SM7 - HSE Procedure 1

PT.
Perusahaan Pelayaran EQUINOX
SHIPBOARD MANAGEMENT MANUAL

Title : HEALTH, SAFETY AND ENVIRONMENT PROCEDURES
Issue Date : 12/04/12
Issue Status : Issue 2 Authorized By : COO
CONTENTS
Chapter
1. INTRODUCTION TO HEALTH SAFETY & ENVIRONMENT PROCEDURES
2. GENERAL
3. ASPECTS IDENTIFICATION
4. ANALYSIS AND EVALUATION
5. HEALTH, SAFETY OR ENVIRONMENTAL ASPECTS REVIEW
6. HEALTH, SAFETY OR ENVIRONMENTAL OBJECTIVES AND TARGETS
7. REVIEW OF ENVIRONMENTAL OBJECTIVES AND TARGETS
8. DESIGNATED PERSON ASHORE
8.1 SECURITY ADMINISTRATION
9. DEFINITIONS
9.1. DPA (Designated Person(s) Ashore)
9.2. Non-Conformity (NC)
9.3. Major Non-Conformity
9.4. Objective Evidence
9.5. Observation
9.6. Safety Management Audit
9.7. Accident
9.8. Incident
9.9. Hazard
9.10. Verify
9.11. Work Injury
9.12. Fatality
9.13. Lost Work Day Case (LWC)
9.14. Restricted Work Case (RWC)
9.15. Medical Treatment Case (MTC)
9.16. Lost Time Injuries (LTIs)
9.17. First Aid Case (FAC)
9.18. Total Recordable Cases (TRC)
9.19. Near Miss
9.20. Permanent Total Disability (PTD)
9.21. Permanent Partial Disability
9.22. Continual Improvement
9.23. Occupational Health and Safety
10. KEY PERFORMANCE INDICATORS (KPI)

PT. Perusahaan Pelayaran EQUINOX

Chapter
11. SAFETY TOOLS USED ON EQUINOX VESSELS
12. FAMILIARISATION OF NEW PERSONNEL
13. NON-CONFORMANCES, ACCIDENTS, HAZARDOUS OCCURRENCES, CORRECTIVE

AND PREVENTIVE ACTION
14. EMERGENCIES – GUIDELINES ON PROCEDURES, INVESTIGATION AND REPORTING
14.1. Prompt and positive response to the Emergency

14.2. Collect relevant and related information about the incident.
14.3. Analyze all significant causes
14.4. Develop and take remedial action
14.5. Review findings and recommendations.
14.6. Follow up on corrective action plan.
14.7. Gathering Information
14.8. Reenactment
14.9. Sketches
14.10. Equipment Evaluations
14.11. Material Failure Analysis
14.12. Record Logs
14.13. Analyzing Accident/ Incident Causes
14.13.1. Step by Step Approach to Problem Solving
14.13.1. Guidelines on Step by Step Approach to Problem Solving
14.13.2.1. Loss, Resulting from the incident (HARM or DAMAGE)
14.13.2.2. Incident / Event (A brief description o the incident c be
given)
14.13.2.3. Immediate Causes
14.13.2.4. Basic Causes
14.13.2.5. Lack of Control
15. SAFETY COMMITTEE
15.1. Safety Meeting

15.2. Special Safety Meeting when an accident/ incident occurs
15.3. Vessel Inspections
16. TRAINING
16.1. Muster Lists

16.2. Safety Training Manual
16.3. Group Training
16.4. Emergency Drills
16.5. Safety Video Training

Chapter
17. PREVENTION OF SLIPS TRIPS AND FALLS ON BOARD
17.1. Slips
17.2. Trips
17.3. Key Factors
18. HOUSE KEEPING
19. RISK OF FIRE
19.1. Smoking
19.2. Electrical Fittings
19.3. Spontaneous Combustion
19.4. Cleanliness
19.5. Galley Fires
19.6. Incorrect Drying of Laundry
20. PERSONAL PROTECTIVE EQUIPMENTS
20.1. General Classification of PPE

20.2. Limitations of PP Equipments
20.3. Care and Maintenance of PPE
20.4. Responsibility
20.5. Safety Helmets or Hard Hats
20.6. Safety Foot Wear
20.7. Safety Goggles/ Shields
20.8. Hearing Protection
20.8.1. Ear Plugs
20.8.2. Ear Defenders (Muffs)
20.9. Gloves
20.9.1. Leather, Canvas or Metal Mesh Gloves
20.9.2. Fabric and Coated Fabric Gloves
20.9.3. Chemical - and Liquid-Resistant Gloves
20.9.3.1. Butyl Gloves
20.9.3.2. Natural (Latex) Rubber Gloves
20.9.3.3. Neoprene Gloves
20.9.3.4. Nitrile Gloves
20.9.4. Precautions, Care and Maintenance
20.10. Personal Fall Arrest Systems - Safety Harnesses
20.11. Protective Clothing
20.11.1. Synthetic Clothing
20.11.2. Coveralls, Cotton
20.11.3. Coveralls, Disposable
20.12. Welding/Cutting Protection
Chapter

20.13. Chemical Protection

20.13.1 Light Chemicals
20.13.2 Heavy Chemicals
21. MARKINGS, SAFETY SIGNS AND NOTICES
21.1. Safety Sign and Poster
22. RISK ASSESSMENT
22.1.Responsibility
22.2. Objective
22.3. Procedure
22.4.Risk Assessment
22.5.Risk Assessment Methodology
22.6.Brain Storming
22.7.Work Activity
22.8.Hazard Identification
22.9.Consequences
22.10.Probability
22.11.Assessing Risk Factor
22.12.Risk Assessment Exercise
22.13.Risk Assessment for work processes
22.14. Records
22.15. Review
22.16.Reporting
22.17.Conclusion
23. PERMIT TO WORK
23.2. When to use a ‘Permit to Work’
23.3. How to use a Permit to Work System
24. ENTRY INTO ENCLOSED SPACES
24.1. Definition
24.2. Precautions
24.3. During Entry
25. HOT WORK
25.1. Definitions
25.2. General Considerations
25.3. Tankers
25.4. Vessels other than Tanker
Chapter

26. WORKING ALOFT OR OVERSIDE
26.1. General
26.2. Precautions
26.3. During the Operation
26.4. After the Operation
27. SAFE USE OF SCAFFOLDINGS
27.1. Erecting a scaffold

27.2. General Safety
28. DRUM STORAGE AND HANDLING
28.1. Drum Disposal
29. OCCUPATIONAL HEALTH AND HYGIENE - INTRODUCTION
29.1. Noise / Hearing Protection

29.2. Metal Fumes
29.3. Dust Inhalation
29.4. Safe Handling of Cement
29.4.1 Skin contact
29.4.2 Inhalation of dust
29.5. Silica
29.6. Asbestos
29.7. Toxic and Hazardous Substances
29.8. Painting
29.8.1. Precautions
29.8.2. Spray Painting
29.9. Glycols
29.10. Methanol
29.11. Asphyxiates
30. SAFE USE OF PESTICIDES
30.1. Fumigation
30.2. Space and surface spraying
30.3. Control of Rodent Pests
30.3.1. General
30.3.2. Fumigation and baiting
30.3.3. Rodent baits (Chronic poisons permitted for use by ship's personnel)

Chapter
31. PERSONAL HEALTH
31.1. Medical Examinations

31.2. Malaria
31.3. Dengue fever
31.4. Cholera
31.5. Plague
31.6. Vaccination Requirements
31.7. Rabies Prevention
31.8. Acquired Immune Deficiency Syndrome (AIDS)
31.9. Heat Illness
31.9.1. Heat cramps
31.9.2. Heat exhaustion
31.9.3. Heat stroke
31.9.4. Fainting
31.9.5. Heat Rash
31.9.6. Transient Heat Fatigue
31.10. Sun Light Exposure Risks
31.11. Occupational Dermatitis
30.11.1. Precautions
31.12. Medical Evacuation (Medevac)
32. CARGOES REQUIRING SPECIAL PRECAUTIONS
32.1. Hydrogen Sulphide

32.1.1. Precautions
32.2. Aromatic Hydrocarbons
32.2.1. Benzene
33. SAFE HANDLING OF ACETYLENE
33.1. Safe Handling of Acetylene

33.2. Typical equipment used in oxy/ acetylene gas welding and similar processes
34. SAFE HANDLING OF OXYGEN
34.1. Hazards from oxygen

34.2. Oxygen enrichment
34.3. Confined spaces
34.4. Care with oxygen cylinders and equipment

Chapter
35. SAFE MANUAL HANDLING
35.1. Manual Handling Safety Analysis

35.2. Good handling technique for lifting
35.3. Good handling technique for pushing and pulling
36. SAFETY WITH PRESSURE SYSTEMS
37. WORKING WITH POWER TOOLS
37.1. Personal Protection

37.2. Before Using Power Tools
37.3. Repairing and Cleaning Power Tools
37.4. Work Areas
38. MEANS OF ACCESS
38.1. General
38.2. Gangways and Accommodation Ladders
38.3. Chapter
38.4. Pilot Ladder
38.5. Personnel Transfer Basket
39. ENVIRONMENTALLY PREFERRED PRODUCTS AND SERVICES
39.1. Definition
39.2. Guideline
39.3. General Criteria for product selection
39.4. Product Characteristics to minimize or avoid where possible
39.5. Preferred product and Service Characteristics
40. CONTRACTED WORK – SAFETY REQUIREMENTS
41. AUDIT
41.1. The Audit Process

41.1.1. Audit Schedule
41.1.2. Shipboard Audits
41.1.3. Audit team
41.1.4. Performance of an Audit
42. SECURITY ON BOARD
42.1. General
42.2. Confidentiality as required by ISPS Code

Chapter
43. MANAGEMENT OF CHANGE – SHIP MANAGEMENT AND RELATED ACTIVITIES
43.1. Policy
43.2. Scope
43.3. Definitions
43.4. Responsibilities and Duties
43.5. Procedure
43.5.1. General
43.5.2. Change Flow Chart
43.5.3. Procedure Implementation
44. MANAGEMENT OF RULES, REGULATIONS, CODES, GUIDELINES AND STANDARDS
44.1. Scope
44.2. Responsibility and Duties
44.3. Procedure
45. ENERGY CONSERVATION IN VESSEL OPERATION
45.1 Policy
45.2 Purpose
45.3 Scope
45.4 Responsibility
45.5 Procedure
45.6 Equipment Operations
45.7 Crew Awareness
45.8 Crew Training
45.9 Guidelines for the Engineers On Board
45.10 Records

1. INTRODUCTION TO HEALTH SAFETY & ENVIRONMENT PROCEDURES
This section gives information and guidance on procedures to be followed to promote and
maintain a safe and healthy working environment on-board the vessel and to ensure
pollution free operations on board.
The requirements of this section are addressed to everyone on-board the vessel, regardless of
rank. ‘Health and Safety’ is the responsibility of all.
If any person on-board is unsure of, or is concerned with any practices that may affect
‘Health, Safety or Environment’, they shall consult the Head of Department immediately.
All on board are required to be alert in order to identify unsafe acts, practices and situations.
When noticed, these shall be corrected soonest and reported to the head of the department.
Items notified thus shall be investigated, documented and the root cause eliminated. If
corrective action requires discussion, they shall then be discussed in the safety committee
meeting and results advised to the Master.
It is in everybody’s interests to maintain a safe working environment.


1. GENERAL
2.1. The objective of this procedure is to ensure that all HSE aspects are identified and evaluated
by all functions and level in the ship. And the aspects with significant impact are defined and
documented in accordance with the requirements of the Company's QHSE Management
System.
2.2. The Master is responsible for:-
* Identifying the environmental aspects on the Vessel.
* Evaluating the identified environmental aspects and determining the significant

environmental aspects.
* Ensuring the identified environmental aspects are updated to the current situation.
* Establishing and evaluating the environmental objectives on an annual basis for each
vessel.
2.3. All crew member in the ship are responsible for
 identifying, advising and evaluating the environmental aspects related with their
activities according to the relevant procedures.
 achieving the environmental objectives and targets and providing input from his / her
own function and to advise the Master on the objectives and targets.
2.4. The QHSE MR is responsible for ensuring that the documented environmental objectives and
targets are established and maintained at relevant function and level in the Ship.

2. ASPECTS IDENTIFICATION
3.1. All on board at all ranks are require to identify the environmental aspects related with their
activities.
3.2. Equinox QHSE staff shall help the people to identify the relevant environmental aspects related
with their activities. In all cases, consideration should be given to:
(a) Normal operations

(b) Abnormal operations, and
(c) Potential emergency situation.
3.3. The process to identify the environmental aspects should consider:

- emissions to air,
- releases to water,
- waste management,
- contamination of land,
- using up of raw materials and natural resources,
- other local environmental issues and community issues.
The process to identify Health and safety should consider chances of negative impact on health
and or injury or fatality either directly or indirectly.
It is not required to evaluate each product, component or raw material input. Categories of
activities, products or services may be selected to identify those aspects most likely to have a
significant impact.
3.4. The results of identification shall be recorded and documented in an Environmental Aspects
Register and a Health & Safety Aspects Register respectively.

3. ENVIRONMENT ASPECT ANALYSIS
4.1.1 This procedure covers all activities and services of the company and covers those
environmental aspects that the company can control or over which it can be expected to have an
influence.
4.1.2 The QHSE MR is responsible for conducting assessment and identification of company’s
activities and services that (may) impact the environment aspects.
4.1.3 The environment aspects and impact are then further analyzed by the team consisting of:
(a) COO
(b) Department heads for office activities
(c) Superintendents
(d) Vessel’s command for ship activities and services.
4.1.4 The environment aspects are then rated against the factors shown in section 4.3.3 to 4.3.9 to identify
those that may result in significant impacts.
4.1.5 The QHSE MR is responsible for documenting, maintaining and setting environmental objectives based
on the findings by the team described in section 4.1.3
4.1.6 THE QHSE MR is also responsible for circulating a copy of Environmental aspects and Impact list to
all fleet vessels and Superintendents for review on an annual basis as part of Management
Reviews and if required by COO, at more frequent intervals.
4.1.7 Master and chief engineer should work close with QHSE MR and responsible for implementing and
maintaining company’s Environmental Policy, Objectives and achieving Targets on board
vessels.
4.1.8 The COO is responsible for evaluating and determining the need to update the significant impacts.
4.2 ENVIRONMENTAL ASPECT IDENTIFICATION
4.2.1. All people from all level of organization require to identify the environmental aspects related
with their activities.
4.2.2. QHSE staff shall help the people to identify the relevant environmental aspects related with
their activities. In all cases, consideration should be given to:
(a) Normal and

(b) Abnormal operations including non-routine activities,
(c) Potential emergency situation. and to
(d) activities by people having access to the company’s workplace
4.2.3 The process to identify the environmental aspects should consider:

- emissions to air,
- releases to water,
- waste management,
- contamination of land,

- use of raw materials and natural resources,

- other local environmental issues and community issues.
The people do not have to evaluate each product, component or raw material input. The
people may select categories of activities, products or services, to identify those aspects most
likely to have a significant impact.
(1) Consideration is given to major activities in shore-based office and on board the Company
managed ships. Different activities or categories thereof have been considered and their
environmental aspects identified and evaluated. The Group has established a procedure to
evaluate the significance (risk assessment) of the identified aspects (See current Section, item
4.3.2).
(2) Activities – Aspects – Impact Analysis
The findings of the analysis performed by the Company every year prior to Annual
Management Review Meeting are summarized at “Aspects-Impacts Analysis Register”.
(3) Environmental Significance
The results of the aspects’ significance evaluation are summarized at 4.3.2, “Environmental
Significance”
This is the process of identification and evaluation of potentially harmful aspects within the
Group’s activities.
Should new legislative or regulatory requirements be implemented, new activities taken upon
or just changes in the Group Policy occur, the Group will promptly address their significant
impacts if any on the environment and carry out the aspect – impact analysis.
(4) Frequency
A formal re-evaluation of the Group’s activities – aspects – impacts shall be conducted once
every year.
(5) Responsibility of the implementation
The responsibility of the implementation and coordination of the process of identification and
evaluation of significant environmental aspects rests with the QHSE MR
4.2.4 The results of identification shall be recorded and documented in an Environmental Aspects
Register.

4.3 EXAMINATION OF THE EXISTING (Environmental) PRACTICES AND

PROCEDURES
PT PP EQUINOX is in full compliance with the ISO 14001 and OHSAS 18001 and was issued
the necessary Certification by Classification Society. Examination of the existing procedures
and practices to be made for continual improvement.
4.3.1 EVALUATION OF FEEDBACK FROM INVESTIGATION OF PREVIOUS INCIDENTS.
Feedback from various incidents – casualties, near misses, non-conformities – related to the
activities / aspects / impacts identified will be reviewed and analyzed prior the annual
management review for discussion and continual improvement.
4.3.2 SIGNIFICANCE EVALUATION (Risk Assessment)
Purpose
To consistently establish the level of significance of the identified aspects
Responsibility
i. The QHSE MR is responsible to implement, coordinate, and supervise the procedure.

ii. The Department Heads in the organization are responsible to Participate in the assessment
process.
iii. The Ship Masters shall provide their input through the process of continual review of the
System (Safety, Quality and Environmental).
Description of Procedure
The IDENTIFIED ASPECTS SIGNIFICANCE evaluation shall be periodically repeated once

a year or whenever:
i. New legislative or regulatory requirements are implemented,

ii. New activities taken upon or;
iii. Changes in the Company Policy are made; the significance of their potential impacts upon
the environment shall be evaluated.

4.3.3 IDENTIFIED ASPECTS SIGNIFICANCE TABLE
The following tabular method of evaluation of the identified aspects’ significance is used as
guidance:
Identified Aspects Significance

Rating of Criteria
N A E
CRITERIA
0 1 2 3
Industry Legislation Legislation

None
Legislation standard expected enforced
Severity (x2) N/A Low Medium High
Probability N/A Low Medium High
Operational control Controlled Minor No control N/A
3rd Party interest None Minor Medium High
Quantity N/A Low Medium High
TOTAL
Rating shall performed for the applicable conditions:

N = Normal
A = Abnormal
E = Emergency
Aspect is considered significant if rated above 12


The following guidelines are applied when using the criteria and ratings above:
4.3.4 LEGISLATION
0 No legislation enforced at the present time; no legislation

None
in the Foreseeable future;
Industry 1
Standards applied throughout the industry;
standard
2 Legislation to enforced in the foreseeable future (i.e. IMO
Legislation Resolution adopted and to be enforced at a set date in the
expected future); legislation enforced – one or more requirements,
from any authority, enforced at the present time.
Legislation 3
National/ International legislation enforced.
enforced
4.3.5 SEVERITY
N/A 0 Not applicable (zero rating shall not be used);

Low 1 The aspect has limited impact over the environment;
2 The impact is considerable that corrective and preventive
Medium
measures apply.
3 Severe and long lasting impact over the environment
High
require considerable efforts for containment.
NA The rating for severity shall be multiplied by a factor of 2
(X2)
for the purpose of determining the significance.
4.3.6 PROBABILITY (of occurrence)
N/A 0 Not applicable (zero rating shall not be used);

1 Low occurrence during normal operations; slight chance
Low
for the event to happen (abnormal);
2 Aspect frequently seen during normal operations; there is a
Medium
good chance for the event to happen (abnormal);
3 Aspect routinely occurs during normal operations; very
High
likely to happen (abnormal).
4.3.7 OPERATIONAL CONTROL
2 No operational control used by the Company at the

None
present–time;
Minor 1 Little control applied
Controlled 0 Aspect controlled within the Company SEQ
N/A NA Rating of 3 shall not be used.

4.3.8 3rd PARTY INTEREST (both under normal and abnormal / emergency situations)
None 0 No Interest
1 Minor level of attention is paid to the impact generated
Minor
by the aspect;
2 A reasonable level of attention is paid to the impact
Medium
generated by the Aspect;
3 A lot of attention (i.e. event of the day) is paid to the
High
impact generated by the aspect.
4.3.9 QUANTITY
N/A 0 Zero rating shall not be used;

1 Small quantity of pollutant (i.e. emissions, discharge) is
Low released, both under normal, abnormal or emergency
conditions;
Medium 2 Noticeable quantity released
High 3 A considerable quantity released.
An identified aspect shall be deemed as significant when it meets one or more of the
followings:
1. Rating score above 12
2. Regulated by (any type of) legislation
3. High level of significance.
All the significant aspects shall be managed by setting objectives and targets (Inclusive of
appropriate management programs) or through monitoring and operational controls
PT PP EQUINOX may deem necessary, due to various reasons including financial, to Manage
aspects, which have not met the criteria of significance. In such cases management programs,
similar with those for significant aspects, shall be established.
Records: Shore based aspect evaluation and
Ship based aspect evaluation in Aspect Evaluation Register

4.4 ANALYSIS AND EVALUATION OF OCCUPATIONAL HEALTH AND SAFETY HAZARDS
4.4.1. The Company use following rating criteria to determine the risk potential and whether the
Occupational Health, Safety hazards should be considered significant.
First the SEVERITY or degree of impact shall be determined with the following criteria:
High = Serious (likely to result in severe or widespread damage to human

health or the environment).
Medium = Moderate
Low = Minor or No impact (unlikely to have an adverse impact on human
health or environment).
Second. The LIKELIHOOD (PROBABILITY) of impact shall be determined with the

following criteria:
High = continuous (impact occurs on an on-going basis)
Medium = frequent (impact occurs more than once / month)
Low = frequent (impact occurs more than once / year but less than once /
month) OR improbable / never (impact has never occurred or is highly
unlikely to occur)
The risk potential rating shall be determined by multiplication of severity and likelihood. The
QHSE MR shall determine an appropriate cut off level for significant risk potential as shown in
the matrix below. A value more than the cut off level indicates a significant risk potential.
Severity H
M
L
L M H
Likelihood
Extreme High Risk

Medium Risk
Negligible
4.4.2. Based on the matrix Significant risk potential or unacceptable occupational hazard is
determined by
a) A combination of the severity and the likelihood resulting in the red area
a) Related aspect or hazards is regulated by legislation or other requirements (ISM Code,
MARPOL etc)
b) A combination of severity and likelihood resulting in the yellow area, and effective
control measures are not in place.
4.4.3. The QHSE MR shall work closely with the Master to ensure that the identified significant
Health, Safety or environmental impacts are considered in establishing Health, Safety or
environmental objectives and targets for each vessel, as stated in the Health, Safety or
environmental Objectives and Targets.

4.5 OCCUPATIONAL HEALTH AND SAFETY HAZARDS CONTROL
4.5.1 Any occupational health and safety hazards with extreme risk category should be improved, by means
of developing objective, target and program for improvement.
4.5.2 Control Methods shall use as far as possible the following hierarchy:
4.5.2.1 Elimination
4.5.2.2 Substitution
4.5.2.3 Engineering
4.5.2.4 Administration
4.5.3 Occupational health and safety hazards with moderate risk should be controlled by means of other
routine mechanism determined by each of HOD concerned.
4.5.4 All identified health and safety hazards risk potential evaluation and existing control measure will be
reviewed prior to Management Review at least once annually.

5 HEALTH, SAFETY OR ENVIRONMENTAL ASPECTS REVIEW
The Health, Safety or environmental Aspects Register and the results of the most recent Health,
Safety or environmental aspects/ impacts identification is reviewed as part of the Shipboard
Management Review process, as specified in the Management Review meeting agenda. From
this review the Master determines the need to update the Health, Safety or environmental
impact evaluation. Factors considered in the determination to update the evaluation include
improved methodologies, and major changes in EQUINOX’s policies and procedures.

