion of resources. In an effort to control this, countries are implementing
legislative measures to control the discharge of ballast water.
In general this legislation requires the ship to change ballast when deep sea prior to arrival. It further
allows quarantine officers to sample ballast water for analysis and imposes heavy penalties for ships
which have not complied.
To date such legislation is being enforced in Australia, Canada, the West Coast of USA and several
North Sea ports. This is a trend that will increase and spread to other countries.
Masters should check with port agents or charterers as well as consult all relevant port information
systems to ensure such regulations are complied with.
By Oil/De-Ballasting Operations
Prior to arrival at port:
• Those ballast tanks containing ballast are to be inspected for oil contamination.
Inspection for oil contamination is to done by a visual check of the surface of the
water in the ballast tanks if possible. Those tanks situated next to cargo oil or
fuel oil tanks are to be identified for extra attention.
• Ballast tanks, cargo oil tanks and bunker oil tanks to be sounded to confirm that
there has been no transfer between tanks. It is recommended that this be a
daily check if weather conditions permit.
• It is recommended that ballast pipes and sea-chests be flushed through so no
discoloured water will be sighted on start up of de-ballast operations.
• A permanently stencilled sign to be marked at:
o The ballast pump/s control panel (or operating station) requiring that the
ballast tank/s to be discharged be inspected for oil contamination prior to
commencing de-ballasting.
• The ballast overboard valve/s requires that the ballast tank/s to be discharged
by inspected for oil contamination prior to commencing de-ballasting.
• At start of de-ballast operations and again during final stripping of a ballast tank
the area of the ocean close by the overboard valve is to be constantly monitored
for signs of oil pollution. During bulk de-ballasting frequent checks overboard
are to be carried out
• If any oil pollution is suspected then all operations are to cease and the vessels
oil pollution emergency action plan is to be activated.
• Masters and officers in charge of de-ballasting operations are reminded that
sampling via the tanks sounding pipes may not be a good indicator of oil
contamination due to the sounding pipe being solid. If manhole covers or tank
vents heads are removed then these must be properly re-secured after
inspection. If inspection is intended by overflowing tanks to confirm no oil on top
great care must be exercised to ensure that the tanks are not over pressurised.
• To assist in the detection of contamination of ballast water a stock of oil finding
paste is to be carried onboard.
• For further guidance, refer to the requirements of:
o The Thome Ballast Management Plan
o The onboard tank inspection plan (AMOS-D) for early identification of
problems.
Sewage
The Marpol Annex IV regulations shall be followed. No untreated sewage shall be discharged from
the vessel in port or less than twelve (12) nautical miles from land. For vessels with a sewage
treatment plant, this shall be properly used and maintained.
Garbage
No garbage shall be discharged / thrown overboard in port or at sea. Garbage, except for plastic,
shall be sorted and as much as possible shall be burnt in the incinerator.
Plastic is to be landed for shore disposal and not burned
According to Marpol Annex V, Chapter 9.6.6, paper, cardboard, metal, glass, food waste (not plastic)
which have been ground (comminuted) to a thickness of less than 2.5cm can be thrown overboard.
This can only be done when the ship is proceeding on her voyage and at a distance of more than 12
nautical miles from nearest shore. Regional or state variation may further restrict what cannot be
burnt / disposed of shall be stored onboard and disposed of in the appropriate shore facilities in a
port.
Discharging sewage
Annex IV of MARPOL, dealing with sewage, is not yet in force, but a number of countries (for
example, the United States) have stringent regulations governing the discharge of sewage into their
territorial waters.
MARPOL would not allow:
• Discharge of untreated sewage from ships in port.
• Discharge of untreated sewage at a distance of less than 12 miles from land.
• Discharge from a holding tank unless the ship is proceeding on her voyage.
If a ship carries a sewage treatment plant, this should be properly used and regularly maintained to
make sure that it works properly.
Discharging Garbage
According to Annex V to MARPOL 73/78, there is a distinction between the discharge of garbage
inside and outside Special Areas.
• Inside Special Areas, the Special Areas designated under Annex V are:
o The Mediterranean Sea
o The Baltic Sea
o The Black Sea
o The Red Sea
o The Gulfs sea area
o The Gulf of Aden
o The North Sea
o The English Channel
o The Wider Caribbean Region
No garbage at all can be thrown overboard inside the special areas.
The only exception is comminuted (ground up) food waste which may be thrown overboard beyond
12 miles offshore.
• Outside Special Areas
The following shows the type of garbage that can be discharged outside Special Areas and gives the
permitted distance from the nearest coast.
• Within 3 miles of the nearest land and in all inland waters
o Cannot throw anything at all overboard
• Within 3-12 miles off shore
o Cannot throw overboard plastic, dunnage, lining and packing materials that
float, also the following if not ground
• Within 12-25 miles off shore
o Cannot throw overboard plastic, dunnage, lining and packing materials that
float
• Outside 25 miles off shore
o Cannot throw plastic overboard
• Outside Special Areas there are three ways of disposing of garbage produced
on board ship:
o Put the garbage in bags, keep it on board and dispose of it in the
appropriate shore facilities when you reach port.
o Burn it in incinerators on board your ship. (Waste oil can also be burnt in
incinerators, though this is an expensive procedure).
o Throw overboard paper, cardboard, metal, glass, food waste (not plastics)
which have been ground (comminuted) to a thickness of less than 2.5 cms.
