Vessel operations safety manual

Document Title Vessel Operations Safety Manual
Document No. VOP-MA-4-1001
Revision Date 07/08/2015 Revision No. 7.0 Page 1 of 85
Ranger Offshore, Inc. Policy and Procedure
All copies of this document are uncontrolled when printed.
Revision Status
Date of Issue Date of Revision Revision Details
05/18/2012
Document issued. Former title: Marine
Safety Manual.
03/07/2013 Revised sections 2.0, 2.5, and 8.2.1.13.
10/25/2013
Revised sections 1.1.1, 2.2, 2.4, 3.0, 3.2,
3.3.2, 3.3.3, 3.4, 4.0, 7.10.3, 7.10.4.1, 7.11,
9.1, 10.5, 12.0, 12.1, and 15.0.
04/10/2014 Revised section 10.3.
11/04/2014
Minor grammatical edits throughout
document. In section 3.0, updated names in
shore-based organizational chart to reflect
current staff. Adjusted drill schedule in 16.0
to meet current industry standards. -cjc
01/19/2015
Updated location of corporate satellite office
in 1.1.1. Revised job titles throughout 3.0 to
reflect organizational changes. Likewise, all
instances of “Corporate Director of HSE&Q”
changed to “Vice President of HSE&Q.” -cjc
07/08/2015
Added section 7.4.3.1(“Personnel Arrivals
and Departures”) and renumbered section.
Updated document reference in 7.11
(“Adverse Weather”). -cjc
Vessel Operations Safety Manual
Department Ownership:
Vessel Operations
Approved By: Robert T. Stonecipher
Vice President of Engineering and Technical Services

Revision Status
Date of Issue Date of Revision Revision Details

TABLE OF CONTENTS
1.0 RANGER OFFSHORE, INCORPORATED
1.1 Description of Vessels
1.2 Overview of Safety Management System
2.0 SAFETY AND ENVIRONMENTAL POLICIES
2.1 Safety Management System
2.2 Leadership Responsibilities and Accountability
2.3 Ranger Offshore, Incorporated – Open Door Policy
2.4 Management and Supervisors, Leadership and Involvement
2.5 Functional Requirements
3.0 COMPANY RESPONSIBILITY AND AUTHORITY
3.1 Operating Entity
3.2 Communications between Vessels and Shore
3.3 Shore-Based Personnel – Job Descriptions
3.4 Information between Vessel and Office
3.5 Report Distribution, Frequency, and Retention Requirements
4.0 DESIGNATED PERSON ASHORE
5.0 MASTER RESPONSIBILITY AND AUTHORITY
5.1 Purpose and Scope
5.2 Master’s Authority
5.3 Safety Team
5.4 Verification
6.0 RESOURCES AND PERSONNEL
6.1 Master’s Qualifications
6.2 Marine Crew, Other Than the Master

6.3 Other Personnel Job Descriptions
6.4 Manning Levels
6.5 Safety Management Induction
6.6 Training
6.7 Communication
6.8 Recruitment
6.9 Medical Standards
6.10 Drug and Alcohol Policy
7.0 DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS
7.1 Planning Shipboard Operations
7.2 Bunkering
7.3 Preparing for Sea
7.4 Shipboard Operations – Miscellaneous
7.5 Shipboard Operations – Engine Room
7.6 Operations at Sea – Navigation
7.7 Operations at Sea – Machinery
7.8 Preparing for Port Arrival
7.9 Operations in Port
7.10 Offshore Operations
7.11 Adverse Weather
7.12 Company Standing Instructions
7.13 Master’s Standing Orders
7.14 Chief Engineer’s Standing Orders
7.15 Shipboard Security

8.0 EMERGENCY PREPAREDNESS
8.1 Shore-Based Contingency Plans
8.2 Emergency Response Procedure
8.3 Health Protection
8.4 Personal Protective Equipment (PPE)
9.0 REPORTS AND ANALYSIS OF NONCONFORMITIES, HAZARDS, AND INCIDENTS
9.1 Reports and Nonconformities – Corrective Actions
9.2 Forms
10.0 MAINTENANCE OF VESSELS AND THEIR EQUIPMENT
10.1 Maintenance
10.2 Statutory and Class Surveys
10.3 Maintenance Records
10.4 Critical Systems
10.5 Shipboard Inspections
10.6 Red Tag Repair Request
11.0 DOCUMENTATION
11.1 Ashore
11.2 Shipboard
11.3 Distribution of SMS Documents
12.0 COMPANY VERIFICATION, REVIEW, AND EVALUATION
12.1 SMS Review
13.0 CERTIFICATION AND PERIODIC VERIFICATION
13.1 Certification, Verification, and Control
14.0 INTERIM CERTIFICATION
14.1 Requirements for Interim Certification

15.0 FORMS
16.0 DRILL SCHEDULE

Abbreviations
 AB Able-Bodied Seaman
 ABS American Bureau of Shipping
 CFR Code of Federal Regulations
 COLREGS Convention on International Regulations for Prevention of Collisions at Sea 1973
 DOC Document of Compliance
 DPA Designated Person Ashore
 EL Electrician
 ER Engine Room
 ET Electronics Technician
 GMDSS Global Marine Distress & Safety System
 HP Horsepower
 IMDG Code International Maritime Dangerous Goods Code
 IMO International Maritime Organization
 ISM International Safety Management
 MARPOL International Convention for the Prevention of Pollution from Ships 73/78
 MOB Man Overboard
 OOW Officer on Watch
 OS Ordinary Seaman
 PC Port Captain
 PD Personnel Director
 PPE Personal Protective Equipment
 QMED Qualified Member of the Engine Room Department
 STCW International Convention on Standards, Training, Certification, and Watch-
keeping for Seafarers 1995.
 SMC Safety Management Certificate
 SMS Safety Management System
 SOLAS International Convention for Safety of Life at Sea 1974
 SOPEP Shipboard Oil Pollution Emergency Plan
 WT Watertight
 Ranger Ranger Offshore, Incorporated

1.0 RANGER OFFSHORE, INCORPORATED (herein referred to as the “Company”)
1.1 Description of the Vessels
 The vessels are of the dive support type.
 The vessels are classed by the American Bureau of Shipping (ABS).
1.1.1 Location of Shore Management
The Marine Base office is situated in Galveston, Texas.
Marine Base address: 5713 Harborside Drive
Galveston, TX 77554
Corporate office address: 10370 Richmond Avenue Suite 1000
Houston, TX 77042
Corporate satellite office address: 201 Rue Iberville Suite 503
Lafayette, LA 70508
The Safety Management System (SMS) was developed in accordance with
the guidelines of the American Bureau of Shipping (ABS).
1.2 Overview of Safety Management System
1.2.1 The objectives of this manual are to ensure safety at sea, prevention of
human injury or loss of life, and avoidance of damage to the environment, in
particular to the marine environment and to property. This manual contains
the safe operating procedures and integrates the Company HSE
Management System and vessel-specific procedures.
1.2.2 The Company has established an integrated Safety Management System
with the following objectives:
 To provide for safe practices in ship operation and a safe working
environment,
 To establish safeguards against identified risks, and
 To continuously improve safety management skills of personnel
ashore and aboard ships, including preparing for emergencies related
both to safety and environmental protection.
1.2.3 Safety Management System
The Safety Management System ensures:
 That all procedures herein comply with mandatory rules and
regulations; and the preparation of these procedures has taken into
consideration applicable codes, guidelines, and standards
recommended by the organizations, administrations, classification
societies, and maritime industry organizations.