6 HEALTH, SAFETY OR ENVIRONMENTAL OBJECTIVES AND TARGETS
6.1. Health, Safety or environmental objective is a site goal that is consistent with the HSE policy
and considers significant Health, Safety or environmental impacts and applicable laws and
regulations. The target is a detailed quantified performance requirement based on an objective.
6.2. Health, Safety and environmental objectives and targets are established by PP Equinox in
order to implement the Health, Safety and environmental policies. In establishing Health,
Safety and environmental objectives, the following are considered:
- applicable laws and regulations,
- significant environmental aspects of the operation activities and services provided,
- technological, financial, operational, and other organization requirements, and
- the views of employees and other interested parties.
Based on the environmental objectives, targets are established for different functions within
the Company and for different areas of the site.
An organization-wide Health, Safety and environmental objective might also be translated into
individual projects (such as changes in materials used, pollution control equipments, and
operation activities and procedures) in different areas.
6.3. The Relevant Crew or Staff will provide input on applicable laws and regulations, significant
site HSE impacts, and the views of interested parties. These inputs may be obtained from the
separate analyses including communication process.
6.4. As a starting point, the QHSE MR / the Master evaluates its performance against HSE
objectives for the current year.
6.5. Preliminary HSE objectives are developed for further discussion and evaluation. The Master is
responsible for evaluating the potential impacts within his vessel or site area of the proposed
HSE objectives. The QHSE MR will review proposed objectives to ensure consistency with the
overall HSE policy.
6.6. HSE objectives are finalized, based on review and comments from the ship’s compliment. The
Master establishes targets to achieve the objectives, and develops appropriate measures to track
progress toward meeting the objectives and targets.
6.7. The Master shall communicate the objectives and targets to others in his ship’s organization.

7 REVIEW OF ENVIRONMENTAL OBJECTIVES AND TARGETS
7.1. Progress towards the objectives and targets is reviewed on a regular basis at Shipboard
Management Meetings. The progress also communicated to all crew member and staff in the
Ship and also report to the QHSE MR for overall evaluation.
7.2. At the end of each calendar year, the EQUINOX’s management shall conduct a meeting to
review its performance with regard to achieving the objectives and targets. This information is
used as input to setting objectives and targets for the succeeding year.

8 DESIGNATED PERSON ASHORE
As required by the ISM code the company has appointed a Designated Person Ashore, with
adequate background in all aspects of Quality, Health, Safety and Environment, having
direct access to the highest level of management, to ensure the safe operation of the
Company’s ships and to provide a link between the Company and those on board,
The responsibilities and authority of the Designated Person includes monitoring the Quality,
Safety Health and Environmental protection aspects of the operation of his assigned ships
and that adequate resources and shore-based support are applied.
Capt. George Pradeep Parapullil is the appointed Designated Person Ashore.

He is contactable on Mobile +62 811 938 138.
E-mail : gpradeep@ppequinox.com
Company Appointed the Deputy Designated Person Ashore is

Mr. Feber Dyan Sihombing, he is contactable on mobile + 62 811 947 2248
The DPA shall be contacted to resolve issues and answer questions with regard to the
Quality, Safety, Health and Environmental issues. In the absence of DPA the Deputy DPA
shall be conducted.
For matters relating to Quality, Health, Safety and Environment during normal operations
the QHSE MR remains the primary point of contact. For all technical matters the Technical
Superintendent remains the first point of contact.
8.1 SECURITY ADMINISTRATION
As required by the ISPS Code the company has appointed a Company Security Officer to
ensure the safe operation of the ship and the environment and to protect the personnel on board
ship from threats and actions by hostile person/s or organised crime.
The Master is designated as the Sip Security Officer. The 2 nd Officer is designated as the Deputy
Ship Security Officer to assist the SSO.
The name of the CSO is Captain George Pradeep Parapullil. He can be contacted at:
Office Telephone : +62-21-79187006/7 ext. 111
Mobile Telephone : + 62-811 938 138
E-mail : gpradeep@ppequinox.com
The Deputy CSO is Captain Feber Dyan Sihombing, He can be contacted at:
Office Telephone : +62-21-79187006/7 ext. 521
Mobile Telephone : + 62-811 947 2248
E-mail : feber.dyan@ppequinox.com
Responsibilities, Duties and Authority of CSO, SSO are as per Ship Security Plan.
Security procedures for all company manage vessels are described in Ship Security Plan. The
contents of this plan are designed to comply with the provisions of SOLAS Chapters XI-1 and
XI-2 and the International Ship and Port Facility Security (ISPS) Code.

9 DEFINITIONS
9.1. DPA (Designated Person(s) Ashore)

Means a person or persons ashore with direct access to the highest levels of management,
who has or have responsibility and authority to monitor the safety and pollution prevention
aspects of the operation of each ship, and to ensure that adequate resources and shore base
support are applied, as required.
9.2. Non-Conformity (NC)

Means an observed situation where objective evidence indicates the non fulfillment of a
specified requirement or any deviation from work standards, practices, procedures,
regulations, management system performance etc. that could either directly or indirectly lead
to injury or illness, damage to property or environment or a combination of these.
It includes all findings, incidents or occurrences that impact the safety of the vessel, its
equipment, personnel or the environment including system discrepancies and lack of
recorded actions. Non-Conformities that are not major are treated as minor Non
Conformities.
9.3. Major Non-Conformity

Means an identifiable deviation that poses a serious threat to the safety of personnel or 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 an applicable code,
regulation or the company procedures.
9.4. Objective Evidence

Means quantitative or qualitative information, records or statements of fact pertaining to
safety or to the existence and implementation of a safety management system element,
which is based on observation, measurement, or test and which can be verified.
9.5. Observation
In general an observation is the least significant condition reported as a finding in the safety
system. An Observation is a finding or condition which if left uncorrected will likely result
in a Non-Conformity.
9.6. Safety Management Audit

Means a systematic and independent examination to determine whether the SMS activities
and related results comply with planned arrangements and whether these agreements are
implemented effectively and are suitable to achieve objectives.
9.7. Accident
Is an unplanned, unwanted event leading to death, ill health, injury, damage to property,
environment or other loss.
9.8. Incident
Event that gave rise to an accident or had the potential to lead to an accident.
If the event did not result in an accident it is reported as “near-miss.”


9.9. Hazard
Source or situation with a potential for harm in terms of human injury or ill health, damage
to property or environment or a combination of these.
9.10. Verify
Means to investigate and confirm that an activity or operation is in accordance with a
specified requirement. (examples of verification activities includes inspections, tests and
operational checks on ships and their equipment prior to departing port, as at sea or before
entering port or closing with the land. A system audit is also an example of a verification
activity.)
9.11. Work Injury

Means any sign or symptom of physical damage or impairment to any part of the body
directly resulting from an incident.
9.12. Fatality
Means a death directly resulting from a work injury regardless of the length time between
the injury and death. (Note : fatalities are included in the lost time injury count).
9.13. Lost Work Day Case (LWC)

Means an injury which results in an individual being unable to carry out any of his duties or
to return to work on a scheduled work shift on the day following the injury unless caused by
delays in getting medical treatment ashore.
Note: An injury is classified as an LWC if the individual is discharged from the ship for
medical treatment.
9.14. Restricted Work Case (RWC)

Means an injury which results in an individual being unable to perform all normally
assigned work functions during a scheduled work shift or being assigned to another job on a
temporary or permanent basis on the day following the injury.
9.15. Medical Treatment Case (MTC)

Means any work related loss of consciousness (unless due to ill health), injury or illness
requiring more than first aid treatment by a physician, dentist, surgeon or registered medical
personnel, e.g. Nurse or paramedic under the standing order of physician or if at sea with no
physician on board could be considered as being in the province of a physician.
9.16. Lost Time Injuries (LTIs)

Means the sum of fatalities, permanent total disabilities, permanent partial disabilities and
lost work day cases.
(LTIs = Fatalities + PTD + PPD + LWC)
9.17. First Aid Case (FAC)

Means any one-time treatment and subsequent observation or minor injuries such as bruises,
scratches, cuts, burns, splinters, etc. The first aid may or may not be administered by a
physician or registered professional.

9.18. Total Recordable Cases (TRC)

Means the sum of all work-related fatalities, lost time injuries, restricted work injuries and
medical treatment injuries.
TRCs = LTIs + RWCs + MTCs.
9.19. Near Miss (See incident)

Means an event or sequence of event which did not result in an accident but which, under
slightly different conditions, could have done so.
9.20. Permanent Total Disability (PTD)

Means any work injury which incapacitates an employee permanently and results in
termination of employment on medical grounds (e.g. loss of limb(s) permanent brain
damage, lost of sight) and precludes the individual from working either at sea or ashore.
9.21. Permanent Partial Disability

Means any injury which results in the complete loss, or permanent loss of use, of any
member or part of the body, regardless of any pre-existing disability of the injured member
or impaired body function, that partially restricts or limits an employees basis to work on a
permanent basis at sea. Such an individual could be employed ashore but not at sea in line
with industry guidelines.
9.22. Continual Improvement

Process of enhancing the Safety Management system to achieve improvements in overall
Health and Safety Performances in line with Equinox Policies on Quality, Safety, Health and
Environment.
9.23. Occupational Health and Safety

Conditions and factors that affect the well being of employees, temporary workers,
contracted workers, visitor and any other person in the work place.

10 KEY PERFORMANCE INDICATORS (KPI)
Equinox measures the performance of its Safety Management System using Key
Performance Indicators. The KPIs enable the Safety Management System to continuously
improve and ensures safer operations.
Incidents are reported in prescribed formats as per procedures and are investigated to
identify the root cause. This root cause analysis ensures arriving at the best corrective and
preventative actions to take.
Following are Key Performance Indicators used by Equinox SMS
Lost Time Injury Frequency (LTIF):

(Consists of Fatality, Partial / Permanent Disability & lost work day case)
Near Misses
Restricted Work Case
Medical Treatment Case
Findings from various internal and external audits are additional factors which indirectly
indicate Key Performance and are evaluated in the same manner to assist in improving the
Safety Management System.

11 SAFETY TOOLS USED ON EQUINOX VESSELS
EQUINOX SMS employ various safety tools to support its living safety system. The ools
require active participation of all crew members and proper interaction between all on board
and between the vessel and Equinox shore support. Objective analysis, effective mentoring
and training without allowing a blame culture to develop is fundamental to achieving the
safety goals set by the company.
Masters are responsible to ensure that all on board his vessel are vigilant towards identifying
potentially unsafe actions, situations or procedures and that these are properly reported.
11.5 Pre-joining familiarization

11.6 Indoctrination of new personnel including joiners, visitors and sub contractors
11.7 Near miss reporting
11.8 Non-Conformance Reporting
11.9 Accident / incident analysis
11.10 Safety Committee
11.11 Monthly Safety Meetings
11.12 Group training
11.13 Emergency Drills
11.14 Safety video training and briefings
11.15 Safety Posters
11.16 Safety Audits
11.17 Master’s Management review
11.18 Risk assessment
11.19 Permit to work System
11.20 Safety Statistics and trend analysis
11.21 Company Forms and checklists
11.22 Various written procedures etc. are tools being used to achieve this goal

12 FAMILIARISATION OF NEW PERSONNEL
It is mandatory to familiarize all new joiners with the vessel’s layout, its safety features,
various aspects of the job the personnel may undertake while on board and various rules and
regulations applicable on board. The familiarization shall be carried out as detailed in Form
PPE – 408. In addition the ship’s compliment are responsible to ensure that they are familiar
with all applicable rules and regulation which may be applicable to their field of work and
scope of work.
Familiarization and training of the new crew shall be such that it will enable him to conduct
himself safely on board both on and off duty. It shall be aimed at instilling in him the
knowledge of his role on board, as an active participant in the vessel’s safety program and
his responsibility towards the safety of all on board.
It is essential that the department head or his designate ensures that the joiner is familiarised
with the safety tools. Near misses, Non-conformances including unsafe acts, unsafe
practices, and unsafe situations and methods and importance to report them and the
importance of training, drills and safety meeting shall be stressed.
Nothing shall be treated as minor when familiarizing a new joiner.
To make the system effective a practical approach has been employed in designing the
familiarization program as is evident in the respective forms mentioned below.
The following Equinox forms shall be used for familiarization on board.

Form PPE – 408 for Familiarising ship’s compliment.
Form PPE – 409 for Contract worker’s familiarization.
Form PPE – 410 for Visitor’s familiarization.
Master shall ensure that the familiarization is effective and contributes to a safer working
environment and a safer vessel.

13 NON-CONFORMANCES, ACCIDENTS, HAZARDOUS OCCURRENCES, CORRECTIVE

AND PREVENTIVE ACTION
13.1. This procedure covers non-conforming products or services including customer complaints, acci -
dents, incidents and hazardous occurrences.
13.2. Responsibilities
13.2.1. All personnel are responsible for identifying and reporting non-conformances, accidents and
hazardous occurrences to their Head of Department or to the Master.
13.2.2. The Master is responsible for reporting all non-conformances / accidents and hazardous occurrences
to the QSH. He shall also take whatever immediate corrective action is necessary on-board
the vessel.
13.3. Procedures
13.3.1. A non-conformance shall be reported under the following circumstances:-

a. When there is a breakdown of the ships machinery or equipment which affects the
safety of the crew, the vessel, her cargo or the environment.
b. When damage or suspected damage has occurred to the cargo.
c. When the procedures detailed in the Company’s QHSE Management System has
not been followed.
d. When a complaint or protest is received from shippers, charterers or receivers.
e. When an accident occurs on-board either to a crew member, a visitor or to the ship.
f. When a hazardous occurrence takes place. A hazardous occurrence is an event where
an accident could have taken place and if corrective action is not taken could lead to
an accident occurring in the future.
g. Any deficiencies reported in port state control inspections (or) deficiencies reported
during vetting inspections.
h. When stores/ spares/ services are received on board and are found by inspection to
be sub-standard and unsuitable for use. These products shall be segregated on-board
until redelivery to avoid inadvertent use.
i. The Master shall use the Company’s Non-Conformance reporting form (PPE-418)
for reporting all non-conformances. Similarly for all Near Misses, the company’s
Near Miss reporting form (PPE-404) is to be used.
13.3.2. Material breakdowns, due to fair wear and tear shall not be regarded as non-conform ances, if there
has been no risk to the vessel, her crew or the environment.
13.3.3. The Master shall ensure that an investigation is carried out on-board and his recommendations shall
be passed to the office with the report. Initial short term ‘corrective action’ shall be
instigated on-board to rectify the situation.
13.3.4. The technical Superintendent QSH will evaluate the corrective action and make necessary
corrections after in house discussion and discussion with the vessel’s master.
13.3.5. QHSE MR will endorse the report and mark his comments on the report.

13.3.6. The Final ‘Preventive Action’ will be implemented upon receipt of a reply from Office with root
cause analysed.
13.3.7. Efficient implementation of the corrective action shall be verified prior to closing of the NC.
13.3.8. Non-Conformances raised on other vessels may result in ‘Preventive Action’ being forwarded to all
vessels from the Office. Each vessel’s Master is responsible for checking the suitability of
the corrective action for his vessel’s environment and ensuring that the corrective action is
carried out on-board his vessel if applicable.
13.4. Whenever a significant safety deficiency is noted on board, immediate steps should be taken to stop
the operation which may otherwise be unsafe to continue. Master should be notified
immediately.
The operation should only be resumed after the system has been rectified and Master is
satisfied that it is safe to resume operation.
Office shall be informed by way of a non conformity form PPE -418.
In instances where it is beyond the capability of the ship’s team to rectify the defect, the
operation shall be suspended and Equinox office notified of same by the fastest available
means (telephone followed by a re-cap on e-mail or fax).
When Equinox office receives such a notification, the receiver of the call shall alert the rest
of the team members to discuss the best way to deal with the situation. All possible
assistance shall be given to the vessel to get back the system in operation.
This assistance could be in way of:

– conference call and resolving the issue by providing expert advice;
– by getting 3rd party advice;
– by despatching spares;
– by sending a shore service team;
– or other suitable means as decided by the team.
It must be ensured that the vessel is not put under pressure to resume operations without
ensuring total safety. All resources shall be utilized to ensure that the shore support can assist
the vessel to resume operations without compromising safety.
Proper record shall be kept using form PPE-418.


14 EMERGENCIES – GUIDELINES ON PROCEDURES, INVESTIGATION AND REPORTING
Following six basic activities essentially constitute a good investigation program:
14.1. Prompt and positive response to the Emergency

Any Emergency
essentially calls for a crew muster. The muster helps identify any missing persons, better
organization to combat the emergency and a planned, disciplined and structured approach to
deal with the Situation. Upon an Emergency alert the Master should go to the Command
Center Promptly and take charge. His instructions should be specific and issued to specific
personnel. He should decide if emergency care or damage control are needed and if crew
should be evacuated or sent back to work. Initiate Emergency Response Plan if required. It
is important to note down key communication. Ensure that people who are not needed at
the scene stays Standby in an orderly manner.
Communication in an Emergency should be Accurate, Brief and Clear. A deliberate and slow
speech pattern should be practiced by all team members.
Once the emergency is brought under control and situation is brought back to normal, it is
equally important to ensure that no secondary incidents can occur after the crisis is over. A
systematic investigation and analysis should be undertaken as follows to identify the root
causes and why the safety system did not give the desired protection.
14.1. Collect relevant and related information about the incident

(Upon joining Master and officers are urged to read The Nautical Institute Publication “The
Masters role in collecting Evidence”)
Physically check out the location along with another senior staff and collect the best possible
evidence of the nature, cause and extent.
Take sufficient number of photographs at various angles and various zoom levels.
Photographs often reveal what the eyes failed to see. (If they can be viewed soon after the
incident)
Form questions in a structured manner.
What appears to have happened?

What is not there that should be there?
What is there that should not be there?
What could have failed or malfunctioned?
Who should be interviewed?
What information do you need to know from previous records?
What information can be obtained from vessel’s plans and manuals?
There are four categories of evidence:
a) People - having information relating to the incident, including

eyewitnesses;
b) Positions - of people, equipment, or items, including the environment;
c) Physical effects - includes items of evidence (exhibits) and effects of the incident;
d) Paper - covers any documentation which has a bearing on the incident.

“REMEMBER TO PRESERVE EVIDENCE”
14.2. Analyze all significant causes

Use the Problem Solving Models given at the end of this section.
When analyzing start with the loss and work back wards.
14.3. Develop and take remedial action

The incidence might have caused a reduced level of safety at the scene and adjoining areas.
Ensuring that a secondary incidence does not follow is vital. This might involve shutting off
the system, proper lock out / tag out, posting warnings / putting up barriers, cleaning up or
clearing the area or approach, issuing clear instructions, forwarding recommendations to the
home office etc.
14.4. Review findings and recommendations

The next higher level of management shall review all investigation reports. This is to ensure
that the report is thorough and accurate. The reported information will be circulated for
review. Finally, an analysis of why the safety program has not given adequate control of the
hazard can be done.
14.5. Follow up on corrective action plan

This will insure that a corrective action plan is implemented and used to insure no
recurrences. This will also make sure that there is no unexpected or undesirable effect from
the incident. If the incident is one that may occur on another vessel, the information will be
transmitted to all vessels.
14.6. Gathering Information

Prior to interviewing personnel and collecting information, the Master should take a few
minutes to survey the incident scene. A few minutes of visual orientation can give the
Master a better idea of where to start and what information to seek.
Interviewing personnel directly involved in the incident and witnesses.
1. Start with personnel directly involved and then with the eyewitnesses.
2. Interview each person separately.
(so that the statements of one witness will not influence another witness’ memory of the
incident).
3. Interview in an appropriate place (at the scene if no danger exists).
4. Put the person at ease (use a friendly manner!)
5. Get the witness’ version. Do not ask leading questions.
6. Give the witness some feedback. This insures that you have facts right and may prompt
the witness to remember information.
7. Record critical information quickly. Take notes of key points as it is said by each person.
Here are some typical difficulties when working with persons, which should be avoided:-
 Making generalizations
 Jumping to conclusions
 Not really wanting to see the problem
 Allowing emotions to creep in
 Beliefs are presented as facts

 Opinions are heard and not facts

 Feeling that one knows all that the other person thinks
 Use of information that is not quite correct
14.7. Reenactment
Use a reenactment only when the information can not be gained in any other way, when it is
vital to the development of a corrective action plan, or when it is absolutely necessary to
verify crucial facts about the incident. But this has to be done in a controlled manner so that
safety is not compromised.
14.8. Sketches
Drawings or sketches can help people visualize what happens. Drawings document
important information. Keep the sketches as simple as possible while still getting the vital
facts.
14.9. Equipment Evaluations

Inspect the tools, equipment, or materials that were being used. Often people’s actions were
due to worn or improper equipment.
14.10. Material Failure Analysis

The problem may have been caused by the failure of structures or equipment. Check the
equipment for malfunctions.
14.11. Record Logs

These include training records, maintenance logs, schedules, and job procedure guides.
These records could provide evidence to assist with root cause analysis.
14.12. Analyzing Accident/ Incident Causes

Use the Problem Solving Model to assist in your analysis. Start with the loss and work back
to the basic cause. This model can also help in creating a corrective action plan.

14.13.1 Step by Step Approach to Problem Solving

(Complete the columns on the right side using information on the following page)
Loss
(Result of the Incident)
Incident or Event
Immediate Cause Sub Standard Acts/Practices Substandard Conditions
Resulting from Substandard

Acts or Practices and
Substandard Conditions
Basic Causes Personal Factors Job/System Factors
Resulting from Personal

Factors and Job or System
factors
Area Lacking Control Failure to Maintain Compliance with Adequate Standards for:-
Inadequacy of System
Standards, Compliance
14.13.2 Guidelines on Step by Step Approach to Problem Solving

(Choose most appropriate item under each header to fill in the preceding table
Logical Approach to Problem Solving)
14.13.2.1 Loss, Resulting from the incident (HARM or DAMAGE)
* Major injury or illness * Catastrophic Damage

* Serious injury of illness * Major Damage
* Minor injury or illness * Damage
* Other (Specify)
14.13.2.2 Incident / Event (A brief description of the incident to be given)
* Struck Against (Running or Bumping Into) * Caught in (Pinch or Nip)

* Struck by (Hit by moving object) * Caught On (Snagged, Hung)
* Fall to Lower Level * Caught Between
(Crushed or amputated)
* Fall on Same Level * Contact With (Any Harmful Energy or
* Others (Specify) Substance)

14.13.2.3 Immediate Causes
(Substandard Acts/Practices) (Substandard Conditions)
* Operating Equipment Without Authority

* Failure to Warn * Inadequate lighting
* Failure to Secure * Inadequate ventilation
* Failure to check * Inadequate Guards or Barriers
* Operating at Improper Speed * Inadequate or Improper Protective
Equipment
* Making Safety Devices Inoperative * Defective Tools, Equipment, or Materials
* Removing Safety Devices * Congestion or Restricted Area
* Using Defective Equipment * Inadequate Warning System
* Using Equipment Improperly * Fire and Explosion Hazards
* Not using appropriate PPE or not using it as required * Poor Housekeeping (disorderly worksite)
* Improper Loading * Exposure to Hazardous Environmental
Conditions (Gases, Fumes, etc.)
* Under Influence of Alcohol/Drugs
* Improper Placement or Positioning * Exposure to Noise
* Improper Lifting * High or Low Temperatures Exposures
* Others (Specify) * Others (Specify)
14.13.2.4 Basic Causes
(Personal Factors) (Job/System Factors)
* Inadequate Capabilities (Physical or Mental) * Improper Motivation

* Inadequate Inspection
* Lack of Knowledge * Inadequate Leadership or Supervision
* Lack of Skill * Inadequate Engineering or Maintenance
* Stress (Physical or mental) * Inadequate Tools, Equipment, Materials
* Fatigue * Inadequate Work Standards
* Others (specify) * Wear and Tear
* Inadequate Loss prevention plan
* Job Safety not Analyzed
* Misuse or abuse
* In adequate maintenance
* Inadequate compliance with standards
* Lack of procedures
* Others (Specify)
14.13.2.5 Area Lacking Control
(Failure to Maintain Compliance with Adequate Standards for):
* Leadership and Administration * Knowledge and Skill Training

* Leadership Training * Personal Protective Equipment
* Planned Inspection and Maintenance * Health and Hygiene control
* Critical Task Analysis and Procedures * System Evaluation
* Accident/Incident Investigation or Analysis * Engineering and Change Management
* Task Observation * Personal Communications
* Emergency Preparedness * Group Communications

* Rules and Work Permits * General Promotion

* Others (Specify) * Hiring and Placement
When reporting an incident ensure that proper check lists are filled in completely, i.e. no blanks to be left.
 Evaluate what the loss potential was;

 Advise if incident could recur on this or other vessels;
 Advise what the Master decided has actually happened;
 List substandard acts and conditions and the basic causes for same;
 Give a short corrective action plan for prevention of recurrence.
14.14 Following is an example of the analysis of an incident on one of our ships where the cylinder liner
fell down and injured a by-standing crewmember. The crane operator was not in a position to see
the load. The liner on its way up from the Engine Room caught the corner of the hatch. The sling
parted and the liner fell down into the Engine Room.
Loss
(Result of the Incident) Serious injury and damage.