This must be when your ship is proceeding on her voyage and at a distance
of more than 12 miles from the nearest shore.
o For the retention of oil, oil soaked materials or any other pollutant until
proper disposal can be arranged
• Empty drums
o For the retention of oil, oil soaked materials or any other pollutant especially
any hard or solid objects until proper disposal can be arranged
• Chemical Oil Spill Dispersant
o For breaking up oil spills but only after approval is given by Port State
Authorities
With regards to pollution response equipment:
• The equipment is to be ready for immediate use when bunkering, carrying out
oil transfer operations or at any other time deemed necessary by the master or
local authorities.
• Crew are to receive regular training in the use of the equipment.
• Pollution response equipment is not to be used for daily operations but is to be
used exclusively for pollution prevention.
• An updated inventory of the equipment stocked onboard is to be maintained.
• An updated description of the location of equipment is to be maintained and
posted.
• Refer to Master MSM List 014 for minimum stock levels to be maintained
16.9 CONTAINMENT
Spill containment is a critical backup when oil has spilled on deck and the serious repercussions of a
pollution incident may be avoided by careful preparation of containment areas (e.g. scupper plugs,
drip tray plugs, etc).
The following precautions are to be complied with as well as those listed in the ISGOTT manual:
• Make sure that all scuppers are tightly plugged with any accumulated water
drained regularly. Scupper plugs are to be replaced immediately after the water
has been run off.
• Check and repair/replace any damaged scupper plugs prior arrival at the
loading or discharging port.
• Keep inside of scupper drain pipes clean and free from rust or corrosion to
ensure that expandable scupper plugs fit tightly.
• Make sure that dump valves into slop tanks (if fitted) are fully operational and
easily opened. All officers and crew on deck are to be briefed on use of these
valves (e.g. when in an oil spill emergency they are to be opened, if slop tanks
are under positive I.G. pressure it may be necessary to depressurize before
opening dump valves, etc).
• Where dump valves are not fitted then alternative methods of draining the deck
are to be considered with instruction to the officers and crew (e.g. the use of
butterworth / tank opening covers of the slop tanks to drain spilled from the
deck).
• Oil spill clean up equipment is to be made ready.
• Dump valves from the manifold drip tray, if fitted are to be regularly checked for
easy operation in an emergency.
• A crewmember should regularly check overboard during the cargo operations to
look for escaping oil.
• Gutter bars (fishplates) to be checked for holes or cracks (e.g. from corrosion,
etc).
• Whenever any changes are made in the log i.e. when a Tag is removed or when
new Tags are fitted in place
• On Ch Engineer signing-off, together with Chief Engineer's Hand over form
• File 20.7.2 Record of Environmental Tag Seals would contain
o Identification & Agreement of Location Plan, as described in ‘First Step’
below
o TSM Form 160 as updated and submitted to Office
• Caution! The tail of the TAG should not be cut. Leave it as original to easily
identify any tampering
Installation at Compression locations (Figure 16.16-2)
• Disconnect and remove the compression fitting and pipe for modification
• Braze a small copper ring or washer to both nuts of the compression fitting to
allow for the TAG
• Install the compression fitting and fit the TAG through both the rings of the
compression nuts so that the nuts are tied together by a single TAG
Figure 16.16-2: Details for installing “Tag Seals” on flanged & compression locations
• The Gulfs
• The Gulf of Aden
• The Antarctic
• North-West European Waters
While not designated as a “Special Area” the Australian Great Barrier Reef allows no discharge of oil
or effluent shoreward of a line running along the outer side of the reef.
• The ship is proceeding en route.
• The oil content of the effluent does not exceed 15 PPM.
• The oil-water separating equipment is operating fully and functioning properly so
that any effluent detected to have more than 15 PPM is automatically retained
onboard.
• The effluent has not been mixed with cargo residues.
• The effluent does not contain chemicals or other substances in hazardous
quantities.
• The ship is not within port limits.
Although no longer an international requirement Thome recommends that the discharge of bilge
water from machinery spaces be carried out more than 12 miles from the nearest land to further limit
any damage that may be caused by accidental discharge of oil.
Note that discharge overboard should only be carried out if the oily-water separator is operating in
the fully automatic mode.
• All engine staff are to note that bypassing the oily water separator is illegal and
will not be tolerated on Thome managed vessels.
• The company does not recommend or encourage disposal of bilge water
overboard in the non-automatic discharge mode. If non-automatic discharge
overboard is being carried out an engineer familiar with the operation of the oily-
water separator must be on standby at the equipment for shut down if an alarm
occurs. The company would only advise this operation be carried out if the
vessel is more than 12 miles from the nearest land and there is no other
alternative available.