2.0 SAFETY & ENVIRONMENTAL POLICIES
The Company’s (HSE Policy Statement EX-PS-5-002) informs interested persons, including
employees, that the Company has an "Environmental Impact Policy”.
2.1 Safety Management System
2.1.1 Introduction
This section describes the Company Safety Management System and the
safety procedures enacted to implement the management of the Company
safety policies. The aim is to maintain and improve the health and safety
performance of the Company and to promote a safe working environment for
all Company and contracted personnel and to support our commitment to the
protection of the environment.
The implementation of an effective Safety Management System (SMS)
requires a management organization structured and operated in such a way
as to effectively ensure that the principles and aims of the Company safety
policy are practiced. Visible and active leadership achieves this, by motivation
and securing the involvement and participation of all employees that will
develop into a strong safety culture.
The SMS, through individual commitment, provides the mechanism through
which the planning and setting of Company safety standards are
communicated throughout the Company. It is also the vehicle for
implementing continuous improvement of health and safety performance
through the use of safety reviews, analysis, audits, and training.
See (HSE Management System Manual HSE-MA-4-1001).
2.2 Leadership, Responsibilities, and Accountability
The (HSE Policy Statement EX-PS-5-002) will influence all activities and decisions
through practice and proactive management.
Loss prevention and control is the prime objective of the Company safety policy.
Management acknowledges their responsibility for the prevention of personal injury,
which is a major consideration in the design, construction, operation, and maintenance
of all vessels, equipment, and facilities.
The goal of the Company is to ensure that its policies and procedures are in accordance
with regulatory and Company requirements and are backed by senior management.
These policies will be well documented, kept up-to-date, and reviewed by both
management and employees when necessary. They shall cover management intentions,
roles, responsibilities, accountability, standards, and monitoring arrangements.

The overall responsibility for the implementation of the SMS lies with the group, Director
of Marine Operations, and vessel masters. Line managers as well as supervisors have
specific responsibilities for the practical application of the SMS, but each and everyone
in the Company has a responsibility to ensure compliance with the SMS.
2.3 Company Open Door Policy
In the management of safety, the Company places great emphasis on the importance of
communications between the Marine department and all employees. This is actively
promoted by the use of an "open door" policy. Any individual wishing to report a safety
related concern or a deviation from established Company policy, may report it to any
member of the Marine Department with complete confidentiality. The Company is
obliged to investigate all reports relating to safety being compromised and a formal
response to the originator is guaranteed. Management guarantees the anonymity,
without reservation, of any individual making such a report. Any employee, who after
going through the proper chain of command considers the response to his report of a
safety infringement unsatisfactory by his/her department head or the master of the
vessel, may appeal to the designated person ashore (DPA), or ultimately have it referred
to the vessel manager. This policy does not relieve the employee of the responsibility to
report through the chain of command aboard the vessel.
See (Open Door Policy Statement EX-PS-5-007).
2.4 Management and Supervisors, Leadership, and Involvement
The commitment to safety proceeds from the Director of Marine Operations and
continues through all levels of management to the front-line supervisors and operational
personnel. Company managers are responsible for providing strong visible leadership
and commitment to the Safety Management System (SMS) and for ensuring that this
commitment is translated into the necessary resources to develop, operate, and
maintain the safety culture and its strategic objectives. The safety culture should be
based on:
 Belief in the Company’s commitment to improve health and safety performance;
 Motivation to improve personal health and safety performance;
 Acceptance of responsibility for health and safety matters by line management;
 Participation and involvement at all levels in SMS development;
 Commitment to an effective SMS.
The organizational structure and allocation of responsibilities of all operations should
reflect the responsibilities of line managers at all levels for developing, implementing,
and maintaining the SMS on their particular operations. Line managers will be
accountable to management for the health and safety performance of their operations. In
the performance of their health and safety responsibilities, they must recognize the need
for good communication at all levels to encourage the involvement of all employees in
achieving the safety objectives. Every employee should offer input to the SMS and is to
be encouraged to actively participate in the management of its change when necessary.

2.5 Functional Requirements
The major requirements of these safety and environmental policies will be implemented
and maintained in detail by the following procedures:
 Reporting procedures for incidents, hazardous occurrences, and
nonconformities. See (Reporting Job-Related Incidents and Near Misses HSE-
PR-7-2009).
 Procedures covering internal audits, management reviews, and dealing with non-
conformities. See (Internal HSE Management System Audit HSE-PR-8-2007).
 Procedures dealing with planned maintenance and associated records to ensure
safe operation and environmental protection. See (Planned Maintenance System
Procedure MB-PR-7-2005).
 Document control and maintenance of records. See (Document and Record
Control Procedure QA-PR-4-2001).
3.0 COMPANY RESPONSIBILITY AND AUTHORITY
The Company has contacted the flag state of the vessels with full details of the owner/operator.
The following is an organizational chart showing the shore-based organization for the
Company’s SMS.
Shore-Based Organization
3.1 Operating Entity
The Company shall report to administration entities responsible for the operation of ships
other than the owner.
President / CEO
Bill Lam
Vice President of Engineering &
Technical Services
Robert Stonecipher
Vice President of HSEQ
Patrick Shackelford
Director of Marine Operations
Chadd Dubois
Designated Person Ashore
Wilson Moore
Vessel
Corporate Executive Vice President
Thomas Cunningham