(Lost man hours due to injury/ losses resulting from broken cylinder liner)
Incident or Event Struck by falling cylinder liner.
Immediate Cause Sub Standard Acts/Practices Substandard conditions
Resulting from Improper Lifting. Failure to warn Inadequate warning system.

Substandard Acts or (While lifting crane driver unable to see
Practices and the load and no communication was
Substandard Conditions established between personnel involved )
M
Basic Causes Personal Factors Job/System Factors
Resulting from Personal None

O R Inadequate supervision.
Factors and Job or
E F Unsafe system of work
L
System factors Job safety not Analysed
MP
SA
Area Lacking Control Failure to maintain Compliance with Adequate Standards for:-
Inadequacy of System Rules and Work permits.

Standards, Compliance Critical Task Analysis and Procedures.

15 SAFETY COMMITTEE
The Safety Committee shall comprise of members from each shipboard department and
excludes the master. They should carry out inspections of the vessel frequently, and liaise
with the ship’s crew in general to identify unsafe conditions and practices. The ship’s crew
shall be encouraged to report any safety matter, however small it may seem. The essential
purpose of the safety committee is to identify and correct potentially hazardous conditions,
and to promote the adoption of safe working practices on board and to bring the findings to
the attention of the management on board.
The following shall be members of the safety committee
- Chief Mate (Safety Officer and Chairman of the safety Committee)

- Chief Engineer
- Second Engineer
- Bosun
- Engine Fitter
- Chief Cook
Members of the safety committee shall regularly report any findings, unsafe practices /
conditions to the safety officer, who shall record them in a register designated “Reports from
safety committee”.
The safety committee shall meet at least once per month. During these meetings safety
concerns of the past month and outstanding issues from previous meetings shall be
discussed and minutes of same kept.
The safety committee meeting results shall be passed on to the ship’s Master, who will then
analyse the report and offer suggestions as required and ensure that root cause of findings
are analysed and the most appropriate preventive actions are identified and implemented.
The ‘Agenda’ for the safety committee meeting shall be as follows:
 Discuss Minutes of the last meeting and Company’s reply (if received).
 Discuss accidents occurring on-board since the last meeting.
 Discuss ‘Hazardous Occurrences’ occurring on-board since the last meeting.
 Discuss any Near misses reported since last meeting.
 Discuss environmental hazards.
 Discuss safety equipment defects.
 Review the ‘Safety Management System’ and report any proposed changes/defects.
 Review adequacy and effectiveness of procedures for key shipboard operations.
 Review any non-conformances occurring since the last meeting.
 Review training carried out on-board.
 Any other business.

15.1. Safety Meetings
Safety Meetings chaired by the Master shall be held on board no less than once each
month. All hands who are not standing watch shall attend these meetings. The safety
Meeting shall by default be conducted subsequent to the month end safety committee
meeting.
Reports from the safety committee shall be discussed in this meeting and solutions found.
The purpose of these meetings is to provide an environment for reviewing, discussing, and
recommending improvements to safety and environmental protection issues. It is important
to ensure that all deficiencies brought up at the Safety meetings are attended to promptly
and that the corrections reported in the next meeting minutes.
The Master will ensure that the safety officer briefs the watch keepers who did not attend
the meeting as to the contents of discussion and publish a copy of the minutes.
The ‘Agenda’ for the Safety Meeting shall be as follows :
 Discuss Report from the Safety Committee

 Discuss minutes of the last meeting and company’s reply (if received)
Minutes of the meeting to follow the format of the above ‘Agenda’.
The original copy of the minutes is to be forwarded to Office for the attention of the QHSE
MR.
A copy is to be retained on board by the Master
Copies shall be displayed in both officer’s and crew’s mess/recreation rooms.
15.2 Whenever a serious accident or incident occurs in the fleet or ashore the company will
transit details of same to the fleet. Upon receipt of such notification the Master shall call a
special Safety Meeting to discuss the issue at hand
15.3 Vessel Inspections
Once every three months Master along with Chief Officer and Chief Engineer shall conduct
Safety Inspection of The Vessel using Company Form PPE : 413 and should advise Head
Office about any short comings/deficiencies observed.
Every Month Master together with Chef Officer and Chief Engineer shall conduct HSE
Inspection of the Vessel using Company Form PPE: 414 and report any deficiencies found
to Head Office.

16 TRAINING
16. 1. Muster Lists
Any response to an emergency must be organized. Organization cannot take place if the
ships personnel are not ‘mustered’ in a planned manner at the beginning of an emergency.
Accurate and ‘up to date’ Muster Lists shall be posted in various parts of the
accommodation. These shall be dated and signed by the master.
The Master shall ensure that all Muster Lists are corrected, prior to the vessel sailing if
personnel are changed.
All personnel must know their ‘Muster Station’ and duties.
For further guidance on the composition of Muster Lists refer to SOLAS and vessel Safety
Training Manual.
16. 2. Safety Training Manual
Every vessel shall have two sets of ‘Safety Training Manuals’ complying with the
requirements of SOLAS.
They shall be located as follows:-

- Officers Messroom / dayroom.
- Crews Messroom / dayroom
The ‘Safety Training manuals’ give instruction and guidance on the vessels emergency
equipment and how it shall be used.
As part of everybody’s joining ‘Familiarization’ procedure the manual shall be understood

by all.
The ‘Safety Training Manual’ shall give specific instructions for the equipment on-board the
vessel’. If equipment is changed the manual shall be updated. This is the responsibility of
the Chief Officer.
16. 3. Group Training
Emergency drills, and more seriously real emergencies, will be more difficult to handle if all
personnel cannot operate and utilize all safety equipment.
The Master shall organize weekly instructional sessions for all personnel on-board. The
instructions / demonstration shall be conducted by person having thorough knowledge of the
equipment.
The function, operation and use of each piece of safety equipment shall be demonstrated.
The training shall be structured to include all aspects of stowage, operation, safety
precautions to be employed, indication of malfunction and action required, care and
maintenance etc.

Nothing shall be treated as minor when it comes to safety and training.
This should be done on a rotational basis, so on a gradual basis all equipments are
demonstrated.
A record of these training shall be maintained on-board reflecting:
- The date of instruction.

- The equipment demonstrated.
- Who was present?
An ideal training group will consist of 6 to 8 personnel.
16. 4. Emergency Drills
16.4.1. Emergency drills form a part of the safety training on board.
16.4.2. The Master is responsible for ensuring that ‘emergency drills’ are carried out weekly.
16.4.3. If, for operational reasons, a drill cannot be carried out, a drill shall be held as soon as possible
thereafter.
16.4.4. If more than 25% of the vessels personnel change, an ‘emergency drill’ shall be held within 24 hours
after leaving port. All drills shall be logged in the Deck Log Book.
16.4.5. Drills shall be conducted as per drill schedule (PPE-419) Additional drills may be conducted by the
Master as desired or required by the ship security plan.
16.4.6. All timings and events during a drill or actual emergency must be logged and filed for reference.
16.4.7. Emergency checklists in the “Shipboard Contingency Plan” shall be used as a basis for an
‘emergency drill’. These shall be filed.
16.4.8. ‘Initial Response Checklist’ should be filled up during the drill to make the master and officers
familiar with it. These shall be filed.
16. 5. Safety Video Training
Equinox vessels are provided with safety training videos which have been specifically
chosen to suit the training requirement on board. The videos shall be screened regularly for
all of the compliment and a record of attendance kept.
As far as possible the video screened shall be on the same day as the weekly drill and should
match with the drill planned.

17. PREVENTION OF SLIPS TRIPS AND FALLS ON BOARD
17.1. Slips happen when the contact between a shoe sole and the floor surface is not effective.
This can be due to: faults with the floor surface, an inappropriate floor surface,
inappropriate footwear being worn or contamination between the shoe sole and the floor
surface. All of these factors, either individually or in combination, affect the slip resistance.
17.2. Trips occur when an obstruction prevents the normal movement of the foot and this result in
a loss of balance - examples include: objects left on the floor, uneven floor surfaces and
poorly maintained floor surfaces.
Many slip and trip accidents subsequently lead to a fall.
A risk management approach to slip and trip accidents, basically requires the identification
and control of factors relating to the individual, work activity and workplace environment
which could give rise to slips and trips.
17.3. Key factors include:

 Ensuring regular cleaning and maintenance take place, particularly with regard to
floor surfaces/ decks. Where floor polishes or gloss finish paints are used, it is
necessary to ensure that they do not increase the risk of slips through reducing the
slip resistance.
 Ensuring adequate lighting levels are provided in order that people can spot
obstructions and slippery areas etc.
 Ensuring that floor surfaces/ decks are regularly checked for loose finishes, holes
and cracks, worn coverings.
 Ensuring that floor surfaces / decks are suitable for use in wet / dusty conditions or
taking precautionary measures when such conditions occur.
 Ensuring that obstructions and spills (grease, oil, soapy water etc.) are removed
immediately and that work areas and means of access and egress are kept in a good
condition generally. Where obstructions and spills cannot be removed immediately,
warning signs and barriers should be erected.
 Ensuring that employees wear suitable footwear.
 Ensuring that the following are observed.
 Personnel shall watch out for tripping hazards, and protrusions such as pipes,
framings etc.
 The possibility of a sudden or heavy roll of the ship should always be borne in mind.
 Do not swing over or vault over rails, pipes or other obstructions or jump off from
hatch comings or from other heights
 Manholes/ other deck accesses should be kept closed when not being used, when in
use sufficient warning should be posted conspicuously and guard rails erected around
or other equivalent safety measures taken.

 Areas made slippery by snow, ice or water should be treated with sand or some other
suitable substance.
 Loose objects shall not be allowed to lie around.
 Wires and ropes should be coiled and stowed
 Life lines or equivalent should be rigged securely across open decks in rough weather
 Ladders should be well secured and ladder steps kept in good condition.
 When using companionways or stairs one hand should be free to grasp the hand rail.
 Means of access to firefighting equipments, emergency escape routes and water tight
doors should never be obstructed.
 Walkways on deck shall be painted with antiskid paint and clearly marked.
 Permanent fittings which may cause hazard to movement, eg. Pipes, single steps, door
frames, top and bottom steps / rungs of ladders etc. should be made conspicuous by
use of zebra stripes or by painting in a contrasting color.

18. HOUSE KEEPING
Good house keeping plays a vital role in the safe operation, safe access and hygiene control
of a ship. All Equinox vessels are expected to be maintained at high standards of House
keeping.
Masters through department heads shall ensure that this is fully complied with.
18.1. All accessible areas of the vessel should be kept free of litter, with no loose gear, well lit,
well marked and clean.
18.2. Attention should be paid in particular to the following areas.
 Safe and secure stowage of loose items

 Proper securing of doors etc
 Good maintenance of fittings and fixtures
 Adequate illumination of all work/ walking areas
 Avoidance of overloading of electrical circuits
 Clear and legible signs/ operational notices
 Proper clearance and disposal of garbage/ waste material
 Conspicuously marking overhead projections, frames etc which present the danger
of the head striking against it
 Conspicuously marking limits/ perimeters for sudden changes in deck / floor levels,
or edges where a difference in level is likely during a particular operation (such as
edges of embarkation platform at Life boat embarkation deck for some vessels)

19. RISK OF FIRE
Fire on board can be disastrous and often results from negligence. The most common cause
of fire on board has been found to be from:
- Cigarette buds thrown around casually/ accidentally

- Overloaded electrical points or faulty electric equipments
- Overheating of cooking oil
- Spontaneous combustion from oily rags or by incompatible substances stowed
together
- Oil spillage or leakage in machinery space/ pump room
- Careless operation of laundry equipments
- Stowage of damp linen, rags, canvas etc
Cooking appliance of any sort is prohibited from being used in cabins.
Poor house keeping escalates chance of fire on board.
19.1. Smoking
Fires are often caused by burning smoking material. Smoking is only permitted in
designated locations on-board as determined by the Master.
Even in areas where hot work is permitted smoking may not be allowed as a lit cigarette or
similar object is an uncontrolled naked flame.
Smoking material shall be extinguished properly.

Smoking is never allowed on deck, machinery spaces, cargo spaces, alleyways.
Smoking is never allowed in bed.
Use only safety matches.
Use only tanker ash trays.
19.2. Electrical Fittings
All electrical fittings shall be of an approved type.

Only qualified personnel are allowed to maintain electrical equipment.
Electrical fittings shall be correctly installed. Loose wires, makeshift plugs and sockets must
not be used. Any alterations to an electrical fitting have to be authorized by the Technical
Superintendent.
Electrical circuitry shall not be overloaded.


19.3. Spontaneous Combustion
Some materials when damp or soaked with oil, especially oil of vegetable origin, are liable
to ignite without the external application of heat as a result of the gradual heating within the
material produced by oxidation.
Cotton waste, rags, canvas, bedding, linen, jute sacking or any similar absorbent material
should not be stowed near oil, paint etc. and should not be left lying around in the open. If
they become damp, they should be dried before stowing away. If they become wet with oil
they shall be cleaned of oil or destroyed.
Certain chemicals used for boiler treatment are also oxidizing agents and although carried in
diluted form, are capable of spontaneous combustion if permitted to evaporate.
Heat can be generated from oily rags, cloths and sawdust etc. This can lead to spontaneous
combustion and fire. Such rubbish shall be properly stored until it can be disposed of.
In all work spaces, e.g. engine room/pump room, great care shall be taken with oily rags.
Proper disposal containers shall be provided and these shall not be left unattended.
19.4. Cleanliness
Good general upkeep of the vessel is essential for providing a fire free environment.
All spaces on board except the designated oil storage tanks shall be kept clean and oil free at
all times.
Engine Room bilges and Pump room bilges shall be kept practically oil free, clean and dry
at all times.
Mesh on ventilations shall be kept clean.
Sounding pipes shall be kept properly closed as intended. Auto closing devises shall not be
defeated.
Paint and other flammable liquids shall only be stored in designated ‘paint lockers’ provided
with sprinkler systems. All paint used on a daily basis shall be returned to the ‘paint locker’
after use.
19.5. Galley Fires
Galley fires are often caused by

 Overheating of cooking oil within a pan by auto-ignition,
 Oil seeping over the sides of a pan
 Wet ingredients added to very hot oil which spills the oil onto the hotplate.
 Clothes or other combustible material coming in contact with the hotplate
 Greasy extraction vent
Following are safe galley practices intended at eliminating the risk of fire.
Exteriors of cooking utensils should be fat/ oil free.
Oil shall not be allowed to over heat.

When adding ingredients to hot oil, ensure that the water has been well drained and they are
reasonably dry. When a wet ingredient is added the water is converted to steam inside the
oil. The expansion from water to steam is very rapid and results in an explosion which will
throw the oil to a considerable distance.
Clothes or other combustible material shall not be placed close to the cooking area. When
handling vessels ensure that the gloves used do not touch the hot plate.
The galley exhaust vent should be kept grease free. The Mesh should be cleaned as often as
is required to remove all traces of oil from it. It shall be inspected daily to ensure that no oil
accumulation takes place.
Grooves around cooking area over a period tent to collect greasy dust and morsels of food
material. These shall be cleaned regularly to prevent any possible build up.
19.6. Incorrect Drying of Laundry
Laundry Equipment shall be regularly inspected to ensure that they are functioning as
intended to be.
Clear instruction for the safe use of laundry shall be available to crewmembers.
It is important to ensure that the lint filter of the dryers are regularly cleaned and the exhaust
piping clear and prevented from accidental closing from outside.
When using drying rooms proper guards should be placed to prevent the clothes from
touching the heat source.
Oily coveralls or other clothes and clothes soaked in chemicals shall not be put in the drier
or in a drying room before they are washed and cleaned well.

20. PERSONAL PROTECTIVE EQUIPMENTS
Personal protective equipment, commonly referred to as "PPE", is equipment worn to

minimize exposure to a variety of hazards.
Controlling a hazard at its source is the best way to protect the worker. Depending on the
hazard or workplace conditions, it is recommended to use work practice controls to
eliminate hazards to the greatest extent possible. In certain tasks administrative/ work
practice controls do not provide sufficient protection or continued control to ensure zero
risk. Therefore to deter accidents all employees are required to wear appropriate PP
Equipments while on board.
Safety helmets, overalls, gloves and suitable footwear are the proper working dress for most
work about the ship but these may not give adequate protection against particular hazards in
particular jobs. Specific recommendations for the use of special protective clothing and
equipment will be found in certain sections of this manual but there will be other occasions,
when the Risk assessment, carried out by the officer in charge, at that time, will identify the
need for such special protection.
20.1. General Classification of PPE
Personal protective clothing and equipment can be classified as follows:
 Head protection. Safety helmets and hair protection
 Hearing protection. Ear plugs and ear defenders

 Face and eye protection. Goggles and glasses, and face shields
 Respiratory protective equipment. Dust masks, respirators and breathing

apparatus
 Hand and foot protection. Gloves, safety boots and shoes
 Body protection. Coveralls, safety harnesses and aprons.
When working with specific equipments (such as Hydro-blasters for example) safety
instruction from the manufacturer of the equipment shall be followed and suitable PPE used.
20.1. Limitations of PP Equipments
Protective clothing or equipment does nothing to reduce the hazard, and can only protect the
person wearing it, leaving others vulnerable. It should also be noted that the use of personal
protective equipment in itself may cause a hazard – for example through reduced field of
vision, loss of agility etc.
The user must be made aware of this and must keep this in mind when using the PP
Equipment.
Defective or ineffective protective equipment provides no defense. Wrongly worn PPE does
not offer the protection it is intended to give and will give a false sense of safety to the

wearer, there by increasing risk. It is therefore essential that the correct items of equipment
are selected and they are worn as intended.

20.2. Care and Maintenance of PPE
Proper care and maintenance of PPE is important to ensure that they perform as intended
whenever they are used. The manufacturer's instructions should be kept safe with the
relevant apparatus and on file. When necessary, the information shall be referred to before
use and when maintenance is carried out. PP Equipment must be kept clean and should be
disinfected as and when necessary for health reasons.
When cleaning ensure that solvents, harsh detergents or very hot water is not used unless
suggested by the manufacturer.
Most of the PPE has plastic or equivalent components which reduces strength when
regularly exposed to Heat, sunlight (UV light) or when impregnation by paint / solvent /
chemicals occur. Proper stowage of PPE is therefore required to ensure that they retain their
original qualities and strength.
Paint should not be used to mark on PPEs.
A competent person should inspect each item of protective equipment at regular intervals.
All personnel who use them shall inspect them before and after use. He should ensure that
it is returned and properly stowed in a safe place.
All personnel who may be required to use protective equipment should be properly trained
in its use and advised of its limitations.
The Chief Mate is responsible for checking and supplying all protective equipment for the
Deck and Galley Department.
The Chief Engineer is responsible for checking and supplying all protective equipment for
the Engine Department.
All personnel are responsible for checking their own personnel protective equipment and
ensuring that they use personal protective equipment appropriate to the job they are doing.
All personnel shall wear proper Protective clothing while in working areas.
Safety helmets and Safety Shoes shall be used in all areas outside of the accommodation
spaces and for work in any location which is likely to cause an injury to the foot or head.
The departmental heads shall keep sufficient stock of PPE to ensure that they are available
when required.
Master shall ensure that all on board are trained in the use and care of PP Equipment. The
training shall be sufficient to make the crew understand the following:
 When PPE is necessary?
 What PPE is necessary?
 How to properly put on, take off, adjust and wear the PPE?
 The limitations of the PPE.

 Proper care, maintenance, useful life and disposal of PPE.

Departmental heads shall make sure that each employee demonstrates an understanding of
the PPE training as well as the ability to properly wear and use PPE before they are allowed
to perform work requiring the use of the PPE.
20.4. Safety Helmets or Hard Hats
These must be worn at all times when in areas other than accommodation spaces or when a
risk of head injury is present.
They are intended to offer some protection to the wearer’s head from falling or moving
objects and from blows or crushing. They also offer protection from splashes, drippings and
electric shock to the wearer’s head in a limited manner. Specialized helmets offering better
splash protection and heat resistance are available for specific jobs and shall be used as
required.
The shell of a helmet should be of one-piece seamless construction designed to resist

impact. The head band and harness when properly adjusted forms a cradle for supporting
the wearer's head and offers shock absorption. The harness is designed to permit a clearance
of approximately 25mm to 32 mm between the shell and the skull of the wearer, which
offers shock absorption and helps ventilation. The head band should be properly adjusted
before a helmet is worn.
When wearing a helmet ensure that the chinstrap is fastened with adequate tightness.
Hard hats with any of the following defects should be removed from service and replaced:
 Perforation, cracking, or deformity of the brim or shell;

 Indication of exposure of the brim or shell to heat, chemicals or ultraviolet light and
other radiation (in addition to a loss of surface gloss, such signs include chalking or
flaking).
 Always replace a hard hat if it sustains a hard impact, even if damage is not
noticeable.
 After a period of service as recommended by the manufacturer
 If painted in part or full
Suspension systems are offered as replacement parts and should be replaced when damaged
or when excessive wear is noticed. It is not necessary to replace the entire hard hat when
deterioration or tears of the suspension systems alone are noticed.
20.5. Safety Foot Wear
Foot injuries most often result from the wearing of unsuitable footwear rather than from
failure to wear safety shoes or boots. It is required that all personnel whilst at work on
board ship, wear appropriate safety footwear protecting toes against accidental stubbing,
affording a good hold on deck and giving the support of firm soles for negotiating ladders.
Safety footwear will therefore be worn at all times by persons working on Cargo areas,
Deck, Galley and all Machinery spaces.

The hazards commonly encountered cause injury as a result of impact, penetration through
the sole, slipping, heat and crushing. Safety footwear is available which is designed to
protect against these or other specific hazards; manufactured to various standards
appropriate to the particular danger involved and these shall be used as required.
Extra care is needed when negotiating ladders when wearing rubber boots. It is the
individual crewmember's responsibility to ensure the availability and wearing of appropriate
safety footwear. Departmental heads shall ensure that the appropriate safety foot wear is
used at all times.