• In the case of accidental discharge or the possibility of such discharge the
Master shall send a report giving all relevant details by the fastest possible
means to the authorities of the nearest coastal state without delay. The
Protocol 1 of MARPOL 73/78 (Provisions Concerning Reports on Incidents
Involving Harmful Substances) gives information needed in first and following
reports in such circumstances.
Only green label detergents are to be used when cleaning engine room bilges where wash water is
discharged through the oily water separator.
• The Bilge - slop transfer is class approved and IOPP certificate is suitably
endorsed. (Section 3.2.3)
• Office Concurrence has been confirmed.
o (During loaded passage transfer of sludge is to be avoided as far as
practicable and if required then office to be informed and concurrence to be
obtained. Office will contact owners for the necessary permission before
permitting the transfer.)
Other operational steps are:
• No other filling to, or discharge from, the slop tank is to take place while sludge
is being transferred;
• Release overpressure in the slop tank;
• Check that all relevant valves are closed;
• Remove blank flanges and connect the spool piece between the sludge
discharge line and the slop tank branch line;
• On completion close all relevant valves, remove the spool piece and refit the
blank flanges.
16.21 RECORDS
An Oil Record Book Part 1 for machinery space bilge’s and draining and as prescribed by law shall
be kept.
• The oil record book must be kept readily available for inspection by Port State
Control or other authorized persons for inspection at any time.
• The entries into the oil record book shall be as per the Flag Authority
requirements and the Chief Engineer is to be responsible for the correct keeping
of this book.
• With regards to entries into the oil record book, it is highlighted that great
attention must be given to making correct and proper entries.
Case 2
Transfer of bilge water from tank listed in item 3.3 in the Supplement to the IOPPC to deck/cargo slop
tank
16.24 NOTICES
US Federal regulations require the following text to be displayed clearly at the bilge and ballast
pumping stations:
• Discharge of oil prohibited TSM Poster 003
o The federal water pollution control act prohibits the discharge of oil or oily
waste into or upon the navigable water s of the united states or the waters
of the contiguous zone or which may affect natural resources belonging to
appertaining to or under the exclusive management authority of the united
states if such discharge causes a film or discoloration of the surface of the
water or causes a sludge or emulsion beneath the surface of the water.
Violators are subject to substantial civil penalties and/or criminal sanctions
including fines and imprisonment.’
16.25 SEWAGE
The control and disposal of sewage is considered by the company to be an operation where there is
a risk of pollution if standard procedures are not followed and crew are not properly instructed.
The Chief Engineer is designated as the officer with responsibility to the Master for all operations
involving the operation and maintenance of the sewage system equipment.
The MARPOL 73/78 Annex IV regulations are to be followed and discharge of sewage is prohibited:
• Unless the vessel is more than 12 miles from the nearest land or
• Unless the vessel has in operation a fully operational and approved sewage
treatment plant that produces no visible floating effluent or discoloration of the
area around the vessel or
• Unless the vessel is more than 4 miles from the nearest land and has a fully
operational and approved system capable of disinfecting and comminuting
sewage.
• From a holding tank unless the ship is proceeding on voyage, at a speed of
more than 4 knots & releases the effluent gradually (not an instantaneous
discharge).
• Discharge of untreated sewage is prohibited:
o In port
o At a distance of less than 12 miles from the nearest land
Some port and coastal authorities have regulations that are more stringent and Masters are advised
to seek guidance from their port agents in these matters and strictly adhere to the regulations in
force. The sewage treatment plant onboard is to be maintained and operated as per the
manufacturers’ recommendations. It is recommended that the PMS system be utilized for
maintenance and record keeping.
Distribution
N/A
References
ISO 14001 Sections 4.6
Marpol 73/78
Application
Singapore Office
All vessels under full technical management
Responsibility
HR and Administration Manager
Masters
Technical Superintendents
Purchasers
17.1 PREFERENCE
Suppliers will be considered interested parties and as such will be notified of Thome's EMS
requirements. When economically viable alternatives are available, preference will be given to
recycled or otherwise environmentally friendly product, including:
• Soaps
• Cleaners
• Pressurised spays
• Refrigeration systems and gases
• Chemicals
• Fire extinguishing media
• Refer units
• Computers and electronics
• Machinery
• Recycled supplies
• Doing business with companies that actively promote the environment
Purchasers making queries to vendors must include a standard statement on the purchasing inquiry
to indicate that a least one quote should be for products meeting following standards if available:
• Products that are Green Label
o For Stores
• Products that are EnergyStar Compliant
o Computers & Electronics
o Machinery
Distribution
o As per Master-List
References
Thome Ship Management HSSEQ System
ISO 14001 Section 4.4.6
Application
All Fully Managed Vessels
Responsibility
Shipboard Management Team
Chief Officer
Chief Cook
• Other Garbage (Paper, rags, glass, metal, bottles, crockery and similar refuse
either comminuted or not comminuted, etc.).