3.2 Communications between Vessel and Shore
There will be a Company shore-based representative available for contact on a 24-hour
basis. Normal lines of communication shall be used during business hours.
Designated Person Ashore Director of Marine Operations
Wilson Moore Chadd Dubois
985-714-3885 337-967-0979
A weekly rotation is arranged for after hours, weekend, and holiday calls. When ringing
through on the normal telephone line, the call is forwarded accordingly to the person on
call. Individual contact numbers for shore-based personnel are listed above for
emergency purposes only. All communication after hours should be directed through the
person on call.
Ranger Offshore Office
Telephone: 281-465-8331
Fax: 281-298-4042
3.3 Shore-Based Personnel – Job Descriptions
The job descriptions for shore-based personnel who are directly involved in the
Company’s Safety Management System is detailed as follows:
3.3.1 VP of Engineering and Technical Services
 Ultimate responsibility and authority in Safety Management System.
 Day to day operation of Company marine assets.
 Control of assigned budget, assists in developing budgets for coming
years.
 Continuous support to the SMS.
 Leader of Emergency Response Team for shore contingencies.
 Assigns other resources from Marine department to assist with safety-
related incidents or emergencies.
 Monitors budgets, including safety-related budget.
 Conducts internal staff meetings to discuss operational problems and
safety issues.
 Conducts annual SMS review, and authorizes changes in the SMS to
be made by the DPA.
 Receives copies of reports on shore-based and ship-based audits
from port captain.
 Receives reports on safety matters directly from the DPA.
3.3.2 Director of Marine Operations
 Ensures that all marine shipboard operations are carried out in
accordance with Ranger’s environmental and safety policies.
 Prepares and reviews ship/shore contingency plans covering
emergency situations.

 Deputy leader/point of contact of shore-based Emergency Response
Team.
 Participates in SMS review meetings.
 Investigates incidents reports regarding safety and insurance.
 Ensures that vessels are manned in accordance with STCW 95 and
stated manning level.
 Identifies and assists in training requirements for crewmembers
through performance review results.
 Ensures that suitably qualified personnel are available as crew
replacements.
 Ensures that potential recruits are in possession of requisite
qualifications and certificates.
 Ensures crew members are updated with changes in applicable rules,
regulations, and guidelines.
 Maintains crew lists for each vessel together along with each
crewmember’s qualifications.
 Ensures that vessels under his/her responsibility are maintained,
repaired, and conversions are carried out in compliance with
international, classification society, and flag state requirements and
Company procedures.
 Deals with, or assists, in the close out of nonconformities covering
ship and shore-based operations.
 Reports to VP of Engineering and Technical Services.
3.3.3 Port Engineer
(This space reserved for future use.)
3.3.4 Designated Person Ashore (DPA) or Alternate DPA
 Assists in training requirements for local staff both offshore and
onshore.
 Maintains lines of communication between vessel and office.
 Deals with nonconformities covering procedures of the SMS for both
vessels and office.
 Serves as an independent advisor to management and employees.
 Monitors safety and advises on day-to-day implementation of policies
and procedures.
 Promotes a positive attitude to health and safety, and to the SMS.
 Reports to VP of HSEQ.
Other personnel within the Company’s Marine department operations or from other
departments/groups may be utilized to assist the above-mentioned staff when required.

3.4 Information Between Vessel and Office
Subject
Director of Marine
Operations
Port Engineer
(reserved for future use)
Designated Person
Ashore
Vessel Damage X X X
Crew Matters X
SMS Incidents X X X
Injuries X X X
Distress X X X
Class X X X
Maintenance X X X
Spares / Provisions X X X
Safety Items X X X
The above table provides guidelines as to vessel/shore communications with regards to
specific topics.
The following table gives an indication of the communications that may be required
outside the Company’s reporting chain to external bodies.
Subject Client
Government
Bodies
Insurance
Classification
Society
Flag State
Damage to Vessel X X X X X
Crew Matters
Injuries X X X X
Distress / Peril X X X X X
Classification X
Maintenance X
Parts, Fuel, Provisions X
Pollution X X X X X
Safety Items X X
3.5 Report Distribution, Frequency, and Retention Requirements
TITLE Distribution
Frequency
Required
Retention Disposal
Daily Report V File, O Daily 30 Days Destroy
Deck Logs, Engine Room Logs V File, O Monthly 5 Years Destroy
Vessel Survey / Certificate Status V File, O, D Quarterly 1 Year Destroy
Vessel Weekly Time Sheets V File, O Weekly 1 Year Destroy
Corrective and Preventive Action
Requests
V File, O, D As issued
1 Year after
close-out
Destroy

TITLE Distribution
Frequency
Required
Retention Disposal
Master Review of
Safety Management System
V File, O, D Annual 5 Years Destroy
Office Review of
Safety Management System
V File, O, D Annual 5 Years Destroy
Internal Audit Report V File, O, D Annual 5 Years Destroy
External Audit Report V File, O, D Annual 5 Years Destroy
Crew List V File, O
After each change
prior to departure
90 Days Destroy
Vessel Orientation Record V File, O, D
Within 2 days of
joining vessel
1 Year Destroy
Employee Performance Review V File, O
After first tour
bi-annual as required
V – 1 Year
O – 5 Years
Destroy
Destroy
Purchase Requisition Status
Forms, Purchase Requisitions,
Red Tag Request for Repair
Forms
V File
V File, O
Monthly fax as
required hard copies
to follow
1 Year
1 Year
Destroy
Destroy
Equipment Movement Orders V File, O As required 1 Year Destroy
Declaration of Inspection
Prior to Bulk Cargo Transfer
V File, O As required 1 Year Destroy
Maintenance Record Sheets V File, O, D Monthly 3 Years Destroy
Fire and Safety Equipment
Checklist
V File, O, D Monthly 3 Years Destroy
Manufacturer’s Manuals
Checklist
V File, O, D Monthly As updated Destroy
Oil Record Book V File As required 1 Year Destroy
Refuse Log Book V File As required 1 Year Destroy
Master’s Hand-over V File, O Each crew change 1 Year Destroy
Chief Engineer’s Hand-over V File, O Each crew change 1 Year Destroy
Crane Operator’s Handover V File, O Each crew change 1 Year Destroy
Weekly Deficiency Report V File, O, D Weekly 1 Year Destroy
Passage Plan V File Prior to departure 1 Year Archive
Arrival / Departure Checklists Note in Log As required Log
Chart Correction Report V File As required 1 Year Destroy
Accident / Incident / Near Miss
Report
V File, O, D As required 5 Years
V – Destroy
O – Archive

TITLE Distribution
Frequency
Required
Retention Disposal
U.S. Coast Guard Form
CG-2692
V File, O, D As required 5 Years Archive
CG-2692B
CG-4260
Form DOT 5800.1 V File, O, D As required 5 Years Archive
Drills and Exercises Record V File Monthly 3 Years Destroy
Work Permit,
Hot Work Permit
V File Prior to commencing 1 Year Destroy
Job Safety Analysis
Hazard I.D.s
V File, O, D Monthly 1 Year Archive
Safety Meeting Minutes V File, O, D Monthly 1 Year Destroy
V - Vessel O - Marine Department Office D - Designated Person Ashore
4.0 DESIGNATED PERSON ASHORE (DPA)
The DPA is given the independence and authority to act as he sees fit to reduce the impact on
safety and the environment by any incident on the vessels. He / she has a direct line of
communication to the highest level of Company management.
The DPA is responsible for:
 Effective monitoring of the Company’s SMS.
 Monitoring reported nonconformities.
 Participating in system review meetings and keeping records of it.
 Ensuring all office and shipboard staff understand the contents of the SMS.
 Liaising with the Masters of the vessels on issues with the SMS.
 Ensuring that adequate resources and shore-based support are made available and are
applied as necessary.
 Identifying training requirements of both onshore and offshore staff, and passing
recommendations on to Director of Marine Operations.
 Reporting directly to the Director of Marine Operations on significant issues with the
SMS.
 Seeking assistance from any party within the corporate structure of the Company
involved with safety issues.
 Doing his / her part on the shore-based contingency team.