As with all protective equipment, safety footwear should be inspected prior to each use and
checked for wear and tear at reasonable intervals. This includes looking for cracks or holes,
separation of materials, broken buckles or laces.
Clean the soles periodically so the shoe can maintain its ability to grip and have traction.
Clean out the tread and get rid of contaminants. The soles of shoes should be checked for
pieces of metal or other embedded items that could present electrical or tripping hazards and
reduce hold.
The service life of safety footwear will depend on the working environment. Employees
should follow the manufacturers’ recommendations for cleaning and maintenance of
protective footwear.
20.6. Safety Goggles/ Shields
Appropriate Eye/ face protection shall be worn when an injury to the eye or face is likely.
Not wearing eye protection or wearing the wrong kind of protection for the job are the two
major reasons for eye injuries at work.
Eye protection should always be worn to protect eyes when grinding, drilling, de-scaling,
chipping, painting, when there is a risk of splashes from chemicals, cleaning with liquid
detergents or applying rust remover, connecting and transferring bulk/ fuel hoses and when
cleaning dry bulk tanks.
Ordinary prescription (corrective) spectacles, unless manufactured to a safety standard, do

not afford protection. Certain box-type goggles are designed so that they can be worn over
ordinary spectacles.
Face shields protect the full face from spraying, chipping, grinding and splashes. They shall
be used as identified by the risk assessment. In any case they shall be worn when handling
chemicals or eye irritants including service or maintenance of equipments where splashes
can be expected and were the face needs to be protected from flying debris or abrasives.
Wear safety glasses or goggles under face shields to provide protection when the shield is
lifted. The goggles/ glasses help prevent particles that get under the shield from lodging in
the eyes.
Use other types of protection, such as filtered helmets or goggles, for tasks such as welding.
Welder's helpers, other workers and bystanders should have welding light protection when
near torch cutting or welding.
Following are important when using eye protection:
 Brush, shake or vacuum dust and debris from hard hats, hair, the forehead or the top
of the eye protection before removing the protector.
 Avoid rubbing eyes with dirty hands or clothing.
 Clean eyewear regularly and ensure the protector is in good condition.
 Ensure eye protection fits properly and will stay in place.

20.7. Hearing Protection
These shall be used in all areas where high levels of noise can be expected. This includes
machinery spaces, pump rooms and other areas on deck such as Emergency generator room,
near Hydraulic pumps etc. Appropriate ear protection shall be used when using hand held
tools which produce high noise levels.
20.8. 1. Ear Plugs
The simplest form of ear protection is the earplug. When using ear plugs caution should be
exercised to
 clean re-usable ear plugs after each use
 proper fit
 not to handle them with dirty hands or gloves prior to fitting
 ensure they are not used by anyone with ear complaints
Ear plugs of rubber or plastic also have only limited effect, in that extremes of high or low
frequency cause the plug to vibrate in the ear canal causing a consequential loss in
protection.
20.8. 2. Ear Defenders (Muffs)
They consist of a pair of rigid cups designed to completely envelope the ears, fitted with soft
sealing rings to fit closely around the head around the ears. The spring loaded headbands
ensure that the sound seals around the ears are maintained. They are generally more
effective than earplugs. Glasses, facial hair, long hair or facial movements such as chewing
may reduce the protective value of earmuffs.
20.8. 3. Cotton wool should never be used as an alternative to hearing protection as it offers little
protection to acoustic exposure.
20.8. Gloves
These shall be worn in all areas of work where the hands are exposed to dangers of any
kind. The nature of the hazard and the operation involved will affect the selection of gloves.
It is essential that employees use gloves specifically designed for the hazards and tasks
found in their workplace because gloves designed for one function may not protect against a
different function.
The following are examples of some factors that may influence the selection of protective
gloves for a workplace.
 Type of material handled.
 Nature of contact (total immersion, splash, etc.).
 Duration of contact.
 Area requiring protection (hand only, forearm, arm).
 Grip requirements (dry, wet, oily).
 Thermal protection.
 Size and comfort.
 Abrasion resistance requirements.

In general, gloves fall into four groups:

 Gloves made of leather, canvas or metal mesh;
 Fabric and coated fabric gloves;
 Chemical- and liquid-resistant gloves;
 Insulating rubber gloves
20.9.1. Leather, Canvas or Metal Mesh Gloves
 Leather gloves protect against sparks, moderate heat, blows, chips and rough
objects.
 Aluminized gloves provide reflective and insulating protection against heat and
require an insert made of synthetic materials to protect against heat and cold.
 Aramid fiber gloves protect against heat and cold, are cut-and abrasive-resistant
and wear well.
 Synthetic gloves of various materials offer protection against heat and cold, are cut-
and abrasive-resistant and may withstand some diluted acids. These materials do not
stand up against alkalis and solvents.
 Kevlar or Metal Mesh. Used when working with knives or other sharp
implements
20.9.2. Fabric and Coated Fabric Gloves
 Fabric gloves protect against dirt, chafing and abrasions. They do not provide
sufficient protection for use with rough, sharp or heavy materials.
 Coated fabric gloves are normally made from cotton flannel with coating on the
inside with rubber. They are good for general-purpose hand protection offering slip-
resistant qualities.
20.9.3. Chemical – and Liquid – Resistant Gloves
Chemical-resistant gloves are made with different kinds of rubber or various kinds of
plastics. These materials can be blended or laminated for better performance. Some
examples of chemical-resistant gloves include:
20.9.3.1. Butyl Gloves
are made of a synthetic rubber and protect against a wide variety of chemicals, such as
peroxide, rocket fuels, highly corrosive acids, strong bases, alcohols, aldehydes, ketones,
esters and nitro compounds. Butyl rubber does not perform well with aliphatic and aromatic
hydrocarbons and halogenated solvents.

20.9.3.2. Natural (Latex) Rubber Gloves
are comfortable to wear, which makes them a popular general-purpose glove. They feature
outstanding tensile strength, elasticity and temperature resistance. In addition to resisting
abrasions caused by grinding and polishing, these gloves protect workers’ hands from most
water solutions of acids, alkalis, salts and ketones. Latex gloves may cause allergic reactions
in some individuals. Hypoallergenic gloves, glove liners and powderless gloves are possible
alternatives for workers who are allergic to latex gloves.
20.9.3.3. Neoprene Gloves
are made of synthetic rubber and offer good pliability, finger dexterity, high density and tear
resistance. They protect against hydraulic fluids, gasoline, alcohols, organic acids and
alkalis. They generally have chemical and wear resistance properties superior to those made
of natural rubber.
20.9.3.4. Nitrile Gloves
are made of a copolymer and provide protection from chlorinated solvents such as
trichloroethylene and perchloroethylene. Although intended for jobs requiring dexterity and
sensitivity, nitrile gloves stand up to heavy use even after prolonged exposure to substances
that cause other gloves to deteriorate. They offer protection when working with oils,
greases, acids, caustics and alcohols but are generally not recommended for use with strong
oxidizing agents, aromatic solvents, ketones and acetates.
20.9.4. Precautions Care and Maintenance
Wet or oily gloves may be slippery and particular care must be taken especially when
climbing ladders or working aloft. Wet or contaminated gloves must be changed or replaced
regularly. There is a danger of working gloves becoming trapped when handling moving
machinery. Gloves will not be worn under these conditions. Gloves must be inspected daily,
more often if handling highly toxic substances. They must be discarded immediately when
holes or tears appear. Gloves must not be repaired.
Neoprene, Kevlar, rubber or vinyl gloves must be washed after a days use with soap and
water. Do not use solvents for cleaning gloves as some solvents may degrade the glove
fabric. Gloves used for chemicals or toxic material must be washed before removing, if they
are contaminated with the material handled.
20.10. Personal Fall Arrest Systems - Safety Harnesses
Safety harnesses must always be worn when working aloft, when working outboard of the
bulwarks / railings, below decks or in any other area where there is a risk of falling more
than two meters.
Manufacturer’s instruction must be followed when using full body harnesses. Before a
harness is put into service it must be thoroughly examined by the department head.
Safety belts are not acceptable as part of a personal fall arrest system and a full body harness
shall be used.

All surfaces and edges of all connectors and links shall be smooth to prevent damage to
interfacing parts of the system.
The object or link to which the snap hook will be attached shall be of suitable size to
prevent accidental depression and disengagement.
Attach the snap hook only to safe and compatible objects.
Each employee shall be attached to a separate lifeline.
Lifelines shall be protected against being cut or abraded.
Ropes and straps (webbing) used in lanyards, lifelines, and strength components of body
belts and body harnesses shall be made from synthetic fibers.
Anchorages used for attachment of personal fall arrest equipment shall be independent of
any anchorage being used to support or suspend platforms.
The attachment point of the body harness shall be located in the center of the wearer's back
near shoulder level, or above the wearer's head.
Harnesses, and components shall be used only for employee protection (as part of a personal
fall arrest system or positioning device system) and not to hoist materials.
Personal fall arrest systems and components subjected to impact loading shall be
immediately removed from service and shall not be used again for employee protection until
inspected and determined by a competent person to be undamaged and suitable for reuse.
Personal fall arrest systems shall be inspected prior to each use for wear, damage and other
deterioration, and defective components shall be removed from service.
Personal fall arrest systems shall not be attached to guardrail systems.
20.11. Protective Clothing
As a general rule, the more complete the cover offered by working clothes the better.
Clothes should be comfortable but sufficiently close fitting not to catch on projections or
machinery parts when men are working in cramped positions or moving about the ship.
Gaping pockets, trailing straps, sweat rags, watch straps and rings can easily be caught up
when working with or near moving machinery.
It is a requirement of Equinox that all employees wear company provided protective

clothing as part of their PP Equipment when working.
20.11.1. Synthetic Clothing
Synthetic clothing is not considered suitable for use on board. The melting and fusing of
synthetic materials leads to a concentrated heat source that causes severe burns which make
them unsuitable for personnel who in the course of their duties may be exposed to high

temperatures or flame. They also have a potential for electrostatic generation and
subsequent ignition risks.
20.11.2. Coveralls, Cotton
Cotton coveralls are provided for all personnel on board Equinox vessels for all day to day
work as part of the standard PPE, when working in an environment that requires the use of
no other types of protective clothing. It is the responsibility of the individual to ensure that
their coveralls are regularly laundered.
Laundering of Coveralls.
Coverall have the potential of absorbing materials they came in to contact with, including
chemicals, paints, thinners, oils etc. Coveralls shall be well washed to ensure that the
contaminants are removed or neutralized. Particular care should be taken when drying
coveralls in tumble dryers because the hot air might release flammable or toxic vapor from
particles of contaminants trapped within the fibres of the coverall. Contaminated coveralls
shall not be loaded into a tumble drier before they are washed. It is the responsibility of the
individual to replace or repair damaged coveralls.
20.11.3. Coveralls, Disposable
Disposable coveralls should be worn when working in an environment where potentially

harmful contaminant can adhere to the surface of the coverall and then be carried to a clean
area. While the job is in progress, the disposable clothing may be removed for breaks and
meal periods and re-used after such breaks. If the job requires more than one day to
complete, the disposable clothing should be taken off at the end of the day and left at the
work site in a sealed container or bag until the job is resumed. Disposable clothing must be
properly disposed off after the job is completed. On completion of the job or at the end of
the day, clothing worn under the disposables should be washed before it is worn again.
20.12. Welding / Cutting Protection
Protective clothing and equipment shall be worn by the operator and as appropriate by those
working with him to protect them from particles of hot metal and slag and from accidental
burns. In addition, protective clothing and equipment will also be required to protect their
eyes and skin from ultra violet and heat radiation.
The operator should normally wear:
 Welding helmet with suitably colored transparent eyepiece. Eye goggles or a hand
held shield may be suitable alternatives in appropriate circumstances.
 Suitable leather working gloves.
 Suitable apron (in appropriate circumstances).
 Long sleeved natural fiber boiler suit or other approved protective clothing.

Clothing should be free of grease and oil and other flammable substances. All standby
personnel and helpers shall have suitable eye protection and PPE.

20.13. Chemical Protection
The correct type of chemical protection should be chosen according to the hazard being
faced and the kind of work being undertaken.
Broadly speaking, chemical protective clothing falls into two groups:
20.13.1. Light Chemicals
An unsupported vinyl or polyethylene film, non-breathing, is suitable. Also, Dacron, Orlon,

Nylon, 'NOMEX', and many more that 'breathe' offer adequate protection against light
chemical splash
20.13.2. Heavy Chemicals
Where the possibility of immersion or splash of heavy chemicals exists, a coated fabric such
as Butyl, Neoprene, Polyurethane, rubber or vinyl etc. is required. These types of coated or
supported fabrics/materials do not 'breathe'. Garment seams should be cemented, strapped
or heat-sealed. Storm flaps or interlocking zippers should close and seal the garment.
No matter which type is available for use, or the design, style or fabrication of the protective
clothing, it must fit well, be comfortable to wear and not encumber the wearer. Other points
to be aware of include:
Outside pockets are particularly dangerous, as catching points for chemical splash and
ideally such garments should not have pockets. However, if outside pockets exist, they must
have cover flaps
The garment must be long enough to afford protection to the whole of the leg area and
overlap any protective footwear
Gloves must be of the correct type and be long enough to extend well up the arms so that
there is no possibility of a gap between the gloves and garment.

21. MARKINGS, SAFETY SIGNS AND NOTICES
All parts of the vessel shall be clearly marked and the markings understood by all personnel.
Markings include standard safety signs, symbols, identification of fittings, compartments,
vents, warning, capacities, SWL, dates of tests, tug push marks, dimensions, muster points,
emergency equipments and procedures, operating instructions etc.
These shall be clearly displayed and easily understood by all personnel.
It is the duty of the department heads to ensure that general markings and signs within their
area of control is maintained and updated.
The Chief Mate shall ensure that the safety signs and instructions are prominently marked
wherever required on the vessel.
Notices of caution shall be posted as required by industry standards and general practice.
These include cautions as may be required by flag / port state / oil majors / shipping
organizations etc.
Operating instructions shall be posted near all relevant machinery associated with safety /
pollution prevention, including Em. fire pump, Em. Generator, Life boat Engine, Life boat
air support system, BA compressor, Oily Water separator etc.
21.1. Safety Sign and Poster
The following Safety signs shall be displayed at relevant locations:

 Emergency Exits.
 Lifeboat launching instructions.
 Liferaft launching Instructions
 Lifejacket donning instructions.
 luminescent IMO symbols shall be posted as required.

22. RISK ASSESSMENT
The procedures mentioned here emphasize Company’s approach towards adopting Risk
Assessment techniques for all activities to minimize all elements of risks involved, thereby
managing all of its activities through “Risk Management”. Company encourages its staff to
following activities:-
(1) Identify key shipboard operations
(2) Identify hazards within each shipboard operation.
(3) Determine where controls in shipboard operations can be improved.
22.1 Responsibility
All company personnel are responsible for identifying and reporting hazards within each
shipboard operation. It is vital that ship staff understands their role in the successful
implementation of Risk Assessment and control procedures.
The Master is responsible for ensuring that all reported hazards are reviewed and control
measures have been assessed for adequacy and, if required, additional control measures have
been put in place to improve the chance of successful disposition of all shipboard operation.
The Master is also responsible for conducting a monthly review and advising the DPA of all
risk assessments carried out on board. Risks, that are found to be trivial and where no further
precautions are deemed necessary, need not be recorded.
Dept Heads are responsible for ensuring that work instructions and safe working practices are
implemented at all times. Dept Heads are also responsible for ensuring that each employee
given a designated task understands the procedures to be followed and is familiar with any
equipment to be used.
The QHSE MR is responsible for the analysis of these Risk Assessments and for filing these
in the office.
22.2 Objective :
22.2.1 Provide safe practices in ship operation, a safe working environment and a greater awareness of
hazards and risks associated with shipboard operations.
22.2.2 Identify risks and establish safeguard against all identified risks.
22.2.3 Continuously improve safety management skills of shore and Shipboard personnel
22.2.4 Use risk assessment as tool for developing new initiatives to improve safety performance and
reduce risk to minimum

22.3 Procedures :
The process whereby decisions are made to accept a known or assessed risk and/or the
implementations of actions to reduce the consequences or probability of occurrence is called
“Risk Management”.
In reality, Risk Management tries to answer five simple questions:
1. What can go wrong? Hazard Identification

2. How Bad? Consequence Modelling
3. How often? Frequency Estimation
4. So what? Risk Assessment
5. What do I do? Risk Management
In short, Risk management is about minimizing the chance of failure and an effective risk
management requires structured risk assessment as an input.
Risk Management
5. Conclusion action/
recommendation
1.HAZARD –
What can go wrong ?
4.Cost – benefit
evaluation
.Risk Analysis
-How often?
- How bad?
Risk control Measures
3. Risk accepted ?
YES – Go Ahead NO - Stop

22.4 Risk Assessment
Risk Assessment is a safety management tool which can be used to enhance or radically
change the 'Safety Culture' prevailing in an organization.
While on board ship, during the course of their various work activities, staff is exposed to
different types of hazards. At times, the unplanned action by ship's staff could also result in
the creation of a hazardous situation. All such hazardous situations do pose a certain level or
degree of safety risk.
A risk is a chance of something going wrong. All activities involve risk. The main purpose of
risk assessment is not to stop or suspend an activity but to manage and control the risks of
hazards such that they are always within tolerable or negligible level.
Our aim is to develop one standard within the company by which we could assess or
determine the level or degree of 'safety' risk, for a specific or identified hazard. We should
make use of any Risk Assessment tool for the purpose of endeavoring to reduce risk to a
level that could be considered to be 'As Low As Reasonably Practicable' (ALARP).
The risk assessment methodology described in Chapter-1 of the 'Code of Safe Working
Practices (COSWP) for Merchant Seaman' forms the basis of our company's risk assessment
approach.
Risk Assessment
Define area or activity of concern
Identify hazard
Determine Probability & Determine Consequence

Frequency
Determine and define the risk
Establish Acceptable levels of Risk
Prepare Action Plan as necessary
Evaluate the outcome and

review adequacy of action
22.5 Risk Assessment Methodology

RISK involves the two parameters, namely PROBABILITY and CONSEQUENCE
The risk assessment process for any work activity begins by first identifying all its hazards
and then documenting all existing preventive measures that can be put in place or can be
practiced for controlling each of the identified hazards.
Next, each of the identified hazards is considered from the aspect of 'Probability' of
occurrence and, the 'Consequence', of its occurrence. Both elements are assessed separately,
taking into consideration the existing control or preventive measures.
Subsequently, by referring to the matrix provided, the level of risk is determined and a risk
category assigned to each of the identified hazards.
Lastly, depending on the risk category, effort is made to reduce the risk, to a level deemed as
acceptable.
The use of the risk assessment technique affords us the ability to categorize risk by level or
degree of seriousness and most importantly it provides us with the tools and the mechanism
with which to separate the trivial, from the more serious risk, thus enabling us to focus, on
finding ways and means to eliminate or reduce the risk to a - 'As Low As Reasonably
Practicable, (ALARP)' level.
The conduct of a 'Risk Assessment' exercise for a particular 'Activity or Action' is a process
that utilizes the collective knowledge & experience of all participants in 'brainstorming'
through the following steps:
1. Hazard & control measures identification - through brain storming.

2. Risk Assessment - Considering Probability & Consequence through brain storming.
3. Risk Reduction - brain storming to reduce risk to ALARP levels.
Risk Assessment is primarily, 'Qualitative' in nature but could be further strengthened using
'Quantitative' information such as accident / injury statistics from the various databases.
22.6 Brain Storming
Brainstorming is used to identify possible solutions to problems and potential opportunities

for improvement. Brainstorming is a technique for tapping the creative thinking of a team to
generate and clarify a list of ideas, problems and issues. In applying brainstorming, two
phases are involved:
1. The generation phase (diverging phase)
The facilitator reviews the guidelines for brainstorming and the purpose of the
brainstorming session, and then the team members generate the list of ideas. The
objective is to generate as many ideas as possible.
2. The clarification phase (converging phase)
The team reviews the list of ideas to make sure that everyone understands all ideas. The
evaluation of ideas will occur when the brainstorming session is completed.
22.7 Work Activity


Risk assessment may be conducted for the complete work activity as a whole, e.g. 'chipping
& painting of the area under the Bridge Wing' OR it may be conducted separately for each
sub-activity such as - a)'rigging staging', b)'chipping & painting' and lastly c) 'de-staging'. For
work activities that involve a large work scope, it is recommended that risk assessment be
carried for each sub-activity. This will allow the participants to focus objectively on the
specific task.
22.8 Hazard Identification
The ability to identify and describe a hazard correctly and to the point is of utmost
importance e.g. 'fire caused by 'hot work' sparks falling onto oily bilge'. If there are more
than one possible causes of occurrence of a fire at the work site, then all the fire hazards
should be identified. This will enable proper evaluation of the existing control or preventive
measures. Items- 2.2 & 2.3 of Chapter-1, Annex 1.1 in COSWP serves as initial prompts for
identifying hazards.
22.9 Consequences
In Chapter-1, Annex 1.1, Section-3.2 of the COSWP the sub-categories for 'Severity' are very
well described and staff should have no difficulty in assigning the appropriate category for
'consequence' (severity / harmfulness).
The outcome of an accident, there may be different possible consequences, e.g human
facilities (or injuries), environmental pollution, loss/damage to property.
22.10 Probability
However for the sub-categories listed under 'probability' (likelihood), there is no such clear
guidance given in COSWP Chapter-1, Annex 1.1 at item-3.3. Therefore to further assist ship
staff in determining the sub-category for 'Probability', we are providing the following
guidelines: -
Probability Table:
Highly Unlikely No, there is no evidence, record or knowledge of such occurrences in n the
marine industry.
Unlikely Yes, there is evidence, record or knowledge of such occurrences in the

marine industry, but not in the company's fleet.
Likely Yes, such occurrences have occurred in the past on board our
company ships.
22.11 Assessing Risk Factor


The Risk Factor for a particular hazard is determined by looking up the matrix in the table
below, referencing the sub-categories for Probability (likelihood) and Consequence
(harmfulness).
Probability/ Consequence Slightly harmful Harmful Extremely Harmful