• Floating dunnage, lining and packing materials.
This garbage storage area is to be arranged with covered garbage storage drums marked as
indicated in the Garbage Management Plan. The table contained in Form TSM 154A “Garbage
Management Plan” (with notations) is to be displayed in the galley and pantries, on the bridge, in the
engine control room, in the accommodation near the mess rooms and in any other place deemed
necessary by the Master. The designated garbage management personnel are:
• To arrange collection of the garbage from all the receptacles placed aboard the
ship as and when necessary but generally weekly, however, galley waste is to
be collected daily.
• To ensure the garbage is properly separated.
• To ensure all processed and unprocessed garbage is stowed in tight, securely
covered containers.
• To ensure that there is no build up of gas from the waste in the storage area.
• To ensure that non compatible waste is stowed separate from each other.
• To ensure the area is kept properly cleaned and disinfected to prevent
infestation by flies, insects, etc.
Crew members must assist in garbage management by properly separating and placing garbage in
the relevant receptacles provided onboard. To assist with separation, extra receptacles are to be
placed in the following areas where feasible:
• Galley & Pantries - 3 in total – 1 marked for Plastics & Plastics mixed with non-
plastics, 1 marked for Food Waste and 1 marked for Other Garbage (Paper,
rags, glass, metal, bottles, crockery, etc.)
• Common rooms – Bridge, Engine Control room, Cargo Control Room, Mess and
TV rooms - 2 in total – 1 marked for Plastics & Plastics mixed with non-plastics
and 1 marked for Other Garbage (Paper, rags, glass, metal, bottles, crockery,
etc.)
• At all other places a single receptacle is acceptable (cabins, etc).
• All garbage containers within the accommodation and machinery spaces are to
be constructed of non-flammable material.
• The garbage storage area outside of the accommodation and engine area may
use plastic containers.
• The Chief Officer shall verify the permit or licence of the waste disposal
subcontractor at port
• Only garbage that meets the international and company requirements may be
disposed of into the ocean.
o A Garbage Storage & Disposal Table is detailed in Form TSM 154.
o Special attention and care is to be taken when the ship is in the designated
special areas to ensure compliance with applicable regulations. Special
Areas are detailed in Form TSM 154.
• When garbage is to be processed (burned) onboard:
o This operation is to be carried in strict compliance with the incinerator
manufacturer’s instructions. The instructions are to be readily available
near the operating station of the incinerator and the ship crew operating the
incinerator must be properly instructed and protected.
o Care is to be taken to avoid dangerous situations that may result in injury to
the crew or damage to the machinery (e.g. burning pressurised containers
and aerosol cans, burning items that give off toxic gases).
o Residual clinker and ash is to be stored onboard for disposal at a
convenient port facility.
o No incineration of garbage is to take place while in port limits
o No materials prohibited by MARPOL Annex VI may be incinerated
18.5 MINIMISATION
Masters and department heads are advised that the amount of garbage generated onboard is to be
kept to a minimum. To reduce the garbage generated the following is to be considered:-
• Return packaging from stores and provisions to the suppliers if the packaging
has no special use or purpose onboard.
• Recycle packaging for onboard use (e.g. 20 litre paint drums for use as garbage
bins or as buckets, 200 litre drums for use as garbage storage or pollution clean
up equipment, rope and wire rope to be used for securing, small amount of
dunnage or packaging to be retained for future packaging, etc.).
Batteries
• Used batteries are to be stored in plastic containers for disposal at approved
facilities.
o Batteries are explosive and must never be burned.
Plastics
• Plastics should never be burnt onboard. Use of compactor if provided to be
made to compact plastic to minimise the storing space.
Used Chemicals
• Used and contaminated cleaning chemicals are to be stored in sealed drums for
disposal to port facilities or preferable, returned to the manufacturer
• Chemicals must never be mixed
• Drums must be well marked and inventoried
• Used chemicals must never be burned.
• Where there are rags or material contaminated with these chemicals:
o Washed dry and recycle if possible
o Burn if not recyclable
o Store for disposal at port facilities if unsafe to burn
Reference
Experience Feedback: Safety Alert – Fire on Poop Deck. HSSEQ Circular 03-2007
MARPOL 73/78
Port State Regulations
ISO 14001
Application
Thome Singapore Office
Fully Managed Vessels
Responsibility
HSSEQ Department
Distribution
File Onboard
References
ISO 14001 Sections 4.6
46 CFR Part 39
Application
All vessels under full technical management
Responsibility
Shipboard Management Team
Nitrogen Oxides
Nitrogen dioxide (NO2) is a reddish brown, highly reactive gas that is formed in the ambient air
through the oxidation of nitric oxide (NO). Nitrogen oxides (NOx), the term used to describe the sum
of NO, NO2 and other oxides of nitrogen, play a major role in the formation of ozone. The major
sources of man-made NOx emissions are high-temperature combustion processes, such as those
occurring in automobiles and marine power plants.