5.0 MASTER’S RESPONSIBILITY AND AUTHORITY
5.1 Purpose and Scope
To clearly define the responsibilities and authorities for masters of Company ships and
their interrelation with other personnel responsible for safety and environmental
protection.
5.1.1 Responsibility
The master is responsible for:
 Implementing the HSE Policy Statement of the Company. See (HSE
Policy Statement EX-PS-5-2002).
 Motivating the crew in the observation and execution of that policy.
 Issuing appropriate orders in a clear and concise manner.
 Verifying that specific requirements are observed.
 Reviewing and enforcing of the SMS and reporting deficiencies to the
Company.
 Reviewing and enforcing of on-board contingency plans and vessel
procedures relating to the SMS and reporting any deficiencies to the
DPA.
 Reviewing and enforcing safety and pollution prevention activities.
 Ensuring that defects are reported to the Company.
 Appraising and coordinating on-board training requirements with the
Company.
 Assigning roles to senior officers with respect to the SMS.
 Ensuring the SMS is kept in date by liaising with DPA to arrange
audits.
 Reporting nonconformities, incidents, and hazardous occurrences
involving Company personnel or plants.
 Ensuring all controlled documentation is maintained up-to-date aboard
the vessel as per Company procedures.
 Requesting assistance from the Company as deemed necessary to
ensure safe and pollution-free operation of the vessel.
 Ensuring all records relevant to the SMS (and as defined in
procedures) are available.
 Ensuring that vessel class and vessel certificates are up-to-date.
 Requisitioning, purchasing, and controlling spares and services.
 Ensuring hazardous materials are properly identified, classified,
named, packaged, marked, labeled, and manifested. If these
requirements are not met the vessel captain has the full authority to
refuse transportation of hazardous materials.

5.1.2 Instruction
5.1.2.1 Implementation of the HSE Policy Statement
Vessel Masters should be guided at all times by their primary
responsibilities, which are for the safety of those entrusted to
their care, the safety of the vessel, the safety of life, the safety
of equipment, and the protection of the marine environment.
All other considerations are secondary to these.
In certain situations, this may mean deviation from
documented procedures (see IMO resolution A443 [Xl]). In the
event a departure from these procedures is necessary, the
Master is to submit a report to the Company at the first
opportunity describing the circumstances and giving the
reasons for departure from the standard.
The Master of the vessel is responsible for ensuring that
personnel at all levels understand and are capable of carrying
out their duties having due regard to the Company HSE Policy
Statement.
The Master shall review the contents of Safety Team meetings
and ensure that appropriate follow up action is taken to meet
the HSE Policy Statement.
The Master shall report matters that are significant to the SMS
and which affect, or may affect, safety or the environment
directly to the DPA.
5.1.2.2 Motivation of Crew
The Master shall appoint a designated safety officer who is
suitably experienced and qualified to develop means for crew
participation. This ensures that the crew is properly motivated
so that all personnel carry out their duties in observance with
the Company HSE Policy Statement.
5.1.2.3 Issuance of Clear Orders
The master shall communicate orders in a clear and simple
manner to ensure that all personnel carry out their duties
having due regard to the (HSE Policy Statement EX-PS-5-
002).
5.1.2.4 Verification of Specified Requirements
The Master shall verify that all personnel are aware of and
observe safe operating procedures and specific instructions to

ensure the safe operation of Company vessels and protection
to the environment in compliance with relevant International
and flag state legislation.
The captain shall ensure that the vessels documents,
certificates, and publications are in order with the use of the
(Vessel Certification and Publication List VOP-FM-4-
1001.001).
5.1.2.5 Master’s Review of the SMS
All Masters shall conduct a review of the SMS annually and
report system deficiencies to the DPA. The Master’s review
should be a continuous process primarily concerned with the
system effectiveness and the practical implementation of the
SMS aboard the vessel.
The Master’s review should offer objective and constructive
remarks based on, but not limited to:
 Comments reviewed in Safety Team meetings,
 Safety manual(s) text review(s),
 Proposals for improvements,
 Audit and inspection results, and
 Analysis of nonconformities.
A minimum of one (Master’s Review Form VOP-FM-4-
1001.002) should be submitted by each Master at intervals not
to exceed 12 (twelve) months from the previous submittal.
Masters may submit more than one review annually.
Records of the Master’s Review Form should be filed aboard
the vessel and a copy of the review should be submitted to the
DPA.
5.2 Master’s Authority
5.2.1 Purpose and Scope
To clearly define the authority for the master of Company ships and his/her
interrelation with other personnel responsible for safety and environmental
protection.
5.2.2 Instruction
With respect to safety and pollution prevention, the vessel master has
complete and overriding authority and responsibility to make decisions with
respect to the operation of his vessel and to request the Company’s
assistance as necessary. To this end, he has the authority to veto the start,

or order the termination, of any underwater operations through the operations
superintendent or relevant supervisor, but he does not have the authority to
order the start or continuation of the underwater operation contrary to the
judgment of the superintendent or supervisor.
Prior to the commencement of diving operations, the master will complete the
(Pre-Dive Checklist VOP-FM-4-1001.003) with the dive supervisor.
On vessels where the Master is also fulfilling the capacity of the offshore
installation manager, he / she has complete and overriding authority and
responsibility for taking all necessary actions for safety, pollution prevention,
and the efficient operation of the vessel during operations. The vessel
captain has full authority during boarding, loading, when underway, and
disembarking procedures. The vessel captain has the authority to refuse
passage to anyone considered an unsafe passenger.
5.3 Safety Team
The vessels will have a Safety Management Team composed of the master and chief
engineer. This group will implement and evaluate the SMS onboard. It will convene as
needed, as decided by the master, to prepare reports for the DPA. The team will discuss
incident reports, Corrective and Preventive Action Requests, memos from shore staff,
class reports/deficiencies, and notes from the previous rotation and crew.
See (Corrective and Preventive Action Procedure QA-PR-8-2001).
5.4 Verification
The Company requires the master to verify the SMS by using documentation such as log
books, etc.
6.0 RESOURCES AND PERSONNEL
6.1 Master’s Qualifications
The Company’s Marine Department will appoint masters with professional qualifications
only, as per the requirements of STCW 95. The vessel master shall possess current
licenses as issued by the proper authority to navigate any vessel. The master’s
qualification will comply with STCW 95, Levels II/1, II/2, IV/2, VI/1- VI/2-1, and a valid
medical/first aid certificate that complies with these regulations.
Masters on the vessels will be appointed on their professional qualification, previous
experience, and training. Masters will demonstrate to the vessel manager and personnel
director their knowledge of operations, STCW 95, and the ISM code.