Highly unlikely Trivial Risk Tolerable Risk Moderate Risk
Unlikely Tolerable Risk Moderate Risk Substantial Risk
Likely Moderate Risk Substantial Risk Intolerable Risk
Definition of and the recommended action required, for each of the Risk Categories shown,
i.e. ranging from Trivial to Intolerable are described in detail in Chapter-1, Table-2 of the
COSWP.
For the risk categories, considered as MODERATE, SUBSTANTIAL or INTOLERABLE,

attempt must be made to reduce the RISK. This can be achieved by exploring the possibility
of eliminating the source of hazard or attempting a reduction in severity or likelihood of
occurrence.
22.12 Risk Assessment Exercise
Risk Assessment exercises shall be conducted during each of the monthly Safety Meetings
(SM). The Chief Officer / 2nd Engineer shall lead the sessions for their respective
departments.
The purpose of Risk Assessment is primarily to afford maximum opportunity to all ship staff
to participate in and gain experience in the conduct of 'Risk Assessment' on board our ships.
The Master and Chief Engineer shall observe the monthly risk assessment proceedings and
provide necessary guidance to the staff.
Should no other work activity be identifiable for risk assessment, then the existing risk
assessment can be reviewed at that time.
22.13 Risk Assessment for work processes
Risk Assessment becomes an integral part of the specific shipboard work processes as
outlined below and is to be carried out on every occasion, prior to any of the work activities
as detailed below:
1. For all 'Hot Work' to be carried out outside of the Engine Room workshop.
2. For all ‘Entry into Enclosed Spaces' and for all work that is planned to be conducted in
such spaces. (Routine entry into Cargo Pump room on tankers is excluded for the
purpose of this requirement, however 'Risk Assessment' must be carried out if work
activity involves exposure to cargo vapour or involves disconnecting any cargo or ballast
piping in the pump room)
3. For any work activity on board ship, which in the opinion of the Master or Chief
Engineer poses a risk to personnel, danger to ship or cargo or danger to the environment
4. If any hazards are associated with any non routine repairs
5. Any potentially hazardous operations.
The Master or Chief Engineer shall assume direct responsibility for the conduct of the 'Risk
Assessment' for any of the works identified above. The Chief Officer or 2nd Engineer shall

record the minutes of the session and complete the necessary records prior to commencement
of the work activity.
22.14 Records
All completed 'Risk Assessment (RA) Records as per form are to be filed in the ships file
and a copy has to be sent to the office to QHSE MR.
For ready reference; the lead page of this records shall be a 'Contents Page' having three
columns for the following information:-
1. Date,
2. RA reference number &
3. Description of work activity.
22.15 Review
The Vessel Safety Committee meeting shall review the monthly risk assessments under the
agenda item 'Review of last SM and Risk Assessments'.
22.16 Reporting
Risk assessments carried out on board the vessel, are to be reported in each SM under the
agenda item 'RISK ASSESSMENTS' with the following details:-
Date
RA reference number &
Description of work activity
Matters arising from the risk assessment exercises are to be brought to the attention of ship
staff during the Safety Committee meeting..
All the above Risk Assessment records have to be submitted to QHSE MR on a monthly
basis for review ashore. These will be reviewed during the monthly meeting in the office.
These will be used to improve the operating procedures in the QHSE Management System
The preventive measures in various Risk assessments will be regularly reviewed and targets
will be set by the QHSE department to close out these in time. The validity of the Risk
Assessments will also be reviewed during the monthly meeting.
The best practices obtained from various Risk Assessments will be shared with the entire
fleet through safety bulletins.
22.17 Conclusion
In order to achieve our overall Safety objective of “zero injury" we need to radically change
our safety culture which includes involvement and use of Risk Assessment as a safety
management tool by all staff. To make the process a bit easier and also to guide the ship staff
in identifying various hazards associated in the day to day shipboard operations, Company
has decided to collate the Risk Assessments for thirty each generic work activities on Deck
and in Engine Room in a single document and so have developed a “CD ROM” with the
below scenarios for easy reference and use on board. We would like to highlight here that
these are for reference purpose and vessels must use the Risk Assessment techniques for
assessing the risks in all shipboard activities. In short, Risk Assessment should form a part of
our working culture.
23 PERMIT TO WORK

There are many operations onboard ship where the routine actions of one man may
inadvertently endanger another or where a series of action steps need to be taken to ensure
the safety of those engaged in a specific operation. The Permit to Work System consist of an
organized and pre-defined safety procedure. A permit-to Work does not in itself make the
job safe, but contributes to measures for safe working.
The Master is responsible for ensuring that the requirements of the ‘Permit to Work’ system
are used on-board.
The Officer in charge is responsible for ensuring that a ‘Permit to Work’ is issued for
potentially hazardous operations.
All personnel are responsible for carrying out the requirements of the ‘Permit to Work’.
23.2. When to use a ‘Permit to Work’
The Officer in charge of an operation shall initially determine if an operation is hazardous

beyond normal ‘day to day’ activities. In all such cases a ‘Permit’ is to be used. Risk
assessment will help determining if a job is of a hazardous nature.
A ‘Permit to Work’ is to be issued for all the following operations:-
- Entry into enclosed spaces

- Entry into PumpRooms
- Working aloft or overside
- Hot Work
- Working on potentially live electrical equipment
- Cold Work
- Electrical Work
Inspection/ Repair of condenser/ sea water system
A lock out tag out permit to be used for any work which requires locking/
tagging out.
23.3. How to use a Permit to Work System
1. A Risk assessment will determine if a Permit to Work needs to be issued for the task
in hand.
The risk assessment may be a formal written one or an informal walk through and
risk analysis (Pls. Ref to Sec. on risk assessment).
1. The Officer in charge of the specific task for which the Permit is required shall
make a full assessment of the risks and ensure compliance with the Permit for the
task.
2. The Workers shall be appraised of the task and safety requirements.
3. Required signatures are obtained from the Work team/ officer in charge and the
Permit is presented to the Master for review and any suggestion or additional safety
measures/ checks etc.
4. Once the Master is satisfied with the preparations and correctness of the Permit he
authorizes the work by signing the Permit.
5. A copy is retained by the master and a copy is posted at the work site.
6. Work can only begin after the workers sight the Permit authorized by Master.

Throughout the Work the parameters in the permit should not change. This should be
ensured by the Officer in charge of Safe working of that task. If any parameter changes, the
work should be stopped and permit voided. Recommencement of work shall only be
allowed after a fresh permit is issued as detailed above.
A Permit shall be filled out in Full before it can be validated/ authorized.
The ‘Permit to Work’ is only valid for the time it takes to complete the operation. The
maximum period of validity is 12 hours.
The above procedure applies to shore workers as well as ship personnel while working
aboard the vessel.

24 ENTRY INTO ENCLOSED SPACES
24.1. Definition
An enclosed space is one with restricted access that is not subject to continuous ventilations
and in which the atmosphere may be hazardous due to the presence of hydrocarbon gas,
toxic gases, inert gas or oxygen deficiency.
This definition includes cargo holds, cargo tanks, ballast tanks, fuel tanks, fresh water tanks,
lubricating oil tanks, slop and waste oil tanks, sewage tanks, cofferdams, duct keels, void
spaces, double bottoms, fore and aft peaks, chain lockers or a store with restricted access or
not regularly entered and trunkings, pipelines or fittings connected to any of these. It also
includes inert gas scrubbers and water seals and any other item of machinery or equipment
that is not routinely ventilated or entered such as boilers and main engine crankcases.
24.2. Precautions
The permit to work for Enclosed Space Entry PPE: 453 has to be fully filled in, all
conditions satisfied and authorized by Master before an entry can be permitted.
The atmosphere checking equipments should be calibrated prior to use.
Prior to entry a comprehensive sample of the atmosphere inside should be obtained from the
outside using sampling tubes. Care should be taken to obtain a representative cross section
of the compartment by sampling at several depths and through as many deck openings as
practicable.
When tests are being carried out ventilations should be stopped and a minimum period of 10
minutes should be allowed to elapse before readings are taken.
Even when tests have shown a tank or compartment to be safe for entry, pockets of gas
should always be suspected. Hence when descending to the lower part of a tank or
compartment, further atmosphere tests should be made. Regeneration of hydrocarbon gas
should always be considered possible. Continuous effective ventilation should be
maintained and frequent atmosphere checks to be made when people are inside the
compartment and during breaks. Personnel gas check meters including oxygen meters
should be carried on person to warn of any possible deterioration of atmosphere.
If any of the conditions stated on the Enclosed Space entry permit PPE : 453 change and
become unsafe after personnel have entered the compartment, they should be ordered to
leave the space immediately and not be permitted to re-enter until the situation has been re-
evaluated and the safe condition stated on the permit have been restored. A new permit
needs to be issued for re-entry.
24.3. During Entry
The Officer in charge shall stand-by during the entire operation. He should be in continuous
radio contact with the personnel entering and also with the bridge or a similar control
location.

If personnel in the space raise the alarm, rescue personnel must not enter the space directly.
They must don breathing apparatus under the supervision of the Officer meanwhile general
alarm has to be raised to muster the necessary equipment and assistance.
The rescue must be undertaken under the supervision of the Officer and under direct orders
from the master.

25. HOT WORK
25.1. Definitions
Hot Work is any work involving a source of ignition or temperatures sufficiently high to
cause the ignition of a flammable gas mixture. This includes any work requiring the use of
welding, burning or soldering equipment, blow torches, some power driven tools, possible
electrical equipment which is not intrinsically safe or contained within an approved
explosion-proof housing, and internal combustion engines.
25.2. General Considerations
Hot work is permitted only within the Engine Room workshop. When it becomes necessary
outside the Engine Room workshop a hot work permit (PPE: 450) has to be filled in and
authorized by the Master.
For any hot work which requires a Hot work permit, details of the intended hot work
including safety precautions must be advised to PP Equinox and express permission
obtained prior commencement of the hot work.
Hot Work within the Engine room Work shop does not require a formal written Hot Work
Permit. However the following should be observed:
1. The work shop door is closed.
2. Area is free of combustible material.
3. Equipments tested and satisfactory.
4. Portable Fire Extinguishers handy and FFA in immediate readiness.
5. Risk assessment undertaken and all personnel involved briefed.
In addition to the points 2 to 5 mentioned above the following shall be observed for any Hot
work outside of Engine Room Work Shop:
1. No Hot Work is permitted on any pipe line in situ. Pipelines on which hot work is
intended should be detached by cold work, cleaned and gas freed to “safe for hot
work’ condition.
2. No Hot Work is permitted on Bulkheads of oil / bunker tanks or within 0.5 M of

such bulkheads.
3. If Hot work is to be undertaken on open deck, cargo and slop tanks within a radius
of at least 30 M around the working area must be cleaned and hydrocarbon vapor
content reduced to less than 1% by volume and inerted. All other cargo tanks must
be inerted and opening closed. Adjacent ballast tanks and other compartments
should be checked to ensure that they are gas free and safe for the intended Hot
work within the vicinity.
4. When Tanks are Gas freed ensure that heating coils and pipelines within the tank do
not contain oil.
5. During Hot work it is possible for sparks to fall down. Area below the Hot Work
location to all levels must be clean and safe for Hot work. If in Engine Room or in a
Pump Room, the spaces and the bilges must be clean and free of oil.

6. After the hot work is completed the area shall be re- inspected to ensure that a risk
of fire does not exist. As it may take time for the hot work area to cool, it shall be
re-visited until it can be confirmed that no danger exists.
For each Hot Work which requires a Hot Work Permit, a separate Permit has to be issued.
Similarly Permission request to Equinox should identify safety precautions which would be
taken for each job separately.
For Jobs on the same location the office permission could be obtained for more than one
day. However if the office permission is valid and the on board permit expires as mentioned
on the permit, a new permit has to be issued on board before the work can re-commence.
25.3. Tankers
Other than in emergencies a hot work in the cargo block is not permitted unless the tanker is
certified gas free and has a valid Hot Work Permit.
25.4. Vessels other than Tankers
When the vessel carries IMO cargoes the vessel shall be treated as carrying dangerous
cargoes and no hot work is permitted in the cargo block. If the cargo safety sheet requires
more stringent precautionary measures those shall take precedence.
Although the cargo may not be dangerous, there are other hazards associated with hot work
and precautions as required by the Hot Work permit. These procedures and standard
industry procedures and as may be prudent by the ordinary practice of seamanship, shall be
observed.

26 WORKING ALOFT OR OVERSIDE
26.1. General
Any work above 2Metres, or in risky locations below 2M shall be considered as Aloft
Personnel working aloft or overside have to concentrate on two matters:-

- The job in hand.
- Their safety.
It is too easy to concentrate on the job in hand and forget about the dangerous position the
seaman is in.
For this reason these operations are classified as hazardous and a ‘Permit to Work’ must be
issued.
26.2. Precautions
The following precautions must be taken when working aloft or overside of the vessel.
- Risk assessment done, crew briefed.

- Working overside is not permitted when the vessel is underway.
- Working aloft is not permitted in bad weather.
- Care shall be taken with tools in case they fall.
- Ropes shall not pass over sharp edges.
- All securing points must be strong.
- Critical knots must be double checked.
- All stages and bosun chairs shall be secured so that they are not allowed to
swing.
Life line should be secured to a point different from the one the stage/
bosun chair is rigged.
- Personnel aloft shall be well clear of machinery.
- A responsible Officer shall be present.
- A ‘Permit to Work’ PPE: 452 should be used.
26.3. During the Operation
At all times during the work aloft there shall be good communication with responsible
persons on deck.
When painting or using other hazardous material care shall be taken not to contaminate
ropes with substances which cause deterioration.
If circumstances change during the operation which may jeopardize safety, all personnel
shall return to the deck.
26.4. After the Operation
All equipment shall be stowed carefully to avoid damage.


27 SAFE USE OF SCAFFOLDINGS
The rigging of scaffolding is a task requiring specialist skills, training, qualification, and
certification.
The rigging of scaffolding by vessels personnel may be conducted under exceptional

circumstances with prior approval of Shipmanagement. Erection of scaffolding must only be
undertaken in strict compliance with recognized international flag or port state standards
and regulations.
All aspects of the operation should be overseen by a responsible officer. A thorough Risk
assessment should be conducted and all personnel briefed on the procedures and safety
aspects. All personnel working in the vicinity of the scaffolding should be briefed on the
safety aspects of the operation.
The scaffolding structure should be inspected before its use, After it has been erected, before
beginning the required tasks and after any repairs or modifications to the scaffolding.
A scaffolding left unattended, incomplete, or otherwise unsuitable for use should be tagged
out.
27.1. Erecting a scaffold
 Ensure that the deck is suitable for the proposed erection and to support the load.
 Scaffolding may only be rigged and used where the vessel is alongside or in still water
conditions and in a constant trim and list so that the scaffolding structure will not be
subjected to excessive dynamic forces.
 Ensure the scaffolding is not used in inclement weather conditions or in high winds.
All vertical standard poles shall be built plumb

All horizontal transom and ledger poles shall be built level
Guard rails and toe-boards shall be provided.
Adequate scaffold boards shall be provided on the working platform and shall be secured
using clamps or ropes to prevent from inadvertent lifting in wind or moving otherwise.
In order to prevent distortion all scaffolding shall be secured to adjacent structure using
scaffolding poles and couplings.
Screen shall be provided on scaffold side adjacent to passageways or thoroughfares to guard
against falling materials or tools.
Care should be taken to ensure that at the lower levels of a completed scaffold, there are no
protrusions which could cause injury to passing personnel.
27.2. General Safety
• Nominated personnel are the only people permitted to use the scaffolding structure.
• Use the access ladder and do not climb outside of the scaffold.
• Always work within the handrail, never overreach.
• Never undertake scaffolding tasks where electrical hazards cannot be controlled
• Never work from an incomplete or damaged platform.
• Do not use the scaffold if parts are damaged or if you are unsure.
• Do not remove or alter a scaffold or any part of a scaffold at the work site without the
authority of the responsible officer.

• Carefully lower or handle all tools/ equipment from the work site or structure in the
safest possible manner. Do not throw or drop tools and equipment.
• When dismantling the scaffolding carefully lower and handle equipment from the
work site or structure. No equipment should be thrown or dropped.
A working aloft form shall be used and all precautions taken while working on a scaffold.

28 DRUM STORAGE AND HANDLING
• All drums shall be properly labeled as to their contents and stored in a designated area
in such a manner to prevent spills. If drums are stored on open deck, they shall be
covered or treated by other preventive actions to minimize deterioration.
• Drums will be stored in a well ventilated area away from potential sources of heat or
open flame. Where drums could be damaged by mechanical equipment such as cranes
or fork lift trucks, adequate barriers or guards shall be provided.
• Drums containing flammable and combustible liquids shall be stored separate from
oxidizers and corrosive or toxic chemicals. Drum storage areas should be provided
with drip pans or a drain system that will remove any leakage to a safe area. In
addition, all drums shall be checked regularly in order to pre vent chemical spill to the
sea.
• Adequate fire protection of the appropriate type will be provided in the area of drum
storage and “No Smoking” signs posted where flammable and combustible liquids are
stored. Drums used for the dispensing of liquids shall be stored in racks away from
potential hazards and provided with drip pans.
• Welding or cutting on drums with flame or spark producing equipment is prohibited.
• Drums will not be pressurized to remove their contents.
• The use of bulk containers is encouraged to minimize the handling and disposal of
drums.
• Where it is required to move drums, use should be made of trolleys, barrel lifters, etc.
28.1. Drum Disposal
In order to minimize accidental environmental incidents - spillages etc. the cleaning of

drums prior to disposal shall be discouraged. On shore warehouse facility have special
provisions for decanting residual materials and for cleaning drums prior to recycling or
disposal.
The practice of using drums for alternative storage is considered dangerous and should only
be undertaken when all relevant safety information confirms that it is safe to do so. If in
doubt, refrain from doing so.

29 OCCUPATIONAL HEALTH AND HYGIENE - INTRODUCTION
Equinox occupational hygiene programs have been established to provide a safe and healthy
working environment for all personnel.
Equinox fully understands the need to educate their employees on occupational Health and
Hygiene. Many of the Hazards are often not apparent to the eye unless employees are given
an awareness of the hazards involved.
Guidelines include those on:

 Hearing Conservation Program,
 Respiratory Protection Program,
 Hazard Communication Program,
 Hydrogen Sulfide Procedures,
 Asbestos Handling Procedures.
Other guidelines are promulgated within the fleet by Circulars to Master from time to time.
Good hygiene is one of the primary means for reducing the potential effects of occupational
health exposures. This means thoroughly washing hands prior to eating, drinking or
smoking. Not wearing clothing which may have been contaminated with chemicals or dust
fibers without first washing the clothing. Thoroughly washing any areas of the skin which
may have come in contact with chemicals. The followings are potential occupational health
exposures which may be encountered on ships. QHSE may be contacted for any further
information / clarification.
29.1. Noise/ Hearing Protection

Sound Level (dBA) TLV - Duration
In the marine industry there are a Per Day
number of activities and places 83 24 hours
where high noise levels can be 82 16 hours
85 8 hours
encountered. All persons exposed to
83 4 hours
high levels of noise, e.g. in
91 2 hours
machinery spaces, using scaling 94 1 hours
equipment (including chipping 97 30 minutes
hammers), or when working on 100 15 minutes
deck near hydraulic pumps and 103 7.50 minutes
compressors, should wear ear 106 3.75 minutes
protectors of a type recommended 109 1.83 minutes
as suitable for the particular 112 0.91 minutes
circumstances. Repeated exposure 115 28.12 seconds
to high noise levels can result in 118 14.05 seconds
120 7.03 seconds
irreversible hearing loss.
124 3.52 seconds
127 1.76 seconds
Warning signs should be posted in 130 0.88 seconds
high noise level areas where hearing 133 0.44 seconds
protection is required to be worn. 136 0.22 seconds
Recommended Threshold Limit 139 0.11 seconds
Values for the control of Noise
Exposure at the work place is
shown in table (1).

Table (1)
29.2. Metal Fumes
Personnel engaged in welding or cutting operations must wear the appropriate protective
clothing. This also applies to others nearby who may be effected by the activities. Usual PP
Equipment may include goggles, face mask, welding helmet, welding screens, gloves, apron
etc.
To prevent skin burns from sparks, or from the intense radiation created by arc welding,
leather (or some similar nonflammable material) must be used for protective clothing. The
amount of protective clothing required will vary according to the type of welding or cutting
being carried out, and how near the worker is to the spot of actual operation. One would
require a leather apron or complete body protection for seated or overhead work
respectively. It must be remembered that leather is not an insulator and offers no protection
against electrical hazards.
The most common injury sustained during welding and cutting operations is eye flash (arc
eye). This can be prevented by the use of either one of two types of protective equipment:
- Wearing a helmet with double screen, the inner screen being clear glass and the outer
being shaded safety glass.
- Wearing goggles and using a hand held screen.
A secondary injury, slag in the eye, may be sustained while chipping away slag after
welding. This can be prevented by using either of these types of equipment.
Special eye protection is required for gas and electrical welding operations.
Gas welding generates an intense light which momentarily causes glare blindness when the
operator looks away from the flame. Goggles, with specially treated glass, must be worn to
avoid eye damage from glare and spatter. In case of electric welding, ultraviolet rays attack
the eyes with such intensity that, because of the severity of the eye damage and irritation
generated, sleep can be impossible for up to 72 hours after the flash.
Welders must remember the effects his work can have on passersby and to shield his work
accordingly. The shield must take into account not only the effect of the flash, but also the
hazard of flying metal fragments produced during grinding, cutting and welding. It is also
essential to bear in mind that gas welding goggles, because they do not filter out ultraviolet
light, are totally unsuitable for electric welding operations.
Anyone using fixed grinders for tool sharpening etc., must ensure that a shield is fitted to
the machine before use, and must wear goggles as an additional precaution.
29.3. Dust Inhalation
Inhalation of dust can have serious consequences depending on the type of dust. This can
have from allergic reactions to bronchitis to silicosis and serious diseases of the lungs.
When working or being involved with any operation that produces dust, all precautions
against the inhalation of dust should be taken. Dust or respirator masks must be worn. Filter
elements should be changed regularly and masks cleaned at the end of each working cycle.

Damaged or unserviceable equipment should be brought to the attention of the Safety

Officer or Department Head for immediate replacement.
29.4. Safe Handling of Cement
Cement can cause ill health mainly by:

_ skin contact;
_ inhalation of dust; and
_ manual handling.
29.4.1 Skin contact
Contact with wet cement can cause both dermatitis and burns.
- Dermatitis is caused by the physical properties of cement that irritate the skin
mechanically and
- Allergic dermatitis is caused by sensitisation to the chromate present in cement.
Cement burns can be caused by wet cement. The principal cause is thought to be the
alkalinity of the wet cement. If wet cement becomes trapped against the skin, for example if
cement falls into a boot or glove, a serious burn or ulcer can rapidly develop. These often
take months to heal, and in extreme cases will need skin grafts or can even lead to
amputation. Serious chemical burns to the eyes can also be caused following a splash of
cement.
29.4.2 Inhalation of dust
High levels of dust can be produced when cement is handled, for example when emptying
or disposing of bags. In the short term, exposure to high levels of cement dust irritates the
nose and throat.
When handling cement, particle mask , long sleeved coveralls, suitable shoes, goggles and
gloves must be used to prevent contact with skin. If the skin gets contaminated with cement,
the skin should be washed using warm water and soap. The skin should be dried afterwards.
29.5. Silica
Silica dust maybe produced during abrasive blasting and grinding operations where blasting
or grinding materials contain a free silica content of greater than 1%. The use of silica free
abrasive blasting materials or wet blasting is recommended to reduce airborne free silica
associated with abrasive blasting. Nozzles used in abrasive blasting shall be equipped with a
dead-man control
For open air abrasive blasting, a Risk assessment shall be undertaken. The Risk assessment
shall amongst other things include, materials to be used, qualifications of personnel, medical
suitability, PPE requirements, status of the machine and controls, ventilation of the work
area, environmental impact, control of personnel, clean up and disposal of residue dust.

29.6. Asbestos
Asbestos may be found in the insulation of older pipes and structures, high temperature
gaskets, valve packing material and in older boiler insulation. The asbestos minerals have a
tendency to separate into microscopic-size particles that can remain in the air and are easily
inhaled. Persons occupationally exposed to asbestos have developed several types of life-
threatening diseases, including lung cancer. Although the use of asbestos and asbestos
products has dramatically decreased, they are still found in many industrial and commercial
settings and continue to pose a health risk to workers and others.
Other than where asbestos has been used as an insulation material, it is not easily friable and
poses a minimal exposure during the normal use of asbestos containing materials. The use
of half mask respirator with particulate cartridges and disposable coveralls is recommended
when working with materials containing asbestos.
No work shall be undertaken where asbestos contamination is suspected without prior

written approval of the QA &S Department. Where asbestos insulation is known to exist, it
should be encapsulated and the pipe or equipment labeled as containing asbestos insulation.
Insulation materials suspected of containing asbestos should not be disturbed until the
presence or absence of asbestos is confirmed. Removal of asbestos insulation will only be
done by qualified personnel and the procedure would need approval from the QHSE
Department.
29.7. Toxic and Hazardous Substances
Toxic / Hazardous Material is any material which due to its Physical or Chemical Property
could cause a health or environmental damage. Such materials require special handling
techniques to be employed to ensure that the operation is controlled in such a manner to
avoid any accidents and impact to health or environment.
29.7.1. Introduction of Hazardous Material into Work Site
Before a Toxic / Hazardous Material is introduced into the work site the characteristics of
the material has to be understood by all concerned. Following steps shall be followed:
 Obtain MSDS of the material.
 Department head to study the MSDS and conduct a Safety Analysis. Once all
aspects are studied advise the management team of the details including intended
location of storage, compatibility with other substances, known hazards,
precautions, PPE and training required.
 The Risk assessment shall be modified depending on the analysis by the
management team.
 Brief all personnel directly and indirectly involved, on the characteristics including
safety precautions to be followed in handling and storage (including compatibility
issues) and the PP Equipments required.
 Post a copy of the MSDS at the location of storage.