Sulphur Oxides
Emissions of SO2 are largely due to the use of fossil fuels containing sulphur (coal, lignite, petroleum
coke, heavy fuel oil, domestic heating oil, diesel oil). All users of these fuels are involved. Certain
industrial processes emit oxides of sulphur but the biggest emitters are generally power stations,
refineries, and large combustion plants such as Marine Diesel Engines. SO2 is a key contributor to
smog and acid rain.
Under MARPOL ANNEX VI, The sulphur content of any fuel oil used on board ships shall not exceed
4.5% m/m. While ships are within SOx Emission Control Areas, such as the Baltic Sea, the sulphur
content of fuel oil used on board ships must not exceed 1.5% m/m.
Solid Particles
For both physiological and psychological reasons, pollution by dust was felt by populations in early
times, and gave rise to regulations long ago, though the toxicity of dust is often less than many
gaseous constituents. Aboard ship, the principal sources are combustion plants. Solid particles act
as vectors of different toxic or even carcinogenic or mutagenic substances (heavy metals) and for this
reason remain a major issue of concern.
Carbon Dioxide
The importance attributed to CO2 comes from the rapid increase in the concentration of this gas in
the atmosphere as a result of increased consumption of fossil energy in the world and a major
reduction in the area covered by forests (a tropical forest absorbs from 1 to 2 kg of CO2 per m2 each
year, whereas a European forest or a cultivated field absorbs only 0.2 to 0.5 kg of CO2 per m2 each
year). In addition, the oceans play an essential role in maintaining the general carbon balance. The
increase of CO2 in the atmosphere, in the proportions that we observe, would probably not pose any
problem to mankind for a very long time if it were not for the phenomenon of the enhanced
greenhouse effect and its potential socio-economic consequences, which could prove dramatic
according to the experts.
Carbon Monoxide
Carbon monoxide is produced by incomplete combustion, generally due to badly-adjusted equipment
(especially in the smallest installations). It is also present in the by-products of certain industrial
processes (agglomeration of minerals, steel works, incineration of waste) but also and especially in
exhaust fumes of internal combustion engines.
CFCs - Chlorofluorocarbons
CFC emissions used to be due to the use of products in everyday consumer goods (aerosol
propellants, foams, fire extinguishers, refrigerants, etc.). Under an international agreement, the
production of these substances, which contribute to the greenhouse effect, is now greatly reduced
and in fact largely banned, but given their atmospheric lifetime (about 60 to 110 years depending on
the substances), the quantities present in the atmosphere will continue to have an effect for some
time.
Aboard ship, refrigerating systems are already regulated in relation use of R12 and R-22 gases for
refrigeration plants and Halon gas for fire extinguishing systems is being phased out.
Ozone
This is an important intermediate element in the formation and development of photochemical
oxidants. The ozone layer (stratospheric or 'good ozone') protects us from UV rays from the sun,
whereas tropospheric ozone ('bad ozone') is a very toxic pollutant because it is in direct contact with
humans and other ecosystems. The combination of solar radiation, NOx and Volatile Organic
Compounds encourages the formation of tropospheric ozone.
Shipboard Incineration
Shipboard incinerators also contribute significantly to air pollution generated by vessels. Under
MARPOL Annex VI, substances prohibited from being incinerated include cargo residues from Annex
I (oil), II (Chemicals) and III (packaged dangerous goods) or related contaminated packing materials;
polychlorinated biphenyls (PCBs) as found in electrical transformer oil; garbage containing more than
traces of heavy metals; and refined petroleum products containing halogen compounds.
TSM Poster 007. Any constant observation, lasting longer than 30 Minutes, of
level 5 or greater, will be reported to the Chief Engineer.
• Noon smoke observations including the level observed and any actions taken, are
to be logged in the ships log book
• Smoke stack emissions in excess of level five are to be investigated by the engine
department to determine if the air fuel ratio or other factors require adjustment.
The engine department is to adjust machinery settings or induce procedures (such
as a soot bomb) as needed to maintain an efficient burn.
Cargo Vapours
Tankers which are subject to vapour emission control requirements should be fitted with a Vapour
Emission Control System (VECS) approved by the flag administration. VECS systems should be
utilised in accordance with local requirements.
Incinerators
Substances prohibited under MARPOL Annex VI are not to be burned in the ships incinerator. This
includes:
• Cargo residues
• Refined Petroleum
• Transformer oil
• Used paint or chemical containers
• Batteries or other lead containing materials
A placard listing prohibited materials should be posted in the incinerator room.
Distribution
o As per Distribution Chart
References
o Thome Ship Management HSSEQ System
o ISO 14001 Sections 4.3.1
Application
Singapore Office
All vessels under full technical management
Responsibility
Section Heads in each office department
Shipboard Management Team
• Waste copy paper onboard will be separated and re-used for printing of draft
documents so that both sides are used
• Waste copy paper in the office is to be shredded and sent for recycling
• Printing of non-essential e-mail will be discouraged. Section Heads will monitor
department staff and secretaries will monitor paper consumption.