6.2 Marine Crew, Other Than the Master
The following shipboard positions require qualifications and certifications as noted in the
attached table. All of these positions will require qualifications that do not restrict service
due to specific vessel type, engine power, or area of service.
The following notes relate to the general requirements for crewmembers:
 Tonnage limitations must be greater than the vessel they are serving on, for deck
and engineer officers.
 Horsepower diesel limitations to be more than that of the vessel they are serving
on, for engineer officers.
 All crewmembers must have attended approved basic safety training courses.
 All crew and officers must have current medical certificates as per STCW 95
before joining the vessel.
 All deck officers should have current licenses and certification as per STCW 95
(GMDSS training, automatic radar plotting training, bridge team training, survival
craft training, and fire team training).
POSITION
MINIMUM LICENSE /
RATING
STCW-95 FUNCTION
LEVEL
PRIOR SERVICE
REQUIRED FOR HIRING /
PROMOTION
Master 1600 Ton Captain
II/1
II/2 ; IV/2; VI/1 – VI/2-1
Previous master of vessel
class
2nd
Captain
1600 Ton Mate /
Captain
II/1
II/2; IV/2; VI/1 – VI/2-1
Previous experience on
vessel of class
Chief Engineer
4000 HP Chief
Engineer
VI/1-VI/2-1
vessel of class
Second Engineer
4000 HP Dedicated
Duty Engineer
VI/1-VI/2-1
vessels of class.
QMED
Qualified Member of
Engine Department
VI/1-VI/2-1
Six months prior engine
room experience
Bosun Able-Bodied Seaman VI/1
Six months prior experience
as bosun.
AB/Crane Operator
Able-Bodied Seaman or
Ordinary Seaman & a
recognizable crane
operators license, for
the crane in question.
VI/1
Six months prior crane
operator experience,
offshore environment.
AB Able-Bodied Seaman VI/1
Six months prior sea-going
service.
OS Ordinary Seaman VI/1
service.
Electrician Ordinary Seaman VI/1
service as an electrician.
Electronics
Technician
Ordinary Seaman VI/1 Six months prior experience.

POSITION
MINIMUM LICENSE /
RATING
STCW-95 FUNCTION
LEVEL
PRIOR SERVICE
REQUIRED FOR HIRING /
PROMOTION
Chief Cook
Food handler / Cook
certificate
VI/1 Six months prior experience.
Second Cook Food handler / Cook VI/1 Six months prior experience.
Galley-hand Food handler VI/1 Six months prior experience.
All employees onboard the vessels that hold safety or pollution prevention duties must
possess a Merchant Mariner’s Document and a certificate that complies with STCW.
Each individual employee is responsible for looking after their personal documentation
and ensuring all documents remain valid. The Company will assist in renewing
documentation when requested.
In all cases, an employee must maintain competency for service by holding documents
from both their national authority and flag state authority.
The Company will monitor the training needs of personnel employed offshore, and
where necessary, arrange regular refresher courses for personnel engaged in critical
safety and emergency operations.
When a crewing agency is used to man Company vessels, they will be expected to
comply with the relevant sections and ensure that their employees are issued the
necessary instructions before being appointed to any Company vessel.
The Company, under the terms of the SMS, will continuously monitor the performance of
the crewing agencies in supplying properly trained crew under the terms of STCW 95
and the contents of this SMS. The Company will require the crewing agencies to supply
records of personnel onboard Company vessels on request.
6.3 Other Personnel Job Descriptions
[This area reserved for future use.]
6.4 Manning Levels
The Company will ensure that the vessels are manned with officers and ratings in
accordance with the flag state requirements and that those minimum manning levels, as
recorded in the certificates of inspection, will always be maintained. The certificates of
inspection will state the maximum number of persons that can be lawfully onboard.
This will not exceed the total amount of lifesaving appliances as listed on the safety
equipment certificate. At no time is this to be exceeded.

6.5 Safety Management Induction
The Company has provided an operating procedure for the induction of all new
personnel joining the vessels. This induction procedure complies with the contents of
STCW 95. It also ensures that all new personnel are aware of their emergency muster
points and their respective responsibilities in an emergency situation. The induction
process is initially based on introducing the new crew member to his/her line manager,
ensuring he / she knows what emergency signals are used on the vessel, and in the
event of such an alarm, ensuring that he/she knows what to do. This initial induction is
carried out on the first day onboard.
Over a period of a week, the new crewmember will receive a more in-depth induction of
the vessel and its operations. No crewmember will be assigned unaccompanied duties
until the full familiarization has been completed.
The full induction/familiarization process will include the following topics:
 Being able to communicate with other personnel onboard the vessel.
 Being able to understand safety signs.
 Knowing what action to take in the event of seeing someone fall overboard;
detecting smoke or a fire; or if the fire or abandon ship alarm goes off.
 Being able to find muster stations and escape routes from living accommodations
and work sites.
 Locating lifejacket stowage areas and being able to don a lifejacket.
 Displaying basic knowledge of fire extinguishers.
 Being able to operate fire and water-tight doors.
 Knowing how to raise the alarm if required.
 All new personnel to the vessel will be made aware of their responsibilities under
the SMS for safe operation of the vessel and protection of the environment.
 Both the vessel and shore-based offices will be provided with a collection of
documents and books issued by ABS, IMO, flag state authorities, and Company
procedures to give guidance on regulations and policies to protect the
environment and ensure safe operation of the vessel.
Certain essential instructions associated with the SMS are defined onboard the vessel.
Instructions and checklists for these are maintained onboard the vessel, and will be
made available to new personnel on joining.
Records of all new crew member inductions are documented on the (Vessel Orientation
Record VOP-FM-4-1001.004) and maintained. Copies are lodged with the DPA.
6.6 Training
The Company continually identifies training requirements that may be required by both
onshore and offshore employees in support of the SMS, and arranges regular refresher
courses, as deemed necessary through audits, drills and exercises, incident / illness /
near hit reports, and non-conformance analysis.