 Clearly mark the storage location and ensure proper segregation of the material

Secure the material against accidental movement and secure all other material within the
compartment to ensure that nothing will accidentally make contact with the material.
29.7.2. Handling Precautions for Toxic and Hazardous Substances
The safe handling of toxic and hazardous substances demands great care from all involved,
so that any possibility of an accident occurring is minimized. Prior to handling potentially
hazardous substances or liquids, the person in charge of the operation must ensure that all
personnel involved are familiar with the appropriate Material Safety Data Sheet (MSDS)
and the manufacturer’s safety instructions.
Protective clothing and equipment must always be worn to safeguard against personal injury
from accidental spillage, and eye and respiratory protection must be worn when necessary.
The range of potentially hazardous substances found onboard includes but is not limited to
the following:-
- paint and thinners

- electrical cleaners
- rust removers
- de-scaling chemical compounds
- cooing and feed water chemical treatments
- domestic cleaning agents
29.8. Painting
Paints may contain toxic or irritant substances, and with solvents may give rise to toxic,
flammable and potentially explosive vapors.
Associated materials such as rust removers and acids are also hazardous and skin contact
shall be avoided.
29.8.1 Precautions
Instructions and warnings on all painting material shall be read and observed.
Handling and Work spaces shall be well ventilated at all times.
Correct protective clothing shall always be worn.

Use appropriate respirators where required.
While pouring or mixing paint be aware of the dangers involved including splashing causing
eye /skin contact, and take adequate precautions.
No smoking and No naked lights in areas of painting.
All sources of ignition should be isolated, especially in areas where spray painting is being
carried out, which can be potentially explosive.

29.8.2 Spray Painting
There are many different types of paint sprayers and manufacturers instructions shall be
read and adhered to.
Paint may be sprayed at high velocity and can cause damage to the skin and eyes. Great care
and supervision is required. Proper protective clothing is required such as combination suits,
gloves and goggles
Paint when sprayed constitutes a respiratory hazard as minute particles spread in the
atmosphere. Proper respiratory protection and skin protection shall be used while paint is
applied by spraying.
29.9. Glycols
Glycols are commonly used in heat transfer fluids, antifreeze formulations, hydraulic fluids
and surfactant agents (oil dispersants and fire fighting foams). As antifreeze they are used in
PV breakers and radiators of Generators etc. When glycols are heated to decomposition they
can emit acrid smoke and vapors which are irritating to the eyes and respiratory track.
Glycols can also cause skin irritation and dermatitis after prolonged contact. Hand, eye and
face protection should be worn when working with glycol. If glycol vapors are present an
air purifying respirator with organic vapor cartridge and pre-filter should be used.
29.10. Methanol
Methanol is a clear, flammable liquid with an alcohol odor which is used as an antifreeze
and is a constituent of many commercially available solvents. Products that contain
methanol include glass cleaner, paints, varnishes, paint thinners and removers. Though
chemically an alcohol it is extremely dangerous if consumed or ingested. It can effect the
central nervous system and ingestion or exposure to high concentrations can cause
blindness.
Use only in a well ventilated area away from potential ignition sources, great care must be
taken during fire incidents as methanol burns with an invisible flame and there is serious
potential for accidentally entering burning vapors.
When handling, wear protective clothing including full face visor, rubber gloves, boots and
coveralls to avoid skin contact. During emergency situations self contained breathing
apparatus shall be worn.
29.11. Asphyxiates
Asphyxiates include Nitrogen, carbon dioxide, carbon monoxide and natural gas.
Asphyxiates displace the oxygen in a space. Welding or flame cutting in a confined spaced
can consume oxygen and the resulting by-products of combustion can result in an
asphyxiate. Early indications of asphyxiation include headache, fatigue, burning of eyes and
impaired mental and physical function.

Check all confined or poorly ventilated areas prior to entry for oxygen content with an
oxygen meter and frequently during any work in a confined space – Enclosed space entry
procedures shall be strictly followed for entering any areas doubted to have lack of Oxygen
or can develop asphyxiation while work is in progress.
Care must be taken to ensure that portable H 2S/ O2/ CO monitors are regularly calibrated as
per manufacturers’ instructions. Only units in current certification shall be used for
monitoring purposes.
On board tankers, Inert Gas will give rise to a similar situation. IG will replace Oxygen in a
compartment rather rapidly if allowed ingress. All precautions and lock out/ tag out should
be in place if there is even a remote chance of such a risk.

30 SAFE USE OF PESTICIDES
By their nature, many pesticides may pose some risk to humans, animals, or the
environment because they are designed to kill or otherwise adversely affect living
organisms. At the same time, pesticides are often useful because of their ability to control
disease-causing organisms, insects, weeds, or other pests. The pesticide label is your guide
to using pesticides safely and effectively. It contains pertinent information that should be
read and understand before the product is used.
Pesticides should be stored in strict compliance with national regulations and requirements
or the manufacturer's instructions.
Smoking, eating or drinking while using pesticides shall be avoided.
Empty pesticide receptacles and packaging should never be re-used.
Hands should always be washed after applying pesticides.
30.1. Fumigation
All safeguards shall be taken to minimize risk to on board personnel during fumigation and
pest control operations. Fumigants shall be handled only by qualified operators. All
personnel shall follow the instructions of the fumigator-in-charge.
Some of the gases and agents in common use for fumigation are flammable. Fumigants shall
only be used strictly in accordance with manufacturer’s instructions
Pesticides used for treatment of cargo spaces and accommodation in ships may be limited by
the regulations and requirements of The Port state of loading, treatment or cargo destination
or the vessel’s Flag state.
Masters should ensure that they are updated on above legislation before the fumigation is
planned.
30.2. Space and surface spraying
When spraying is carried out by the crew, the Master should ensure that the following
safeguards are observed:
 Wear protective clothing, gloves, respirators and eye protection appropriate to the
pesticides being used
 Do not remove clothes, gloves, respirators or eye protection whilst applying

pesticides,
 Avoid excessive application and run-off on surfaces and avoid contamination of

foodstuffs.

If clothing becomes contaminated:
 Stop work immediately and leave area

 Remove clothing and footwear, and take a shower and wash skin thoroughly
 Wash clothing and footwear, and wash skin again; and,
 If necessary, seek medical advice.
On completion of work:
 Remove and wash clothing, footwear and other equipment; and,

 Take a shower, bathe using plenty of soap.
30.3. Control of Rodent Pests
30.3.1. General
Rodent control on ships are subject to the provisions of the WHO's International Health
Regulations. Rodents may be controlled by fumigation, by the use of a bait incorporating a
poison which acts within a few minutes (acute poison), or one which acts over a period
(chronic poison), or by trapping.
30.3.2. Fumigation and baiting
Fumigation against rodents is normally done at dosages and periods of exposure much less
than those required for insect control. It follows that an insect fumigation also controls
rodents in areas that are treated. However, rodent control often required fumigation of
accommodation and working spaces that may not normally be treated for insect control.
Fumigation against rodents alone should be undertaken in port and ventilation completed in
port. The vessel will not be permitted to leave port until gas-free certification has been
received from the fumigator-in-charge. Equinox Shipmanagement is to be informed as soon
as it is learned that the vessel requires fumigation or other pest control measures.
Prior to the application of fumigants to cargo spaces, the crew should be landed and shall
remain ashore until the ship is certified "gas-free", in writing, by the fumigator-in-charge or
other authorized person. During this period a watchman should be posted to prevent
unauthorized boarding or entry, and warning notices should be prominently displayed at
gangways and at entrances to accommodation.
The fumigator-in-charge should be retained throughout the fumigation period and until such
time as the ship is declared gas-free.
At the end of the fumigation period the fumigator if crewmembers are required to assist in
ensuring that the fumigant is dispersed, they should be provided with adequate respiratory
protection and adhere strictly to instructions given by the fumigator-in-charge.

The fumigator-in-charge should notify the Master in writing of any spaces determined to be
safe for re-occupancy by essential crewmembers prior to the ventilation of the ship. Crew
members shall be allowed in only after the spaces they will occupy / use are certified to be
safe for doing so.
Unauthorized personnel shall not be allowed on board until all parts of the ship have been
determined gas-free, warning notices removed and clearance certificates issued by the
fumigator-in-charge.
It must be borne in mind that residual fumigant may release slowly from fine-grained and
dense materials, especially at low temperatures.
Entry into a space under fumigation should never take place except in the event of an
extreme emergency. If entry is imperative the fumigator-in-charge and at least one other
person should enter, each wearing adequate protective equipment appropriate for the
fumigant used and a safety harness and lifeline. Person outside the space, who should be
similarly equipped, should tend each lifeline.
Only qualified personnel of pest control servicing firms or appropriate authorities should
employ methods involving fumigation or the use of acute poison. Baits containing acute
poisons should be collected and disposed off by such personnel when the treatment is
completed. Chronic poisons should be used strictly in accordance with the manufacturer's
instructions contained on the label or on the package itself.
30.3.3. Rodent baits (Chronic poisons permitted for use by ship's personnel)
For rodenticides to be efficient, they should be placed in the normal area were the rodents
are active. Regular paths are usually detected by evidence of droppings etc. The use of
rodenticides, however, is no substitute for high standards of hygiene and the rodent proofing
of equipment whenever possible.
Baits should be protected from accidental consumption by humans and from contact with
food.

31 PERSONAL HEALTH
Personal Health is the responsibility of each individual on board. Each individual is

responsible to ensure that he practices high standards of health and maintains a clean and
healthy environment on board at all times.
31.1. Medical Examinations
Equinox is committed to employing only medically fit individuals on board its vessels.
It is the policy of Equinox that all personnel serving on vessels managed by Equinox and all
crew supplied by Equinox crewing undergo an approved medical examination. A
satisfactory standard of continuing good health is necessary for serving seafarers throughout
their career.
Some common infections that may be avoided by precautions are mentioned below. These
are only guidelines for general awareness of the diseases. This is not intended as a medical
guide. Any sickness or symptoms on board should be reported to the ship’s medical officer
at onset and appropriate medication ensured.
See ship captain’s medical guide for further reference.
31.2. Malaria
Malaria is a common and life-threatening disease in many tropical and subtropical areas.
The malaria parasite is transmitted by various species of Anopheles mosquitoes, which bite
mainly between sunset and sunrise.
Precautions must be taken against the risk of contracting malaria when visiting malaria risk
countries. Ships trading to such areas shall keep a good stock of anti-malaria tablets and it
is the responsibility of all individuals to take these tablets as necessary. It is necessary to
start taking anti-malaria precautions two weeks in advance of visiting malarial areas.
Persons appointed to ships in those areas shall start taking the anti-malaria precautions
whilst on leave, in advance of travelling.
In addition to the obvious requirement to maintain anti-malaria precautions while in a

declared or suspected malarial area, the precautions shall be continued for twenty-eight days
after leaving a malarial area due to the incubation period of the fever. Crewmembers must
ensure that they have sufficient supplies of the tablets before commencing any voyage or
subsequent leave periods.
31.3. Dengue fever
Dengue fever is an infectious disease carried by Aedes mosquitoes and caused by any of
four related dengue viruses. The transmission occurs from human to human through
mosquito bite. Dengue fever is found mostly during and shortly after the rainy season in
tropical and subtropical areas.
The best way to prevent dengue fever is to take special precautions to avoid contact with
mosquitoes.

When outdoors in an area where dengue fever has been found:

 Use a mosquito repellant containing DEET.
 Dress in protective clothing—covering hands and legs fully.
Because Aedes mosquitoes usually bite during the day, be sure to use precautions especially
during early morning hours before daybreak and in the late afternoon before dark.
31.4. Cholera
Cholera is an acute intestinal infection caused by bacteria and produces a copious, watery
diarrhoea that can quickly lead to severe dehydration and death if treatment is not promptly
given. Vomiting also occurs in most patients.
Cholera is spread by contaminated water and food. Sudden large outbreaks are usually
caused by a contaminated water supply.
Effective food hygiene measures are essential to prevent spread which include cooking food
thoroughly and eating it while still hot; preventing cooked foods from being contaminated
by contact with raw foods, including water and ice, contaminated surfaces or flies; and
avoiding raw fruits or vegetables unless they are first peeled.
Washing hands after defecation, and particularly before contact with food or drinking water,
is equally important.
All crew are required to be vaccinated against cholera at all times.
31.5. Plague
Plague is a disease affecting rodents and transmitted by fleas from rodents to other animals
and to humans. Direct person-to-person transmission does occur in the case of pneumonic
plague, when respiratory droplets may transfer the infection from the patient to others in
close contact.
The most important preventive measure for plague is to eliminate rodents from vessels and
to prevent their boarding the vessels.
31.6. Vaccination Requirements
Inoculations and vaccinations can prevent many serious infectious diseases. Individuals are
responsible for ensuring that these are kept up to date, in particular Yellow Fever and
Cholera. The Yellow Fever vaccination is valid for ten years, the Cholera vaccinations is
valid for six months. Vaccination against Typhoid, Tetanus, Polio and Hepatitis 'B' should
also be considered.
31.7. Rabies Prevention
Rabies is a disease caused by a virus found in the saliva of infected animals and is
transmitted to pets and humans by bites, or possibly by contamination of an open cut.
Treatment of an infected person is critical and success rate low.

Pets are forbidden on Equinox vessels due to the possible risk of rabies and difficulties in
clearing the Vessels at certain ports.
31.8. Acquired Immune Deficiency Syndrome (AIDS)
AIDS (acquired immunodeficiency syndrome) is the late stage of infection with human
immunodeficiency virus (HIV). AIDS can take more than 8-10 years to develop after
infection with HIV which attacks the body's natural immune system, thereby laying the
body open to opportunistic infections.
HIV is thought not to spread through ordinary social contact; for example by shaking hands,
staying or traveling together, eating from the same utensils, by hugging or kissing.
Mosquitoes and insects are not considered as carriers. The Virus is not considered to be
water-borne or air-borne.
HIV is transmitted mostly through semen and vaginal fluids during unprotected sex without
the use of condoms. Besides sexual intercourse, HIV can also be transmitted during drug
injection by the sharing of needles contaminated with infected blood; by the transfusion of
infected blood or blood products; and from an infected woman to her baby – before birth,
during birth or just after delivery.
You can avoid HIV infection by abstaining from sex, by having a mutually faithful
monogamous sexual relationship with an uninfected partner or by practicing safer sex,
involving the correct use of a condom during each sexual encounter or restricting sex to
non-penetrative sex.
Tattooing, ear piercing, acupuncture and some kinds of dental work all involve instruments
that must be sterile to avoid infection. In general, you should refrain from any procedure
where the skin is pierced, unless absolutely necessary.
Sharing of personnel toiletries is discouraged to avoid possible transfer of the virus through
infected blood.
31.9. Heat Illness
Heat Illness includes relatively mild sun burns to fatal heat .
The prevention of heat illness is a matter of common sense in keeping with normal day-to-
day health precautions. These precautions involve the replacement of body fluids by the
intake of fresh water, body protection against extremes of heat and the taking of salt tablets
or salt with food.
31.9.1. Heat cramps are painful spasms of the muscles that occur among those who sweat profusely
in heat, drink large quantities of water, but do not adequately replace the body's salt loss.
The drinking of large quantities of water tends to dilute the body's fluids, while the body
continues to lose salt. Shortly thereafter, the low salt level in the muscles causes painful
cramps. Cramps may occur during or after work hours and may be relived by taking salted
liquids by mouth.

31.9.2. Heat exhaustion is caused by the loss of large amounts of fluid by sweating, sometimes with
excessive loss of salt. A worker suffering from heat exhaustion still sweats but experiences
extreme weakness or fatigue, giddiness, nausea, or headache. In more serious cases, the
victim may vomit or lose consciousness. The skin is clammy and moist, the complexion is
pale or flushed, and the body temperature is normal or only slightly elevated.
In most cases, treatments involve having the victim rest in a cool place and drink plenty of
liquids. Victims with mild cases of heat exhaustion usually recover spontaneously with this
treatment. Those with severe cases may require extended care for several days. There are no
known permanent effects.
31.9.3. Heat stroke occurs when the body's temperature regulatory system fails and sweating
becomes inadequate. The body's only effective means of removing excess heat is
compromised with little warning to the victim that a crisis stage has been reached.
A heat stroke victim's skin is hot, usually dry, red or spotted. Body temperature is very high,
and the victim is mentally confused, delirious, perhaps in convulsions, or unconscious.
Unless the victim receives quick and appropriate treatment, death can occur.
Any person with signs or symptoms of heat stroke requires immediate hospitalization.
However, first aid should be immediately administered. This includes removing the victim
to a cool area, thoroughly soaking the clothing with water, and vigorously fanning the body
to increase cooling. Further treatment at a medical facility should be directed to the
continuation of the cooling process and the monitoring of complications which often
accompany the heat stroke. Early recognition and treatment of heat stroke are the only
means of preventing permanent brain damage or death.
31.9.4. Fainting
A worker who is not accustomed to hot environments and who stands erect and immobile in
the heat may faint. With enlarged blood vessels in the skin and in the lower part of the body
due to the body's attempts to control internal temperature, blood may pool there rather than
return to the heart to be pumped to the brain. Upon lying down, the worker should soon
recover. By moving around, and thereby preventing blood from pooling, the patient can
prevent further fainting.
31.9.5. Heat Rash

Heat rash, also known as prickly heat, is likely to occur in hot, humid environments where
sweat is not easily removed from the surface of the skin by evaporation and the skin remains
wet most of the time. The sweat ducts become plugged, and a skin rash soon appears. When
the rash is extensive or when it is complicated by infection, prickly heat can be very
uncomfortable and may reduce a worker's performance. The worker can prevent this
condition by resting in a cool place part of each day and by regularly bathing and drying the
skin.
31.9.6. Transient Heat Fatigue

Transient heat fatigue refers to the temporary state of discomfort and mental or psychologic
strain arising from prolonged heat exposure. Workers unaccustomed to the heat are
particularly susceptible and can suffer, to varying degrees, a decline in task performance,
coordination, alertness, and vigilance. The severity of transient heat fatigue will be lessened
by a period of gradual adjustment to the hot environment (heat acclimatization).
Humans are, to a large extent, capable of adjusting to heat which, under normal
circumstances, takes about 5 to 7 days, during which time the body will undergo a series of
changes that will make continued exposure to heat more endurable.

Gradual exposure to heat gives the body time to become accustomed to higher
environmental temperatures. Heat disorders in general are more likely to occur among
workers who have not been given time to adjust to working in the heat or among workers
who have been away from hot environments and who have gotten accustomed to lower
temperatures. Likewise, workers who return to work after a leisurely vacation or extended
illness may be affected by the heat in the work environment. Whenever such circumstances
occur, the worker should be gradually reacclimatized to the hot environment.
As a general practice to prevent heat illness:

 Allow sufficient time for the worker to get acclimatized to his working environment.
 Wear cotton coveralls which covers the whole body and allows evaporation.
 Wear a helmet that provides shade and allows ventilation.
 Drink plenty of liquids such as, water or re-hydrating drinks in short intervals to
compensate for the quantity lost by sweating.
 If you feel your abilities start to diminish, stop activity and try to cool off.
 Do not drink alcohol or beverages with caffeine before exercise because they increase
the rate of dehydration.
 Use a sunscreen to prevent sunburn, when required.
31.10. Sun Light Exposure Risks
Risks of over-exposure to sunlight (UV) apply to personnel working on deck. It is necessary

to wear cotton overalls with long sleeves and wear a helmet with shade and adequate
ventilation. Use a sunscreen if required.
31.11. Occupational Dermatitis
Occupational dermatitis is caused by the skin coming into contact with certain substances at
work. Because of this it is sometimes called “occupational contact dermatitis”. It is not
infectious, so it cannot be passed from one person to another. Heavy sweating, far from
giving a dilution effect to soluble irritants, will make the skin wet and thus less resistant to
chemical or irritant agent attacks.
How soon one gets affected will depend on the substance, its potency or strength and length/
frequency of exposure. Some substances might have an effect almost the first day you use
them, some might take months or longer to cause occupational dermatitis.
Signs can be redness, itching, scaling and blistering. If it gets worse the skin can crack and
bleed and the dermatitis can spread all over the body. If it is spotted early and adequate
precautions are taken, most people will make a full recovery. But some people can be
affected for life.
Dermatitis usually affects the hands or forearms, the places most likely to touch the
substance. But one can get it on any part of the body including such parts that haven’t been
in contact with the substance.
Personnel shall note that although occupational dermatitis are not infectious or contagious, a
high standard of personal hygiene is most important in the combating of skin diseases.
Contaminated clothing must be washed regularly or safely disposed of if washing is
impracticable.

31.11.1. Precautions
Read the labels, look for the safety data sheets. See if any of the substances you use can
cause dermatitis. Look for the words ‘may cause skin sensitization’, or ‘irritating to skin’ on
the label or safety data sheet. Remember some things that cause dermatitis might not be
labeled. Some cleaning materials and some diluted metal working fluids may not carry these
labels; but if you use them a lot over a long period of time they can still cause dermatitis.
Adequate precautions shall be taken when handling substances that might cause skin
irritation. This includes.
 Wearing the right PPE. (The PPE shall be such that it will cover all areas of the
body that might be affected using efficient means.)
 Make sure your protective clothes are clean and intact.
 Clean the skin thoroughly and use a moisturizing cream before and after work.
 Keep the workplace, including machinery and tools clean.
If diluted chemicals are being used, make sure they are diluted to the correct strength - if
they are over strength they are more likely to cause dermatitis.
Prompt treatment of all wounds is essential as once the skin is broken, chemicals can
penetrate to lower dermal layers and be readily absorbed into the body. All wounds should
be dressed and never allowed exposure whilst at work.
31.12. Medical Evacuation (Medevac)
There may be instances on board when an injury or illness is beyond the control of the
ship’s medical team and assistance from shore may be required. The Ship’s Captain will
determine the requirement and will take action accordingly.
Assistance from Shore can be:

1. By Radio Medical Advice and / or
2. Evacuation of the personnel to a hospital facility at sea or ashore depending on
proximity and urgency.
Radio medical advise is available from agencies such as CIRM Roma.
The International Radio Medical Center (C.I.R.M.) offers free medical assistance at distance
to vessels underway without a doctor on board, in close coordination with the Coast Guard
Headquarters for rescue operations. The advice provides support in cases where an
individual suffers either illness or an accident at sea and is intended to supplement
the first aid training of the ship’s crew and the written guidance that is available,
such as the Ship’s Captain’s Medical Guide.
C.I.R.M. is contactable through Italian coastal stations and via:

Telephone : 06-5923331/2
E-Mail : telesoccorso@cirm.it
Telefax : 06-5923333
Cellphone : 348-3984229

Web : www.cirm.it
Preparing the following information before seeking medical advice from shore will facilitate
communication between vessel and shore facility and quicken the advice procedures.
1. Information regarding the patient:

 age and sex of the patient
 frequency of breathing
 rate of pulse
 body temperature
 description of the symptoms of the injury or illness
 description of any treatment administered onboard
2. Information regarding the ship:

 list of medicines on board
 vessel's name, call sign, flag, and owners
 vessel's position, course, speed, ETA to destination, and ETA to nearest port
where
 assistance may be available
 possibilities for a rescue helicopter to pick up the patient
Admiralty List of Radio Signals Vol. 1: Medical Advice by Radio.