Garbage should be segregated for proper disposal and recycling where possible. Areas should be
established, if adequate space if available, to allow recycling and/or proper disposal of the following
items:
• Clear plastic bottles of grade No.1 & No.2 (drinking water)
• Steel or tin cans with lids
• Scrap Aluminium (beer and drink cans, lathe and press turnings)
• Unbroken glass jars and bottles
• Cardboard boxes
• Broken or antiquated spare parts
• Phone books
• News Papers
• Hazardous waste - for return to supplier or manufacturer
o Batteries
o Toner Cartridges
o Expired Medicine
o Other hazardous items
When storage becomes full, the quantity of material should be weighed or weight estimated and
entered on the Recycling Record Form TSM 165. The materials' destination, whether recycled or
disposed of, is to be recorded. Recycling and waste minimisation measures are voluntary and
subject to space available, availability of facilities, and trade considerations.
Distribution
o Original - HSSEQ Department
o Copy - Circulation to Office Managers
o Copy - All vessels under full technical management
References
Thome Ship Management HSSEQ System
ISO 14001 Section 4.3.4
Application
Singapore Office
All vessels under full technical management
Responsibility
Section Heads in each office department
Shipboard Management Team
Sea-ice growth usually starts sometime after freezing air temperatures are achieved because the
freezing point for sea water, which contains salts, is between -1.6° and -1.7°C. Also warmer water
from within the ocean may reduce the effect of freezing air temperatures on the surface water, further
delaying ice growth.
Polar Lows
Arctic instability lows or polar lows are small, intense low-pressure events that may not be detected
or predicted by meteorologists. However polar low systems may be forecast before they form when
conditions are favourable to support their development. Fortunately, polar lows can be seen on
satellite images; and once the polar low has been flagged, the meteorologists can alert the marine
community to their existence. Unfortunately, there are periods when a given area is not covered by
satellites; so the first indication of a polar low may be a sudden change in pressure, rapid increase in
wind, or heavy snow flurries at a ship or land station.
Polar lows are known to occur in the North Atlantic, North Pacific, Hudson Bay, Hudson Strait, Davis
Strait, Baffin Bay, Labrador Sea, and Chukchi Sea. Small versions of polar lows can also exist on the
Great Lakes. Polar lows form near the ice edge or coast where very cold air flows from ice or land
surfaces over open water, which is warm relative to the air temperature. The cold air warms, rises,
the pressure falls, a circulation evolves and, depending on other supportive factors such as cooling
aloft, the polar low deepens or weakens. Polar lows usually occur during the fall, winter, and early
spring. They are low-level features, generally steered by the winds at 1200 - 2500 m. Polar lows,
which get their support from upper troughs or cold upper lows, tend to move in the direction of that
upper feature.
Polar lows are often accompanied by strong winds and areas of moderate to heavy precipitation. A
polar low can form in as few as 12 hours and seldom lasts more than a day. However, under
stagnant weather systems, polar lows or a family of polar lows can persist for several days. Table 3
demonstrates the rapid development of a polar low. In this case the low was documented by the
Canadian Coast Guard Ship Norman McLeod Rogers on October 3, 1987 while in Hudson Strait. A
polar low developed rapidly and gave the vessel winds of gale strength within hours of the winds
being light.
Precipitation Patterns
Precipitation patterns vary considerably between the Great Lakes in southern Canada and the Arctic
islands provides an indication of rainfall patterns by showing information for selected coastal stations.
Rain and snow may be of concern to shipboard activities in spring and fall when rain, combined with
low temperatures, can result in vessel icing.
An important factor in determining precipitation amounts is the availability of moisture sources. In the
high Arctic, water available for precipitation is generally low. However, areas of relatively high
amounts of available water are found around southern Baffin Island in Davis Strait and in the
Amundsen Gulf-Victoria Island area. The northern and central parts of the Arctic have lower moisture
availability which is reflected in lower rain and snowfall in these areas.
Freezing spray: Ice which forms on a ship's hull and topside facilities as sea spray comes in contact
with cold metal.
Super-structure icing: The formation of ice on a ship's hull or deck facilities, caused by freezing sea
spray, precipitation, or fog.
Vessels operating in Canadian waters in late fall and winter are likely to experience some degree of
topside icing on decks, bulwarks, rails, rigging, and spars. Icing can hinder shipboard activity and, in
extreme cases, it can seriously impair vessel operations and stability. The accumulation of ice on a
ship's superstructure can raise the centre of gravity, lower the speed and produce difficulty in
manoeuvering. Icing can also cause various problems with cargo handling equipment, hatches,
anchors, winches, and the windlass. Smaller vessels are most at risk.
Icing on vessels can result from freshwater moisture such as fog, freezing rain, drizzle, and wet
snow, or from salt-water including freezing spray and wave wash. Icing from advection and
evaporation fog can be a problem in the fall months, but occurs rarely in winter as moisture sources
are minimal once an ice cover forms. Icing arising from precipitation can occur when there is an
accompanying drop in air temperature, but its occurrence is generally limited to the spring and fall
months. In the Arctic, it is an infrequent phenomenon, with most areas experiencing less than 25
hours annually. Areas such as western Baffin Bay, Davis Strait, and Amundsen Gulf near Cape Parry
experience 25 to 50 hours of icing annually, whereas off Brevoort and Resolution Islands icing may
occur for as many as 100 hours each year.