Under the terms of STCW 95, the master will ensure that all members of staff appointed
onboard receive the appropriate basic training. See (Training and Competency
Procedure HSE-PR-6-2001).
6.7 Communication
Under the regulations of STCW 95, it is a requirement that all personnel, who are
identified on the Safe Manning Document, understand and speak English. The
Company will ensure that all crewing agencies used in the manning of the vessels are
informed of these requirements.
Effective communication and a well-motivated workforce are vital to the success of the
SMS and development of a safety culture. It sets out to ensure the right information is
communicated to the right people, motivating them to do the right things. It is based on
the need for ideas, messages, and information to be passed up the organization, as well
as down it.
It is known that well motivated people respond positively when they understand the
goals, values, strategies, and need for change, especially if they have contributed to the
change and their contribution is recognized.
The Company places great emphasis on the importance of communication between
shore staff and all employees. The Company actively encourages employee
participation in safety matters through the (Open Door Policy Statement EX-PS-5-007),
safety meetings, discussion groups, and training and safety awareness programs.
Safety meetings are an effective method of relaying information, seeking ideas, and
securing cooperation in achieving safety objectives. The effectiveness of safety
meetings depends on the commitment of supervisors and managers, the relevance and
quality of the subject matter, willing participation and contribution by the meeting
members, prompt action on matters arising, and communicating the contents of the
meeting to all concerned.
The Company requires that "hand-over" notes be prepared by certain key supervisors on
the vessels, for the benefit of their relief at crew change time. These notes will be given
to the relieving supervisor, as well as a verbal exchange of topics. Topics of hand-over
notes will include, but are not limited to:
 Outstanding work/maintenance;
 Future operations;
 Safety-related items;
 Environmental issues; and
 Personnel.
Hand-over notes should be provided by the following personnel:
 Master – (Master Hand-Over VOP-FM-4-1001.005)
 Chief Engineer – (Chief Engineer Hand-Over VOP-FM-4-1001.006)

6.8 Recruitment
The Company will handle the hiring of new personnel for employment onboard the
vessels, and will ensure that all new employees:
 Hold the required marine qualifications and documentation required of their
position onboard and in accordance with STCW 95.
 Are able to communicate, read, and write in the English language.
 Meet the physical requirements set by the Company.
 Have documented experience and training for the position.
 Company will ensure that all manning agencies used are given clear and concise
instructions on the levels of experience and training required of new personnel.
 The master will confirm that each individual can communicate and understand
the English language.
6.9 Medical Standards
The Company will provide resources for medical care through a designated medical
facility.
The Company, through its manning agents, will ensure all officers meet the competency
standards on medical training as set out in STCW 95 for the position they serve.
6.10 Company Drug and Alcohol Policy
The Company recognizes the threat to safety imposed by the use of illegal drugs or the
use of alcohol in the work place, and has established a Company drug and alcohol
policy. All employees whether onshore or offshore, are subject to both routine and
random testing for drugs and alcohol. See (Zero Tolerance Policy Statement EX-PS-5-
006).
7.0 DEVELOPMENT OF PLANS FOR SHIPBOARD OPERATIONS
7.1 Planning Shipboard Operations
The purpose of these procedures is to provide a framework in which masters and
officers can work safely and effectively without inhibiting the use of initiative or discretion
when faced with an unusual situation. The Company makes every effort to recruit and
retain the services of suitably qualified, certified, and medically fit maritime personnel
that are competent to carry out their duties. However, formal procedures are essential
so that all concerned can work together towards the common purpose.
These procedures have been written and distributed to further this process. They will be
reviewed regularly to ensure that they accurately reflect current requirements and
circumstances.
It is the duty of all masters and officers to be conversant with these safe-operating
procedures. The appropriate officer should bring these safe-operating procedures to the
attention of other relevant crewmembers.

The most recent version of this manual is maintained on the Company’s SharePoint
(Roundup) internal intranet system.
7.2 Bunkering
To ensure that fuel oil bunkering is carried out safely and with no spillages or
pollution.
 The Company is to ensure bunkering arrangements are effective.
 The master is to ensure that the bunkering procedures are adhered
to.
 The chief engineer is responsible for the practical implementation of
the bunkering procedures. In cases where implementation of the
bunkering process is conducted by an operations control center, the
chief engineer will review and approve the procedures.
7.3 Preparing For Sea
To ensure that all necessary safeguards are taken before the vessel
proceeds to sea.
The master ensures that all personnel adhere to the provisions of this
procedure and that the (Arrival and Departure Checklist VOP-FM-4-
1001.007) is filed for reference.
7.3.3 Definitions
N/A
7.3.4 References
International Chamber of Shipping, Bridge Procedures Guide
7.3.5 Instruction
7.3.5.1 Trim and Stability
Trim and stability calculations will be made to ensure that the
vessel will have adequate stability at all times.

The draft of the vessel will be taken before sailing to check the
trim and loaded condition of the vessel. Records of
calculations and readings should be retained. The check will
be noted on the (Passage Plan Checklist VOP-FM-4-
1001.010).
7.3.5.2 Watertight and Weather Tight Integrity
When cargo operations have been completed and the vessel
secured for sea, the officer on watch (OOW) must carry out a
check that all sea water ingress points have been properly
closed. This includes hatch covers, watertight doors (where
fitted), manhole covers, access hatches, sounding pipe
covers, sighting port covers, weather tight doors and any other
features of a particular vessel.
Any deck cargo lashings should also be checked at the same
time. This check must be reported to the master.
When the vessel is clear of the berth and it is safe to secure
the anchors, an officer must check the lashings, the spurling
pipe covers, and the chain locker doors. This check must also
be reported to the master, and entered onto the bridge
checklist.
7.3.5.3 Testing Bridge Equipment
The following equipment should be checked and made ready
for use:
 Anchors
 Ancillary bridge equipment (e.g. binoculars)
 Bridge movement book (where carried)
 Course and engine movement recorder (where fitted)
 Deck power
 Echo sounder
 Electronic navigational position fixing aids
 Gyrocompass and repeaters
 Magnetic compass and repeaters
 Pilot embarkation/disembarkation arrangements/pilot
card complete
 Radar and associated plotting aids
 Speed/distance recorder
The following should be tested and made ready for use:
 Bridge and engine room (ER) controls, including
revolution indicators