ITU List of Radio Determination Special Services are reference publications for Radio
Medical Advice.
When helicopter assistance is required, contact an MRCC and prepare for helicopter
operation.
As required check for Assistance from AMVER or other similar organizations and Naval
ships within the vicinity.
Equinox shall be notified using the initial incident reporting form mentioning that
Evacuation is required. For vessels close to arrival port liaise with the ship’s agent for the
fastest means of evacuation.

32 CARGOES REQUIRING SPECIAL PRECAUTIONS
32.1. Hydrogen Sulphide
Crude Oil containing high concentration of Hydrogen Sulphide Gas (H 2S), commonly
termed “Sour” needs special precautions.
H2S is a highly poisonous gas.

It is colourless and heavier than air.
It’s smell of rotten eggs is only perceivable at very low concentrations. So this is not a test
for the presence of H2S.
H2S is water soluble, both in salt and fresh water.
H2S affects humans in the following manner:-

- It paralyses the sense of smell. Thus breathing H2S will cause its characteristic odor
to seem to disappear.
- It destroys the ability to reason.
- It can cause rapid unconsciousness followed by death.
WITH HIGH ENOUGH CONCENTRATIONS ONE BREATH CAN BE ENOUGH TO CAUSE DEATH.
The permissible Exposure Limit of H2S is 10 PPM. The effect increases with concentration,
as shown below:
Amount of H2S in Air (PPM)

50 - 100 Slight irritation after exposure for 1 hour
200 - 300 Marked irritation after exposure less than 1 Hour.
500 - 700 Dizziness, head ache, nausea etc. within 15 minutes loss of
consciousness and possible death after 30-60 minutes exposure.
700 - 900 Rapidly unconsciousness, death occurring a few minutes later.
1000 - 2000 PPM Instantaneous collapse and cessation of breathing
While Loading, Carrying and Discharging of H2S Bearing cargoes the following precautions
and procedures must be adhered to.
32.1.1. Precautions
When loading, discharging or purging of H2S bearing cargoes the following shall be
observed:-
1. All the crew to be mustered and detailed on the particular hazards and effects of
exposure to H2S.
2. It will be announced to all the ships crew that such an operation is in progress and
notice displayed in mess rooms cautioning that such an operation is in progress.

Also there has to be a notice at the pump room entrance stating that “SOUR
CRUDE. DO NOT GO BELOW UNTIL TESTED FREE OF H2S”
3. Accommodation Air Conditioning has to be on full re-circulation.
4. Any person going on Main deck or exposed areas of the deck, pump room or such
other areas where a risk of exposure to the gas is likely, shall do so only after
informing the CCR or bridge before doing so and shall carry a personal H2S
detector on him.
5. Families / visitors shall not be allowed in risk areas.
6. During operations involving H2S cargo, SCBA shall be distributed on the deck as
best fits the situation. During cargo loading and discharging, two SCBA at cargo
manifold and one Forward and one Aft. All bottles to be fully charged.
7. Oxygen resuscitator shall be checked and kept ready for immediate use.
8. Before every entry to the pump room the atmosphere has to be checked using
portable H2S measuring instrument and nil PPM obtained.
9. It must be remembered that store rooms on open deck can collect H2S gas and can
be potentially dangerous. Entry into such spaces shall be treated with caution.
10. Gauging is a very dangerous part of the operation and shall be done by closed
means only. Person engaged in the work should not stand down wind.
11. No venting at all shall take place on deck other than through the vent riser and with
sufficient velocity to eject the vapours high.CCR shall continuously monitor the
concentration of H2S inside accommodation, to ensure that vapours are not entering
the accommodation.
12. Loading shall be stopped if concentration of H2S on deck exceeds 50 ppm.
Personal monitors for H2S shall be distributed efficiently to ensure safe operation.
32.2. Aromatic Hydrocarbons
Aromatic hydrocarbons include Benzene, Toluene and Xylene and are commonly found in
light crude oils and condensates at low concentrations. Benzene is a known human
carcinogen.
Aromatic hydrocarbons generally have a sweet odor and will easily vaporize.
Potential exposures include pulling samples, work inside vessels and during laboratory
analysis. (Toluene and Xylene are commonly used in laboratories for cleaning glassware).
32.2.1. Benzene
Benzene is a highly flammable liquid which occurs naturally in crude oil and natural gas.
Small amounts of it are produced when some organic substances burn incompletely, for
example, it is found in cigarette smoke and vehicle exhausts.
Benzene is an Aromatic hydrocarbon. As the name suggests it has a sweet smell or Aroma.
But the odour threshold is well above the Permissible Exposure Limit. Thus Benzene
primarily presents an inhalation hazard. Most people can just detect its distinctive smell at
concentrations between 2.5 and 5 parts per million (ppm) in air.

Benzene can be absorbed into the body through inhalation, contact with skin or ingestion.
The effects on health depend on quantity and length of exposure.
Immediate effects of high exposure can include headache, tiredness, nausea and dizziness.
Long-term exposure to benzene can result in serious blood disorders such as anaemia and
Leukaemia (a form of cancer).
Concentrations in excess of 10 ppm should be avoided. Exposure to concentrations in

excess of 1000 ppm can lead to unconsciousness and even death.
• avoid breathing in vapours containing benzene and avoid skin contact.
• use proper PPE eg gloves, masks, goggles. Gloves should be made from materials
which resist penetration by benzene. Natural rubber gloves should not be worn as
rubber absorbs benzene;
• immediately replace any damaged or defective protective equipment.
Cargoes containing benzene should be handled using the closed method of loading and
exposure to the vapour must be avoided. Continuous monitoring with proper equipment
should be employed to ensure that the atmosphere is safe. Refer to ISGOT for guidance.
Benzene is not the same as benzine, a petroleum distillate which also comes from oil.
However, as either spelling may be mistakenly used for the other, it is always wise to check.

33 SAFE HANDLING OF ACETYLENE
Important : Oxy / acetylene equipment shall only be used by trained and competent
personnel.
33.1. Safe Handling of Acetylene
Do not drop, jar or roll an Acetylene cylinder. Always keep it in an upright position and
transport using a trolley in upright position.
Oxy / acetylene equipment shall only be used by trained personnel.
Before lighting the blowpipe, purge the hoses by opening the gas supply to each hose for a
few seconds to flush out any flammable mixtures of gases in the hose. Purge one hose at a
time a well-ventilated area and close the blowpipe valve after purging.
Use a spark ignitor to light the gas.
Use the correct gas pressures and nozzle sizes for the job. Do not hold the nozzle too close
to the work piece. The nozzle can overheat and cause a flashback. Inspect the nozzles
regularly. Make sure they are not damaged or blocked by dirt or spatter. Replace damaged
nozzles.
Fit flashback arresters onto the pressure regulators on both the acetylene cylinder and the
oxygen cylinder and for long lengths of hose, fit arresters on both the blowpipe and the
regulator.
Non-return valves (often called check valves) on the torch, prevents back feeding of gas into
the hoses and should be inspected regularly and ensured in good condition.
33.2.

34 SAFE HANDLING OF OXYGEN
34.1. Hazards from oxygen
Oxygen gas in cylinders is used on board for two purposes.:

 in welding, flame cutting and other similar processes;
 for helping people with breathing difficulties;
Oxygen is very reactive. Pure Oxygen, at high pressure, such as from a cylinder, can react
violently with common materials such as oil and grease. Nearly all materials including
textiles, rubber and even metals will burn vigorously in oxygen.
Even a small increase in the oxygen level in the air to 24% can create a dangerous situation
where it becomes easier to start a fire, which will then burn hotter and more fiercely than in
normal air.
The main causes of fires and explosions when using oxygen are:
 oxygen enrichment from leaking equipment;
 use of materials not compatible with oxygen;
 use of oxygen in equipment not designed for oxygen service;
 incorrect or careless operation of oxygen equipment.
34.2. Oxygen enrichment
Oxygen enrichment is the term often used to describe situations where the oxygen level is
greater than in air. Being a colourless, odourless and tasteless gas, the presence of an oxygen
enriched atmosphere cannot be easily detected by the human senses. The main danger to
people from an oxygen enriched atmosphere is that clothing or hair can easily catch fire,
causing fatal burns.
Oxygen enrichment is often the result of leaks, accidental or unintended release, use of
excessive gas or poor ventilation. Maintaining the oxygen equipment in good condition and
using it carefully in a well ventilated area will reduce the risk of oxygen enrichment.
If oxygen enrichment from an oxygen leak is suspected, the oxygen supply should be turned
off. Cigarettes and open flames should be extinguished. The room should be well ventilated
and the source of the leak identified and repaired.
34.3. Confined spaces
Gas cylinders should not be taken into confined spaces; the gas can be fed in by using hoses.
The hoses should be removed from the confined space when work is finished or suspended,
such as at the end of each day. Where this is not practicable, the hoses should be
disconnected from the gas supply at the cylinder or manifold. Continuous use of oxygen
monitoring equipment is advised.

34.4. Care with oxygen cylinders and equipment
 Handle oxygen cylinders carefully. Use a purpose-built trolley to move them;

 Always use oxygen cylinders and equipment carefully and correctly.
 Keep cylinders chained or clamped to prevent them from falling over;
 Store oxygen cylinders when not in use in a well ventilated storage area, away from
combustible materials and separated from cylinders of flammable gas.
 Check that ventilation is adequate in the work area.
 Always open oxygen cylinder valves slowly.
 Regulator outlet valve should be closed before opening the oxygen cylinder valve.
 Ensure that cylinder valves are closed and piped supplies isolated whenever work is
stopped. Do not try to cut off the supply of oxygen by nipping or kinking flexible
hose when changing equipment, e.g. blowpipes;
 Maintain hoses and other equipment in good condition. Leak tests can be carried out
easily using a proprietary spray or liquid solution that is certified for use on oxygen
systems. Soap or liquids that may contain grease should not be used.
 Keep oxygen equipment clean. Contamination by particulate matter, dust, sand, oils,
greases or general atmospheric debris is a potential fire hazard. Portable equipment
is particularly susceptible to contamination, and precautions should be taken to keep
it clean;
 Use clean hands or gloves when assembling oxygen equipment, e.g. attaching the
pressure regulator, making connections;
 Wear suitable clean clothing, free from oil and easily combustible contaminants.
 Do not smoke or use naked lights where oxygen is being used.
 Never use replacement parts which have not been specifically approved for oxygen
service.
 Never use oxygen equipment above the pressures certified by the manufacturer.
 Never use oil or grease to lubricate oxygen equipment.
 Never use oxygen in equipment which is not designed for oxygen service.

35 SAFE MANUAL HANDLING
Manual handling - Any activity requiring the use of force exerted by a person to lift, lower,
push, pull, carry or otherwise move, hold or restrain an object.
As far as practicable manual handling shall be avoided for large or bulky weights, when
work involves awkward postures, the surface is inclined or slippery, when vision is
restricted or when other means are available.
The risk of injury increases when:

 Lifting weights of more than 4.5 kg while seated.
 Lifting weights above the range of 16 -20 kg.
35.1. Manual Handling Safety Analysis.
Before commencing any task requiring manual handling a Risk assessment shall be
conducted, which includes an assessment of the environment and the object to be handled.
35.2. Good handling technique for lifting
 Think before lifting/handling. Plan the lift. Can handling aids be used? Where is the
load going to be placed? Will help be needed with the load? Remove obstructions
such as discarded wrapping materials. For a long lift, consider resting the load
midway on a table or bench to change grip.
 Keep the load close to the waist. Keep the load close to the body for as long as
possible while lifting. Keep the heaviest side of the load next to the body. If a close
approach to the load is not possible, try to slide it towards the body before
attempting to lift it.
 Adopt a stable position. The feet should be apart with one leg slightly forward to
maintain balance (alongside the load, if it is on the ground). The worker should be
prepared to move their feet during the lift to maintain their stability. Avoid tight
clothing or unsuitable footwear, which may make this difficult.
 Get a good hold. Where possible the load should be hugged as close as possible to
the body. This may be better than gripping it tightly with hands only.
 Start in a good posture. At the start of the lift, slight bending of the back, hips and
knees is preferable to fully flexing the back (stooping) or fully flexing the hips and
knees (squatting).
 Don’t flex the back any further while lifting. This can happen if the legs begin to
straighten before starting to raise the load.
 Avoid twisting the back or leaning sideways, especially while the back is bent.
Shoulders should be kept level and facing in the same direction as the hips. Turning
by moving the feet is better than twisting and lifting at the same time.
 Keep the head up when handling. Look ahead, not down at the load, once it has
been held Securely.
 Move smoothly. The load should not be jerked or snatched as this can make it
harder to keep control and can increase the risk of injury.

 Don’t lift or handle more than can be easily managed. There is a difference between
what people can lift and what they can safely lift. If in doubt, seek advice or get
help.
 Put down, then adjust. If precise positioning of the load is necessary, put it down
first, then slide it into the desired position.
35.3. Good handling technique for pushing and pulling
 Handling devices. Aids such as barrows and trolleys should have handle heights that
are between the shoulder and waist. Devices should be well-maintained with wheels
that run smoothly.
 Force. As a rough guide the amount of force that needs to be applied to move a load
over a flat, level surface using a well maintained handling aid is at least 2% of the
load weight. For example, if the load weight is 400 kg, then the force needed to
move the load is 8 kg. The force needed will be a lot larger, if conditions are not
perfect (e.g. wheels not in the right position or a device that is poorly maintained).
The operator should try to push rather than pull when moving a load, provided they
can see over it and control steering and stopping.
 Slopes. Get help from another crewmember whenever necessary if they have to
negotiate a slope or ramp, as pushing and pulling forces can be very high. For
example, if a load of 400 kg is moved up a slope of 1 in 12, the required force is
over 30 kg even in ideal conditions – good wheels and a smooth slope.
 Uneven surfaces. Moving an object over soft or uneven surfaces requires higher
forces. On an uneven surface, the force needed to start the load moving could
increase to 10% of the load weight, although this might be offset to some extent by
using larger wheels. Soft ground may be even worse.
 Stance and pace. To make it easier to push or pull, employees should keep their feet
well away from the load and go no faster than walking speed.

36 SAFETY WITH PRESSURE SYSTEMS
If a pressure equipment fails while in use, it can seriously injure or kill people nearby and
cause serious damage to property. Pressure systems on board are built to industry standards.
They shall be maintained as detailed in the Manufacturer’s instruction manual and the
maintenance schedule included in the PMS.
Pressure systems include Boilers and steam heating systems, Compressed air systems (fixed
and portable), Heat exchangers and refrigeration plant, Valves, steam traps and filters, Pipe
work and hoses, and Pressure gauges and level indicators.
The main hazards are:

 impact from the blast of an explosion or release of compressed liquid or gas;
 impact from parts of equipment that fail or any flying debris;
 contact with the released liquid or gas, such as steam; and
 fire resulting from the escape of flammable liquids or gases.
When installing new equipment, ensure that it is built to industry standards and is suitable
for its intended purpose and that it is installed correctly.
Ensure the system is installed in an easily accessible location allowing safe operation.
Repair or modification of a pressure system requires proper Risk assessment and competent
supervision. Following a major repair and/or modification, the whole system should be
checked carefully before use. Any modification has to be approved by Equinox Ship-
management in writing.
All operators should know the safe operating limits of the system and any equipment
directly linked to it or affected by it and shall be trained in the operation and use of the
system.
Written operating instructions for the system shall be available for ready reference of all
operators.
Correct setting and proper working condition of protective devices shall be ensured at all
times. If practicable measures shall be in place to ensure that Protective devices cannot be
tampered by an un-authorized person.
If warning devices are fitted, ensure they are tested periodically and are conspicuous.
Systems should be de-pressurized before maintenance work is carried out.
Everybody operating, installing, maintaining, repairing, inspecting and testing pressure

equipment should have the necessary skills and knowledge to carry out their job safely.

37 WORKING WITH POWER TOOLS
Safety plays a big part when working with power tools. Anything, from someone
interrupting a person at work to a faulty electric, pneumatic connection, can be hazardous.
37.1. Personal Protection

Use appropriate safety equipment, such as goggles, earplugs and dust masks. Do not wear
gloves when working with most tools. Always wear eye protection when working with
metal. Do not wear sandals, open-toed or canvas shoes when working with tools. Avoid
loose-fitting clothes that might become entangled in a power tool. Remove rings and other
jewelry. Do not operate power tools when you are ill, taking strong medications, fatigued or
consuming alcoholic drinks. Do not smoke while working with tools.
37.2. Before Using Power Tools

Consider the weight, shape, size and use of the tool. Analyse the possible Hazards. Note the
hand and wrist positions and forces or effort required to use the tool. Consider the handle
position, balance and center of gravity, along with the weight of the tool. Make sure all
guards, automatic brakes/stops and safety devices are in place.
Read the owner’s manual before using any tool. Never use a tool unless trained to do so.
Inspect it before each use and replace or repair if parts are worn or damaged. Repair tools
only if you are trained to do so. Inspect screws, nuts, bolts and movable parts to make sure
they are tightened. Make sure the cord will not become caught or tangled. The cord should
be flexible, but not easy to knot. Clean the cord regularly and inspect the connections.
Use the correct tools for the job. Do not use a tool or attachment for something it was not
designed to do. Select the correct bit, cutter or grinding wheel for the material with which
you are working.
37.3. Repairing and Cleaning Power Tools

Always turn off and unplug a power tool before: (1) adjusting, oiling, cleaning or repairing
it; (2) attaching an accessory; or (3) changing bits, blades or grinding wheels. Unplug or
lockout tools when not in use. Unplug tools by pulling directly on the plug. Jerking on the
cord can cause damage to the tool. Disconnect the tools when not in use.
37.4. Work Areas

Keeping workshop and storage spaces clean and dry can help prevent many accidents.
Sparks can ignite scraps, rags and solvents. Water can conduct electricity. Keep hands and
tools dry when using electrical equipments.
Never use indoor tools outside. Ensure that the equipment to be used is designed for safe
use in the intended location.
When working on ladders or scaffolding rest power tools on a flat surface or in a bin
secured to the ladder itself. A falling tool can seriously injure a co-worker or bystander.
Never carry heavy power tools up and down ladders.
Stop working and turn off the power tool you are working with if distracted by something or
someone. Never look away from your work when operating a power tool.
Cutting tools can be particularly dangerous. If one stalls, switch off the power and unplug
the tool before trying to restart it. Never use your hands to clear scraps from a sawing
worktable. Use a long stick instead.
When working with metal, secure the metal material with clamps or in a machinist’s vise to
keep it from moving.

Take extra care when working with hazardous materials. Handle fiberglass with care. Its
particles can irritate the skin, eyes and respiratory system. When soldering, remember that
lead solder is toxic. The work area should be ventilated and flammable material properly
stored.

38 MEANS OF ACCESS
38.1. General
Only designated ‘means of access’ may be used at any time.
The Chief Mate is responsible for ensuring the equipment is in good order.
38.2. Gangways and Accommodation Ladders
Approved types shall be used at times whilst the vessel is in port.
The gangway/accommodation ladder shall be:-
- Well secured.
- Provided with a safety net.
- Provided with secure foot and hand holds.
- In good condition
- Well illuminated at night.
The gangway/accommodation ladder shall be attended at all times and shall be adjusted
regularly with the rise and fall of the vessel.
38.3. Pilot Ladder
The pilot ladder’s construction shall conform to regulations.
The pilot ladder shall be checked to ensure it is in good condition, prior to each use.
The pilot ladder shall be stowed in a dry place away from sunlight.
The pilot ladder shall not be used for any purpose other than for the embarkation and dis-
embarkation of pilots.
Illustration of the required boarding arrangements for Pilots shall be conspicuously posted
on the bridge.
The following associated equipment shall be kept at hand for immediate use when persons
are being transferred.
- Two man ropes of not less than 28 MM in diameter properly secured to the
ship, if required by the Pilot.
- A lifebuoy equipped with a self igniting light.
- A heaving line.
The ladder shall be well secured and provide easy access to the deck as required by
regulations.
The boarding operation shall be supervised by an Officer who is in radio contact with the
bridge and with a deck rating in attendance.
The ladder shall be well illuminated at night.

38.4. Personnel Transfer Baskets
Basket transfers to or from ships or offshore installations are considered a high-risk

operation and shall be undertaken only when no other means of transfer are practicable.
The basket shall be certified for personnel transfer.

Stowage when not in use shall be such that it is well protected from whether, Sunlight and
friction or sharp objects.
Personnel baskets shall be visually inspected prior to use, and given regular inspection at
frequent intervals to ensure that it remains in a serviceable condition and that none of its
components have suffered any appreciable deterioration .If any doubt exists, the basket shall
not be used unless the suspected component is rectified.
Two steadying lines of sufficient length and strength for the operation shall be attached to
the basket.
The following procedures shall be observed for the transference of personnel from ship by
“personnel basket“
 There shall be a duty officer, one experienced crane operator and another deck hand
in attendance for the operation.
 All Equipments and fittings shall be ensured to be in safe working condition prior to
use.
 Personnel to be transferred should wear lifejackets and other PPE suitable for the
water and sea conditions.
 Personnel transferring should be evenly distributed around the base board to ensure
maximum stability.
 Personnel should stand outside the basket with feet apart on the board and the
basket securely gripped with both arms looped through.
 Luggage should be secured within the net of the basket.
 When the officer in charge is satisfied that all is ready and at an appropriate moment
having regard to the movement of the ship in a seaway, the basket should be lifted
clear of the vessel and then swung up and out as quickly as possible before being
carefully lowered to the receiving vessel’s landing area.
 Appropriate rescue and recovery arrangements must be in place.
 Radio communication should be set up between ship and transferring vessel.

39 ENVIRONMENTALLY PREFERRED PRODUCTS AND SERVICES
39.1. Definition
Environmentally Preferred Products, refers to “products or services that have a less or

reduced effect on human health and the environment when compared with competing
products or services that serve the same purpose.”
39.2. Guideline
When practicable, before selecting a product or service, consider whether a more

environmentally friendly alternative is available as per the general criteria and product
characteristics identified below:
 Check with suppliers if there are alternatives to hazardous products used onboard.
 Where successful in obtaining less hazardous products, share the knowledge gained
with Purchasing Sections and QA&S.
 Note that nothing in this guideline shall be construed as requiring the purchase of a
product/service that does not perform adequately for its intended or is not available
at a reasonable price in a reasonable period of time.
39.3. General Criteria for product selection
• Contains less or no hazardous materials (i.e., less toxic, flammable, corrosive, etc.)
• Is recyclable, where available
• Is made partially or wholly from recycled material
• Produces minimal or easily biodegradable waste upon disposal
• Containers and/or packing are made of easily biodegradable materials or can be
easily processed.
• Consists of more modern equipment, and longer lasting products to minimize
replacement frequency.
• Is more energy efficient when manufactured and used.
39.4. Product Characteristics to minimize or avoid where possible
• PVC-based plastics
• Product packaging in plastic containers (i.e., bottles, wrappers, etc.)
• Contains asbestos
• Ozone depleting substances (i.e., Halon, CFC refrigerants)
• Toxic heavy metal residues
• Flammable, explosive or toxic organic solvents,
• Corrosive chemicals and cleaners (i.e., Chlorine or ammonia– based cleaners)
• Manufactured pesticides
• Styrofoam products and packaging materials
39.5. Preferred product and Service Characteristics
• Paper with 30% recycled content

• Rechargeable batteries where applicable
• Beverages in aluminum containers as opposed to plastic
• Energy efficient appliances and office equipment

• Available in bulk containers / packaging

• Vendor deliveries with reduced packaging materials and waste
• Waste disposal services with access to recycling facilities
• Reusable shipping containers

40 CONTRACTED WORK – SAFETY REQUIREMENTS
 From time to time Equinox employs contractors to carry out some of the jobs on
board which are beyond the scope of the regular ship’s crew. While on board
Equinox vessels the contractor’s personnel shall follow safety requirements of the
vessel. The following guidelines have been laid down for the safe proceeding of a
contracted work.
 All contractors are expected to comply with Equinox Safety System while on board
Equinox vessels.
 All Equinox Policies of Quality, Safety and Environmental, Drug and Alcohol,
Security is applicable to All Contracted workers.
 While on board the contractors shall be bound by ship specific instructions and
internal procedures and rules as stipulated by the vessel’s Master.
 Contractors must always check with the appropriate head of department before
commencing work. The designated head of department will monitor the contractor’s
application during the work scope. Work Permits must be completed in case of Hot
work, working aloft and over the side, working in enclosed spaces, electrical work,
Cold Work, Work on Sea Water, Condenser / Sea Water system.
 Risk assessment must be undertaken as described in Equinox Safety Manual.
 All personal injuries or incidents must be reported to the responsible officer

immediately.
 Any non – conformity identified or near misses occurring shall be immediately

reported to the supervisor.
 Smoking is strictly prohibited in all work locations and in any place outside
designated smoking locations.
 Personnel Protective Equipment must be used as appropriate. Required Personnel

Protective Equipment must be supplied by Contractors company.
 Contractor’s worker must be given vessel familiarization at the earliest opportunity

upon boarding (in any case not later than 30 minutes after arrival on board) and
definitely before work can commence.
 Contracted workers must be given familiarization of the equipments they are

intended to use. (Including their limitations, dangers involved and shortcomings)
 Contracted workers shall not operate ship’s equipment or machinery unless it is in

their work scope in which case they should be directly supervised by a responsible
officer in charge of the relevant work.
 Contracted workers must not tamper with ship’s equipment or machinery.