Of the various forms of superstructure icing, freezing spray is the most common, and is the most
severe cause of ice build-up. It can occur whenever the air temperature falls below the freezing
temperature of sea-water and when sea-surface temperatures are below 6°C. To get spray icing you
need a source of spray, and enough cooling from the atmosphere so that spray freezes to an object
before it has had time to run off. Freezing spray can be experienced in almost all Canadian waters,
although it is more frequent and more severe in coastal waters off eastern Canada. Ice accretion
rates from freezing spray can exceed 2 cm/hr and ice build-up of over 25 cm is not uncommon.
In addition to air temperature and wind speed, other factors affecting freezing spray accumulation are
the particular ship characteristics including size and shape of deck fittings. Smaller vessels are
exposed to more spray, and lose stability more rapidly than larger vessels. Finally, it is important to
note that the presence of sea or lake ice will reduce wave generation and the potential for freezing
spray. As a general rule, it can be assumed that freezing spray will not be a problem once the ice
cover exceeds 6/10 concentration. Once vessels are in the ice, the potential for freezing spray is
virtually zero. The preceding paragraphs describe the general process of superstructure icing, but
variations in spraying and heat loss over the vessel can result in significant variations in ice
accumulation rates, depending on elevation and exposure of a shipboard object. For instance, ice
accumulates more rapidly on rigging and spars, increasing the potential for a vessel to capsize.
The effects of freezing spray can be minimized by slowing down in heavy seas to reduce bow
pounding, running with the sea, or seeking more sheltered sea conditions near-shore or in sea ice.
Another option may be to head to warmer waters, although this is not possible in many Canadian
marine areas.
Under severe icing conditions, manual removal of ice may be the only method of preventing a
capsize. It is important for the Master to consider the predicted duration of an icing storm and the rate
at which ice is accumulating on his vessel in determining which strategy to follow. Several tips for
minimizing icing hazards on fishing vessels are:
• Head for warmer water or a protected coastal area;
• Place all fishing gear, barrels, and deck gear below deck or fasten them to the
deck as low as possible;
temperatures are very cold: vessel icing reports from east coast waters show that combined spray
and fog icing conditions are more frequently experienced in the Labrador Sea.
The potential for spray icing exists from October to May in both areas. However, this is modified in
Hudson Bay by the heavy ice cover which restricts vessel speed and wave growth for most of the
winter. Spray icing is, therefore, most frequently encountered in October and November when
temperatures are dropping, but before the ice cover has advanced significantly. In contrast, spray
icing can be encountered throughout the winter off the Labrador coast, where conditions leading to
spray icing exist more than 30 per cent of the time in January and February.
In Hudson Strait and Hudson Bay, freezing precipitation is most likely in the spring and fall, whereas
in the Labrador Sea, freezing precipitation is experienced over the entire winter period. Supercooled
fog is most frequently reported in February and March in the Labrador Sea, and in the fall for Hudson
Bay. It should be noted that it is very difficult to obtain information about the winter marine climate of
Hudson Bay because there are very few ship reports.
Freezing spray conditions are usually produced by large, intense cyclones centred to the northeast of
each area. These storms set up strong west-northwest flows of cold arctic air, which produce snow
showers and squalls over open water. During spray events in the Labrador Sea, the air temperature
is typically -10°C with 30-knot westerly winds, and 4 to 5 m waves. Typical conditions are less severe
in Hudson Bay, with an air temperature of -6°C, 25-knot northwesterly winds, and 2 to 3 m waves.
Because icing events in the Labrador Sea are most frequently associated with westerly winds,
conditions can appear deceptively sheltered near shore. The danger here is that if small coastal
vessels venture out in these conditions, severe icing may be encountered offshore.
From an investigation of icing thickness reports in the Labrador Sea, one area showed noticeably
heavier ice accumulations: average accretion thicknesses exceed 10 cm on Hamilton Bank (54°N,
55°W), whereas they are typically 4-5 cm elsewhere. These heavier accumulations may result from
more intense local icing conditions (for example shorter, steeper waves), or because this area is
visited by vessels more susceptible to spraying and consequently to icing.
Arctic Waters
Generally, freezing spray is less of a problem in the Arctic than in the Gulf of St. Lawrence or the
southern Labrador Sea, but the likelihood of marine icing incidents is at its greatest potential (over
20% of the time) during the fall. This is the period when the air temperatures are significantly below
zero and open water is still prevalent in Baffin Bay, Davis Strait and the northern portions of the
Labrador sea. Although it occurs less frequently, incidents of freezing spray in the western Arctic and
Beaufort Sea have been reported, with extreme cases of ice accumulation exceeding 15 cm.