 Communication facilities – internal, external, and
portable
 Navigation lights/shapes, including emergency
navigation lights and lights/shapes for not under
command and at anchor
 Vessel’s whistle
 Signaling lamps
 Steering gear, including:
o Manual
o Autopilot
o Emergency changeover arrangements
o Rudder indicators
Routine weekly tests are to be documented on the (Weekly
Bridge Gear Test and Inspection Form VOP-FM-4-1001.008).
7.3.5.4 Charts and Nautical Publications
 Charts on vessels have been grouped into standard
folios based on the area. The allocation of folios to a
vessel will depend on the current and anticipated
trading pattern of that vessel. Other nautical
publications will be supplied depending upon the area
covered by the folio allocation. Additional charts can
be ordered if the master considers these to be
necessary.
 An index of charts and nautical publications is
maintained aboard the vessel to assist in keeping
charts in the correct folios and as an aid for making
corrections.
 Chart corrections will be forwarded to the vessels.
 The master must assign a trained and competent
officer to ensure that the charts and nautical
publications are corrected. Preferably the chart
corrections should be made with ink, but pencil
corrections are acceptable as a temporary measure.
When the chart has been corrected the correction
number must be inserted in the space provided on the
chart. Under no circumstance should personnel insert
the correction number if the correction has not been
made.
 Every correction relating to any sailing directions, list of
lights and fog signals, or list of radio signals carried by
the vessel is to be completed. Weekly numbers must
be initialed at the front of the light lists and radio
signals.
 Temporary (T) and preliminary (P) notices relating to
charts by vessel are to be retained in a file or book

dedicated to (T)s and (P)s. Charts affected by such
notices need not be corrected, but the chart must be
clearly marked to indicate that a (T) or (P) notice
applies.
 Once all applicable corrections have been completed,
the (Chart Correction Record VOP-FM-4-1001.009)
must be signed and dated by the officer completing the
corrections. The signed sheet should then be filed and
maintained onboard for a minimum of one year.
 Prior to sailing, the navigating officer will ensure that
the relevant voyage charts are corrected up-to-date
and courses are laid off in accordance with the
(Passage Plan Checklist VOP-FM-4-1001.010).
7.3.5.5 Passage Planning
Passage planning should be carried out in accordance with the
International Chamber of Shipping, Bridge Procedures Guide.
The plan should be made out on the (Passage Plan Checklist
VOP-FM-4-1001.010), which should be signed by the
navigating officer and master prior to sailing. Records of the
checklist should be kept.
7.3.5.6 Harbor Stations
The crew should be called to harbor stations after the
following:
 The vessel searched for stowaways
 Pilot aboard
 Tugs in readiness (if required)
 Gangway inboard
The crew members’ duties at harbor stations will be as
described during the familiarization process.
The vessel will be singled up in accordance with the master’s
instructions prior to maneuvering off the berth.
It is imperative that the master is informed promptly when the
propeller is clear of ropes and obstructions.
7.3.5.7 Fatigue
The officer in charge of the first watch when leaving port
should be adequately rested prior to going on watch to ensure
that a safe and efficient watch is maintained. This is necessary
from a health, as well as a safety, consideration.

The master is expected to interpret this requirement in a
reasonable manner and with the safety of the crew and vessel
firmly in mind.
Masters must make suitable watch arrangements to ensure an
adequate amount of rest while maintaining a reasonable
momentum of work.
7.4 Shipboard Operations – Miscellaneous
To ensure that shipboard operations are carried-out safely.
The master is to ensure that all shipboard personnel comply with the
following instructions.
7.4.3 Instruction
7.4.3.1 Personnel Arrivals and Departures
Any / all personnel arriving and departing the vessel must:
 Complete the (Personnel Arrival / Departure Log (VOP-
.
FM-4-1001.020)
 Provide current and valid identification
 Abide by and adhere to any / all applicable federal,
state, local and industry laws, standards, regulations
and guidelines.
 Understand and comply with Ranger emergency,
environmental, safety, quality, and security protocols
 Immediately report any / all hazardous conditions,
actions, behaviors, and / or equipment
 Participate in any / all applicable drug and alcohol
programs
 Make available any / all baggage, packages, bags,
boxes and cases for search
 Inform Ranger of any / all duty restrictions, injuries,
illnesses, and / or any impairing medications being
taken
 Engage in positive, cooperative, mutually respectful
and supportive conduct toward co-workers, clients, et
cetera at all times
7.4.3.2 Inspections by Master and Senior Officers

 Weekly inspections of the accommodations, galley,
and storerooms by the master and safety officer.
 Monthly inspections by the master and chief engineer.
 Monthly reports forwarded to department manager and
DPA.
7.4.3.3 Medical Arrangements
 Medical supplies should be in accordance with
statutory requirements.
 Except when in use, they are to be kept locked away.
Master will maintain key to lock.
7.4.3.4 Fitness for Duty
 All officers and crew to have current medical certificate.
 All vessels to be manned with medically fit seafarers in
accordance with national and international
requirements.
7.4.3.5 Confined Space Entry
As outlined in the Company (Confined Space HSE-PR-7-2023)
procedure.
7.4.3.6 Fall Protection
As outlined in the Company (Fall Prevention - Fall Protection
HSE-PR-7-2017) procedure.
7.4.3.7 Job Hazard Analysis (JHA)
As outlined in the Job Hazard Analysis standard operating
procedure, (Hazard Identification, Risk Assessment, and Risk
Control HSE-PR-7-2001).
7.4.3.8 Lock Out and Tag Out
As outlined in the Company (Lock Out and Tag Out HSE-PR-
7-2026) procedure.
7.4.3.9 Management of Change
As outlined in the Company (Management of Change HSE-
PR-7-2021) procedure.

7.4.3.10 Permit to Work
As outlined in the Company (Work Permits HSE-PR-7-2022)
procedure.
7.4.3.11 Personal Protective Equipment (PPE)
As outlined in the Company (Personal Protective Equipment
HSE-PR-7-2016) procedure.
7.4.3.12 Outer continental shelf operations (OCS) that may affect
fishing materials, equipment, tools, containers, and other items
used in the OCS that that are of such shape or configuration
that they are likely to snag or damage fishing devices shall be
handled and marked as follows:
 All loose materials, small tools, and other small objects
shall be kept in a designated storage area or a marked
container when not in use.
 All cable, chain, or wire segments shall be recovered
after use and securely stored until suitable disposal is
accomplished.
 Skid mounted equipment, portable containers, spools,
reels, and drums shall be marked with the owner’s
name before use or transport over offshore waters.
 All markings must clearly identify the owner and must
be durable enough to resist the effects of the
environmental conditions to which they will be
exposed.
 MMS PINC G-252 stipulates that the above markings
cannot be made with chalk, grease pencil or crayon,
marking pens, non-waterproof decals or water-based
paints.
7.4.4 Related Documentation
 Job Hazard Analysis Form. See (Hazard Identification, Risk
Assessment, and Risk Control HSE-PR-7-2001).
 Confined Space Entry Permit. See (Confined Space HSE-PR-7-2023).
 Hot Work Permit. See (Hot Work HSE-PR-7-2024).
 Log Out and Tag Out Permit. See (Lock Out and Tag Out HSE-PR-7-
2026).
7.5 Shipboard Operations – Engine Room
To ensure that engine room operations are carried out safely.