 Contracted workers are responsible for the proper upkeep of the accommodation
facility provided to them on board.
 Machinery in engine room spaces, hydraulic rooms etc may start without warning.
In case of doubt always contact the head of department.
 In case of an Emergency on the ship the ship’s alarm bells will sound. Upon hearing
the alarm all hands must proceed to their designated muster station.
 Garbage must be disposed off according to the Garbage Management Plan.
Please refer to Company Form PPE: 409 (Contractor Personnel Safety Familiarization)

41 AUDIT
An audit is a systematic and independent examination of the management system including

Health, Safety & Environment (HSE), Quality, and Security management system to verify
compliance with the written down procedures for each system. They shall be used as tools to
establish whether the Documented QHSE/ Security System adequately represents the
requirements of the Company’s management operations and to check whether the systems are
being applied effectively.
41.1. The Audit Process
Although the purpose of internal and external (statutory) audits may differ the pattern followed
is similar. The purpose of the audit should be known to the auditor and auditee in order to
determine what should be examined. An internal audit could be to check the compliance with
the requirements of ISM code, ISO 9001, ISO 14001, OHSAS 18001, Quality, Safety or
Environment Management System, specific procedures etc or a combination of these.
41.1.1. Audit Schedule
Audits are scheduled by the QHSE MR for a 12 month period and approved by the Director.
All vessels shall be audited at least annually. Internal audits of the Safety, Security and Quality
system may be scheduled to be done at the same time. However each function will be
addressed carefully to ensure that the purpose of the audit is fulfilled. External audits will be
carried out as set by the requirements of each system.
41.1.1. Shipboard Audits
Following procedure is followed.
Ship management department and Master of the vessel are notified. Audit will be conducted
consistent with safe ship operations. No audit will be conducted if it interferes with the safe
operation of the vessel.
Upon receipt of the audit notification the master of the vessel will do a pre-audit of the vessel
using the Equinox check list for vessel audit and inform results to QHSE. Any short comings
thus identified by the vessel shall be notified to QHSE and corrective action initiated.
41.1.2. Audit team
The audit may be carried out by one or more personnel appointed by the QHSE MR. Details of
the audit including scope and procedures will be discussed with the QHSE MR prior to the
audit. If more than one personnel are involved in the audit, the senior person will act as the lead
auditor. The lead auditor will be responsible for the planning and conduct of the audit and for
finalising Non conformances or observations. He is also responsible for Chairing the Opening
and closing meeting, clarifying any queries and submitting any reports.

41.1.3. Performance of an Audit
The following shall be followed for each audit:

 Planning and Preparation
 Opening Meeting
 Audit Investigation
o Interviews
o Documentation
o Inspection and Visual checks
 Evaluation of Findings and preparation of Observation and Non-conformance Reports
 Closing Meeting
The closing meeting will be used to impress upon the Master and crew of the findings from the
audit. The audit findings will then be reviewed with the master and result of the audit
discussed. All observations and Non-conformances shall be properly documented in the
appropriate company forms. The forms shall be signed by the auditor and auditee.
The Master and Auditor will then discuss corrective action plans for all Findings and
Comments. Since optimum corrective action aimed at root cause analysis will require ship’s
management to meet and discuss the non-conformance or inspect the equipment in question the
intended corrective action is not necessarily inscribed on the Report.
Within 14 days of the audit, the Master shall inform the QHSE MR of the corrective action plan
and expected date of implementation for each of the audit findings. It is the Master’s duty to
decide on the proper corrective action, resources necessary to carry out the corrective action,
and the date of implementation. It is important to ensure that a realistic date is given to ensure
proper and effective closing out of the Non Conformance. When deciding the time required for
closing out keep in mind the fact that rectification should be aimed at eliminating the root cause
of the Non Conformance.
The Auditor will submit the report to QHSE MR as soon after the audit as possible.
QHSE MR will review the report and detail SMM on the details. The SMM will be
responsible for the implementation of the corrective action plan and its completion. All findings
should be rectified within 3 months of the audit.
Once the Non Conformance has been dealt with on board, Master signs the relevant section of
the Report for completion of the same. The Non conformance will be closed after verification
on board during visit by QHSE MR or a person specifically authorized by QHSE MR to close
out the findings.

42 SECURITY ON BOARD
42.1. General
There are continued occurrences of threats to and actions against a ship and her crew from a
variety of sources. Such acts include piracy, terrorism, bomb threats, stowaways, theft and drug
smuggling. There are also threats posed by some environmental activist groups who have
become more militant in the type of action used.
It is recognised that maritime security is an integral part of the overall safety of the ship, the
people onboard and the environment. It is in the interest of everyone on board to ensure that all
practical steps are taken in order to minimise risk and improve security. A ship that is seen by
those around to be taking vigilant and visible precautions is less likely to become a target
compared to a ship that has implemented little or no precautions.
The issue of Ship Security has been addressed by IMO by way of SOLAS Chapters XI-1 and
XI-2 and the International Ship and Port Facility Security (ISPS) Code. On vessels which are
required to comply with the above, security procedures and guidance are laid down in the Ship
Security Plan (SSP) which is ship specific and based on a security assessment of the vessel.
Such guidances and procedures in the SSP include steps to ensure the maintenance of the
vessel’s integrity to protect against the introduction of unauthorised personnel or material.
The objective of this plan is to assist the Master and crew in organising effective security on
board by giving practical guidance on how to implement procedures to help DETECT AND
DETER likely occurrence of hostile or illegal activity.
The plan is very much complimentary to Equinox QHSE management system. All procedures
included in this plan are subject to both internal and external verification by means of auditing,
inspection and review as applicable.
42.2. Confidentiality as required by ISPS code
Ship Security Plan contains restricted and confidential information made available only to
relevant ship and Company office staff. The contents are not for disclosure to third parties. On
board it shall be kept in the Master’s safe or document locker in Master’s cabin and keys shall
be accessible only to the Master who is also the designated Ship Security Officer (SSO).

43 MANAGEMENT OF CHANGE – SHIP MANAGEMENT AND RELATED

ACTIVITIES
43.1. Policy
It is the policy of PT PP Equinox that when changes have to be made to management

strategies or procedures, to equipment, documents, personnel or any area that might affect
the Company, it’s operations or reputation then a procedure will be followed.
The procedure will seek to identify the advantages and disadvantages of any proposed
change and to ensure that any systems, procedures or equipment, that are changed, continue
to comply with pertinent regulations, industry standards and original equipment design
specifications. Furthermore to ensure that safety and environmental standards are not
compromised.
The stages of the change will be documented in a plan that gives the reason for the change, a
clear understanding of the safety and environmental implications and the appropriate level
of approval required. A proposed timescale for completing a change will be incorporated in
the plan.
It is a Company policy to carry out a Risk Assessment for any changes, even though the
changes are very minor. At this risk analysis stage of the change plan, the potential
consequences will be identified and documented, together with any required mitigation
measures.
Changes not carried out in the proposed timescale will be reviewed and revalidated. This
procedures applies even to minor changes.
43.2. Scope
The procedure defines criteria and modalities for evaluating and managing changes to
operations, procedures, ship’s equipment or personnel to ensure the safety and
environmental standards are not compromised.
43.3. Definitions
Engineering change An Engineering Change is any engineering work of a temporary or

permanent nature involving a change in design, layout or materials of
construction. It includes any change to, addition, removal or re-siting
of equipment that may affect a process or system.
Engineering change encompasses design, layout and material changes
to electrical, instrumentation and conventional control systems.
Operational Change An operational change is any change to or from documented operating

procedures and principles as outlined in the SMS, Shipboard
Information Books or Manufacturer’s recommendations.

43.4. Responsibilities and Duties
Responsibility and duties for the implementation of this procedure are as follows:
Chief Executive Officer:

- To approve the changes
QHSE MR, HOD Ship Management

- To evaluate impact of the change
- To analyse risks and verify compliance
- To approve minor changes
- To collect data for review
HOD Ship Management and Crew Manager

- To plan training and familiarization in liaison with each other
Master, Ch. Engineer

- To propose changes if deemed necessary
- To identify training needs on board and advice the HOD Ship Management of the
same
- To perform the training on board
- To collect data for review
43.5. Procedure
43.5.1 General
Changes can result from installation of new equipment or components, use of a different
material, new instrument setting, new personnel employed, new type of vessel, different
organizational structure, new rules, etc.

43.5.2 Change flowchart:
START Proposals discussed by all

Area for change is identified Proposals
managers andand costs
concerned
by management finalised and presented
superintendents. Any to
senior areas
further management for
of concern
that areapproval
identified are
addressed. Efforts made to
identify any previously
unseen costs.
Manager for the area
concerned examines
possible changes available
that may suit Company Further Concerns Meeting in
requirements and identifies to Address Agreement
the level of costs involved
Possibilities discussed by
COO and concerned
department managers
No
Proposal Approved
in Set Timescale
Yes
Risk analysis made of
safety, environmental, Changes are carried out
operational, financial and
regulatory implications and
advantages/Disadvantages
of making the change.
Change is monitored by
departmental manager and
Decision made by COO to pertinent superintendent
carry on or not

43.5.3 Procedure implementation
The actions, the responsibilities and the documentation related to the procedure
implementation are described in the following:
Change Process
If requirements for any changes are
warranted, a formal request using F
Form PPE - 460 has to be used for a
The reason for the change and the u
Record:
Changes Approval
All changes have to be evaluated
environmental standard.
The reason for the change and the u
If, after careful consideration, the m
At the change approval a schedule o
All changes to be effected will need
Company’s document control proce
involved and it will be controlled us
Record:
Impact and compliance of changes Responsibility

QHSE MR
It is required to evaluate the impact of
HOD Ship Management
any change, before approval and/or in
order to identify the possible risk
reduction measures.
In these cases QHSE MR shall
organize a risk assessment on all
involved areas. This will be discussed
with the above team either during the
monthly meetings or during an
unscheduled meeting. Once the
potential consequences are identified,
mitigation measure should be

implemented and the results are

communicated to all those who are
affected by the change.
QHSE MR and HOD Ship
Management have always to verify the
compliance of changes with
regulations, industry standards,
internal procedures and original
equipment specifications, and, if
necessary, to require the Class
approval.
Reco Risk Assessment Report
rd:
Training and familiarization Responsibility
Personnel and/or Crew Manager, Personnel Manager
according with the staff involved, in Crew Manager QHSE
cooperation with QHSE MR and HOD MR
Ship Management, have to identify HOD Ship Management
any training or familiarization needs, Master Ch. Engineer
arising from changes to equipments or
procedures.
This training can be carried out both
ashore and on board and shall involve
all personnel that will be affected by
the change.
Master and Ch. Engineer are
responsible for the training carried out
on board to other crew members,
according to the instructions received
by shore departments.
In case a vessel of new type enters into
fleet management, QHSE MR and
HOD Ship Management have to
establish a time for the crew and
superintendents familiarization and
training with the new vessel.
Training and familiarization shall be
always adequately documented and the
depth shall be relevant to the
responsibilities and duties of the
personnel involved.
Each applicable drawing, procedure
and other technical document related
to the occurred change, have to be
issued or reviewed accordingly and
made available at the proper work
station.
Reco Training Requirement and Training Record

rd:
Annual Review Responsibility
Within the QHSE Management QHSE MR
Review, carried out at least annually HOD Ship Management
by the Company, the outcomes of
changes have to be analysed in order to
verify if they have met expectations
and plans.
QHSE MR and HOD Ship
Management have to collect any data
regarding the change in cooperation
with Master, Ch. Engineer,
Superintendent, other Dep. Heads, and
to present them during the
Management Review.
Reco Review Minute
rd:
Records Responsibility
All Master, QHSE MR
recor HOD Ship Management
ds
relat
ed to
chan
ge
mana
geme
nt
shoul
d be
main
taine
d in
the
offic
e for
each
relat
ed
vesse
l and
also
on
boar
d
vesse
ls.

44 MANAGEMENT OF RULES, REGULATION, CODES, GUIDELINES &

STANDARDS
44.1. Scope
The procedure defines criteria and modalities to manage all rules, regulations, codes,
guidelines and standards that the company has to observe.
44.1. Responsibilities & Duties
Responsibility and duties for the implementation of this procedure are as follows:
QHSE MR/DPA:
- Managing, checking and updating ashore all new publications issued
Master and Ch. Engineer:

- Managing, checking and updating on board all new publications issued
44.2. Procedure
Updating Legal Requirements
The Company shall ensure, throug

support, that mandatory regulation
environment, are immediately know
quickly as possible.
The QHSE MR will inform the con
In case the QHSE MR will deem ne
The Heads of the departments shall
Record:
International and National Mandatory Rules
The managed ships shall comply w

 Conventions and internationals
1. International Convention fo
2. International Convention fo

3. International Convention on
6. IMO BC Code (applicable
 National regulations
1. Flag state circulars
2. Maritime Law (regulations,
3. Maritime Law and MSA fo
 Classification Societies' rules an
1. Rules and regulations and t
Record:
Codes, Guidelines and Recommendations
When developing procedures and i

bodies, classification societies and i
These organizations are:
 Internationals bodies and classi
1. IMO
2. IACS
3. ILO
 Industrial Organization :
1. ICS
2. OCIMF
3. SIGITTO
4. INTERTANKO
Record:
45 ENERGY CONSERVATION IN VESSEL OPERATION
45.1Policy
The Energy Conservation Policy falls within the overall ‘Environmental policy’ of PT PP
EQUINOX.
 To comply to company’s requirements in line with company policy.
 To achieve the optimum performance in machinery operations
 To encourage proactive leadership at all levels
 To increase awareness of energy savings among all crew members and office staff
 To reduce energy wastage and operate the vessel & office cost effectively
45.2Purpose
To ensure that all employees of PT PP EQUINOX is aware of company policies on energy

conservation. To establish and maintain a documented procedure to conduct ship board
operations and activities to comply with energy conservation policy.
45.3Scope

This procedure is applicable to all ongoing activities and operations within PT. PP
EQUINOX.
45.4Responsibility
Department Managers shall be responsible for compliance with all the energy conservation
requirements affecting their operations in office.
On board vessel’s Master and chief engineer is responsible for compliance with all the
energy conservation requirements as per procedures.
45.5Procedure
Condition of the ship’s hull and fittings to be monitored as far as possible, in respect to
increase in resistance, and reported on a regularly basis, such as;
1. Increased fouling on underwater side.
2. Abnormal indentations causing a major deformation.
3. The bulbous bow (if fitted).
4. Propeller blades damage or deformation.
A record to be maintained on inspections and status of the above in deck log book.
45.6Equipment Operations
The Chief Engineer and all the other ships engineers to ensure machinery and engines are
performing optimally, with respect to this, the following points may be noted.
1. Operating conditions of engines performance to be monitored and parameters recorded

regularly.
2. Regular calibrations of engines remote power recorders.
3. Regular maintenance to carry out on waste heat recovery boilers to minimise wastage of
waste heat produced.
4. Minimal usage of cold rooms to reduce running hours of refrigeration machines.
5. Proper usage of accommodation air-conditioning /heating systems.
6. To minimise the air leaks on ship to ensure air compressors don’t run unnecessarily.
7. Proper usage of accommodation lighting in cabins and common rooms.
Engines performance data to be evaluated by manufacturers and engine re-tuned if required

for optimal performance

45.7Crew Awareness
A constant reminder to all crew members by way of;
1. Company Energy Conservation policy to be posted.
2. Proper usage of equipment and lighting guidelines to be posted.
3. Regular meeting on status of energy conservation to be held onboard.
4. Regular training for crew, onboard and ashore on energy conservation to be carried out.
45.8Crew Training
1. Shipboard training
a. Proper equipment operating guidelines and training procedures to be provided

onboard.
b. Video presentations.
c. Case study.
2. Shore based training

a. This could form part of the company in-house training seminars.
45.9Guidelines for the Engineers on board
The following are training guidelines in energy conservation for Engineers. These
guidelines are to be delivered and explained to all Engineers by the Chief Engineer.
Feedback and discussions from the engineers are to be discussed on a regular basis for
further ongoing improvement for the Energy Conservation Policy.
1. All engineers shall always be aware of the heat balance in the engine room by observing
temperatures, pressures and timings/settings related to heat balance of various engine
loads. It is important to detect and rectify problems or defects as early as possible to
ensure the correct heat balance at all times.
2. Exhaust gas economizer tubes shall be cleaned by fresh water pressure jet hosing down
monthly and chemical cleaning to be carried out once in three months, or as the need
arises; on the exhaust side for optimal performance.
3. Fresh water generator shall be cleaned every once in three months for the evaporating
side and one in every 6 months for the distillation side, for optimal performance and
maximum transfer of heat.
4. Laggings on all steam lines and valves to be kept in good condition and any leakages
from valve gland packing or pipe flanges to be repaired as soon as possible.
5. Heated FO storage tanks always radiate heat into the surrounding spaces, to eliminate
unnecessary hating and heat loss, the Chief engineer shall make adequate tank heating

plan minimizing heating time and temperature when FO is transferred to settling tank in
the engine room. This heating plan shall be explained and followed by all engineers.
6. The heat from the generator engine fresh water-cooling system shall be used for
warming up of the main engine while vessel is in port.
7. The various heaters/heat exchangers shall be overhauled or cleaned on a regular basis

for maximum heat transfer efficiency. Regular checking of the steam-regulating valve
setting against the corresponding temperatures is necessary.
8. If the load of the generator engine shall be less than 50% capacity in case of the use of
one system, then only one generator engine shall be operated. When vessel on stand-by
condition of manoeuvring for arrival /departure, the stand-by generator engine shall then
be run up and synchronised for parallel operation.
9. All engineers shall endeavour to minimise electrical motor idling time to reduce
electrical loading during running up period.
10. All ship’s crew shall endeavour to ensure that all unused lights on deck and in
accommodation shall be switched off.
11. In the cases of heating FO and LO for main engine warming up, generator engine
operation and also for purification process, the heating temperature shall be adjusted to
the optimum for the normal operating temperatures of the respective equipment.
12. Air conditioning of unused accommodation spaces shall be closed off and depending on
circumstance, air conditioning shall be preferably be running by the re-circulation
method to reduce heat loss.
13. In order to save and reduce FO consumption, all engines and boilers shall be run and
operated under the most efficient combustion and burning conditions to ensure
maximum thermal efficiency of FO. This also aids in maintaining the machinery in good
condition.
14. Galley staff to ensure switching off all electrical galley range and galley equipment
when not in use.
15. Provision cold room doors to minimise the opening frequency and cold room door seals
to check regularly for good condition and signs of leakages.
45.10 RECORDS
Deck log book

M/E & A/E performance monitoring records
Crew training records

SM7 - HSE Procedure 1

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PT.

Perusahaan Pelayaran EQUINOX

SHIPBOARD MANAGEMENT MANUAL

1. INTRODUCTION TO HEALTH SAFETY & ENVIRONMENT PROCEDURES

4. ANALYSIS AND EVALUATION

5. HEALTH, SAFETY OR ENVIRONMENTAL ASPECTS REVIEW

6. HEALTH, SAFETY OR ENVIRONMENTAL OBJECTIVES AND TARGETS

7. REVIEW OF ENVIRONMENTAL OBJECTIVES AND TARGETS

8. DESIGNATED PERSON ASHORE

8.1 SECURITY ADMINISTRATION

10. KEY PERFORMANCE INDICATORS (KPI)

SHIPBOARD MANAGEMENT MANUAL

11. SAFETY TOOLS USED ON EQUINOX VESSELS

12. FAMILIARISATION OF NEW PERSONNEL

13. NON-CONFORMANCES, ACCIDENTS, HAZARDOUS OCCURRENCES, CORRECTIVE

14. EMERGENCIES – GUIDELINES ON PROCEDURES, INVESTIGATION AND REPORTING

14.1. Prompt and positive response to the Emergency

15. SAFETY COMMITTEE

15.1. Safety Meeting

16.1. Muster Lists

SHIPBOARD MANAGEMENT MANUAL

17. PREVENTION OF SLIPS TRIPS AND FALLS ON BOARD

18. HOUSE KEEPING

19. RISK OF FIRE

20. PERSONAL PROTECTIVE EQUIPMENTS

20.1. General Classification of PPE

SHIPBOARD MANAGEMENT MANUAL

20.13. Chemical Protection

21. MARKINGS, SAFETY SIGNS AND NOTICES

21.1. Safety Sign and Poster

22. RISK ASSESSMENT

23. PERMIT TO WORK

24. ENTRY INTO ENCLOSED SPACES

25. HOT WORK

SHIPBOARD MANAGEMENT MANUAL

26. WORKING ALOFT OR OVERSIDE

27. SAFE USE OF SCAFFOLDINGS

27.1. Erecting a scaffold

28. DRUM STORAGE AND HANDLING

28.1. Drum Disposal

29. OCCUPATIONAL HEALTH AND HYGIENE - INTRODUCTION

29.1. Noise / Hearing Protection

30. SAFE USE OF PESTICIDES

SHIPBOARD MANAGEMENT MANUAL

31. PERSONAL HEALTH

31.1. Medical Examinations

32. CARGOES REQUIRING SPECIAL PRECAUTIONS

32.1. Hydrogen Sulphide

33. SAFE HANDLING OF ACETYLENE

33.1. Safe Handling of Acetylene

34. SAFE HANDLING OF OXYGEN

34.1. Hazards from oxygen

SHIPBOARD MANAGEMENT MANUAL

35. SAFE MANUAL HANDLING

35.1. Manual Handling Safety Analysis

36. SAFETY WITH PRESSURE SYSTEMS

37. WORKING WITH POWER TOOLS

37.1. Personal Protection

38. MEANS OF ACCESS

39. ENVIRONMENTALLY PREFERRED PRODUCTS AND SERVICES

40. CONTRACTED WORK – SAFETY REQUIREMENTS

41.1. The Audit Process

42. SECURITY ON BOARD