Arctic Waters
Although there has not been a great deal of measurement of ocean currents in the Arctic, general
circulation patterns are understood.
The ocean circulation system in Baffin Bay is particularly important to Arctic navigation. The counter-
clockwise flow carries relatively warm water northward along the west Greenland coast, across Baffin
Bay at the north end, and mixes it with southward-flowing cold water from Nares Strait between
Greenland and Ellesmere Island. Combined with a smaller cold water outflow from Jones Sound and
a larger outflow from Lancaster Sound, the current carries cold water southward along the east Baffin
Island coast. The current speed along the northeast coast of Baffin Island is about 0.8 knots in the
summer. Very little is known about seasonal variability.
There are two ocean surface circulation patterns in the Arctic Ocean – the Beaufort Gyre and the
Trans-Polar Drift. It is generally believed that the outflow along east Greenland is from the Trans-
Polar Drift, whereas the outflow through the Canadian Arctic Archipelago is from the Beaufort Gyre.
However, oceanographic studies indicate that Nares Strait water also comes from the Trans-Polar
Drift, with the eastern-most outflow of the Beaufort Gyre passing through Nansen Sound. Through
other parts of the Archipelago, there tends to be southeastward drift in the Queen Elizabeth Islands
and eastward flow through Parry Channel.
Wind-generated currents are important in many of the smaller water bodies surrounding the Arctic
islands. The nature of these currents varies with wind velocity, fetch, water depth, and local
topographic relief.
In the Western Arctic, the clockwise rotation in the Arctic Ocean results in a net east to west flow in
the Beaufort Sea. Current speeds are moderate, on the order of 1 to 2 knots. Wind-induced currents
and discharge from the MacKenzie River can affect both the speed and direction of water currents in
the Beaufort Sea.
The Eastern Arctic is affected by tides with average daily ranges of 2 to 3 m, although large ranges in
excess of 6 m are sometimes observed. Local anomalies may alter these ranges between high and
low tides and may result in strong tidal currents in some areas. Narrow channels such as Hell Gate,
Penny Strait and, to a lesser degree, Nares Strait and Byam Channel, are examples of this. Tides in
the eastern Arctic are highest in the Hudson Strait and Iqaluit areas where Atlantic tides are felt. In
the western and central Arctic, including most of the Queen Elizabeth Islands west of Resolute Bay,
Arctic tides predominate. The Arctic Ocean, due to its polar location, has the lowest tidal range of any
of the world's oceans. Here, average daily ranges are generally less than 1 m.
In addition to affecting vessel operations, tides may result in intermittent pressure within an ice cover,
affecting navigation. Table 6 illustrates the range in tides through the Canadian Arctic. Detailed tidal
information for Arctic Island waterways is available in the latest edition of the Canadian Tide and
Current Tables, available through Fisheries and Oceans Canada.
In some areas, particularly around the Beaufort Sea, storm surges affect sea levels as much as do
tides. In ice-free summers, storm induced sea-level increases of up to 1 m are common, and may
persist for several hours. In some embayments, such as Tuktoyaktuk Harbour, surge levels may
exceed 2 m. Tuktoyaktuk surge increases are associated with onshore winds, while temporary
decreases in sea level occur in response to strong offshore winds. Negative surges can hinder vessel
traffic in and out of Tuktoyaktuk Harbour because of relatively shallow water depths. Winter surges
also occur in the Beaufort Sea but less frequently. However, even moderate highwater levels can
force large pieces of ice onto beaches.
Environmental Disturbances
Environmental effects of a harmful nature are becoming an increasingly important concern in marine
navigation. This concern applies to navigation in ice-covered waters where special navigational
considerations may have a potential for environmental disturbance. While it is clear that accidents
can have a detrimental effect on the environment, even normal marine operations have the potential
to affect valued components of the environment. Valued components may include the following :
• Rare or threatened species or habitats;
• Species or habitats which are unique to a given area;
• Species or habitats which are of value for aesthetic reasons;
• Species which may be used by local populations; and
• Cultural and socio-economic practices of local populations
There are numerous potential effects which are not unique to ice environments; however, the
presence of ice, cold temperature, and remote location, may enhance the level of disturbances over
similar activities in milder environments.
Some specific environmental disturbances which are unique to ice-covered waters, include the
possible restriction of on-ice travel of local populations when a track is created in the ice, potential
disruption of the formation or break-up process for local ice edges and, in the early spring, disruption
of seal breeding on the ice.
Potential disturbances arising from normal operations are generally location-specific. In most cases,
avoiding sensitive areas and times of the year will mean that disturbances can be avoided.
Adherence to navigation practises, as outlined in this manual, will minimize the risk of environmental
disturbances from navigation in ice. Navigators should consider how their ship might affect the
environment and take measures to minimize the disturbance.
Distribution
o Original - HSSEQ Department
o Copy - Circulation to Office Managers
o Copy - All vessels under full technical management
References
Thome Ship Management HSSEQ System
ISO 14001 Section 4.3.4