The chief engineer is to ensure that all engineers are fully aware of the
requirements of this procedure. All engineers are to comply.
7.5.3 Definitions
N/A
7.5.4 References
N/A
7.5.5 Instruction
7.5.5.1 Engineers
Engineers shall have full knowledge of the following:
 General arrangement and documentation for:
 Vessel procedures, equipment, and controls in
machinery spaces.
 Location of emergency systems operations.
 Main and auxiliary engine emergency stops.
 Fuel and lube oil pump emergency stops and
quick closing valves.
 Emergency generator, fire pumps, compressor.
 Fire dampers.
 Vent for emergency stops.
 Emergencies escape routes.
 Operation of all firefighting equipment.
 Other emergency control systems or measures.
 Fuel – transfer and separation for:
 Transfer and pumping arrangements.
 Settling tanks.
 Draining off water and solids.
 Soundings.
 Oil spills or leakage.
 Oil Record Book (to be filled in for all oil
transfers ashore).
 Bilges for:
 Pump regularly to prevent free surface effect.

 Pump into holding tank, ashore, or overboard.
 If overboard – pump via oil water separator
(ows) with maximum oil content of 15 ppm.
 Not in special area or within 12 miles of land.
 No cargo residues (e.g., pump room bilges).
 Oil Record Book (to be filled in for all oil
transfers ashore).
 Starting and stopping main engines:
 Follow manufacturer’s instructions and standing
orders.
 Buildup of speed on “full away” to avoid thermal
stresses.
 On stopping – continue circulation to avoid
rapid cooling.
 Emergency Stop:
 Normal operating – bridge control.
 Emergency situation – take appropriate action.
 Inform bridge.
 Fire precautions in machinery spaces for:
 Inspections.
 Proper cleaning – especially oil spills and leaks.
 Combustible materials.
 Fireproof bins for waste and rags.
7.5.5.2 Dive Technicians
Dive technicians shall have full knowledge of the following:
 General arrangement and documentation of dive
system for:
 Procedures, equipment, and controls relevant
to dive systems.
 Location of emergency systems operations.
 Emergency escape routes, including
hyperbaric.
 Operation of all firefighting equipment.
 Other emergency control systems or measures.

N/A
7.6 Operations at Sea – Navigation
The purpose is to ensure that the vessel is navigated safely.
The master is to ensure that the watch-keeping officers and ratings comply
with the requirements of this procedure.
7.6.3 Definitions
N/A
7.6.4 References
N/A
7.6.5 Instruction
7.6.5.1 Bridge Watch Keeping
The following operational guidance is to be adhered to by
OOW, when the vessel is underway or at anchor.
The OOW is to ensure:
 That the collision regulations are complied with.
 That a proper lookout is maintained.
 That the effects of wind and tide are accounted for.
 That positions are plotted on the chart at regular
intervals.
 That the master’s standing orders and night orders are
adhered to.
 That the set course track is followed.
 That there is sufficient hand-over at change of watch.
The OOW is to monitor the following, as a minimum, when in
charge of a navigational watch:
 Position, course, speed, weather conditions, visibility,
and tide predictions;
 Compass and compass errors;
 Condition of navigation equipment;

 Status of engine, steering, etc.
7.6.5.2 Restricted Visibility
The following precautions should be considered, and taken
when necessary, in restricted visibility:
 Alert master;
 Reduce speed;
 Post extra lookouts;
 Hand steering;
 Switch on navigation lights;
 Sound signals;
 Radar plot;
 Pay special attention to COLREG Rules 6 and 19.
7.6.5.3 Maneuvering Data
The OOW is to be aware of the vessel’s maneuvering
characteristics, as follows:
 Turning circles;
 Stopping distances.
7.6.5.4 Radio Communications
The OOW is to be competent in the use of the radio equipment
and have sufficient knowledge of it, as follows:
 Type and use of equipment;
 Type of license;
 Contact numbers;
 Communication log.
7.6.5.5 Navigation in Confined Waters
The OOW is to take the following specific safeguards when in
confined waters:
 Engines on standby;
 Increased position plotting;
 Sailing directions;
 Tidal predictions.

7.6.5.6 Vessel at Anchor
The OOW is to take the following safeguards when at anchor:
 Bridge watch maintained.
 Regular position plot to check for dragging.
 Lookout.
 Lights and shapes.
 Sound signal in restricted visibility.
 Readiness of main engines.
 VHF watch maintained.
N/A
7.7 Operations at Sea – Machinery
To ensure that the arrangements for engine room watch keeping and engine
room procedures are effective.
The chief engineer is to ensure that the engineering department complies
with the requirements of this procedure.
7.7.3 Definitions
N/A
7.7.4 References
N/A
7.7.5 Instruction
7.7.5.1 Engine Room Watch Keeping
The following guidelines are to be adhered to when taking over
the watch:
 Status, control, and mode of main and auxiliary
systems.
 Adherence to standing instructions, night orders and
bridge requirements.
 Fuel condition, settling tanks, etc.

 Level and condition of bilge, waste oil tanks, engine
sumps, etc.
 Special modes of operation caused by equipment
failure.
 Repairs, permits to work, etc.
 Faulty instruments or controls.
7.7.5.2 Emergency
The engineer on watch is to respond effectively to emergency
situations and is to consider the following:
 Report to bridge if emergency shutdown is necessary;
 Carry out damage control;
 Activate alarm.
7.7.5.3 Repairs
The following safeguards are to be taken before undertaking
repairs:
 Inform bridge of any repairs or maintenance.
 Document repairs on the (Vessel Maintenance Record
VOP-FM-4-1001.011).
7.7.5.4 Alarms
The engineers are to respond effectively to alarms, as follows:
 The alarms must be understood, acknowledged, and
investigated.
7.7.5.5 Confined Waters or Restricted Visibility
Engineers are to take the following safeguards as required
below:
 Maneuvering machinery available.
 Adequate power for steering and other requirements.
 Restricted visibility – switchboard, not from shaft
alternator.
 Emergency steering gear ready for use.
 Other auxiliaries ready for use.
7.7.5.6 CO2/Halon/Foam
Engineers are to have adequate knowledge of the operation of
these emergency systems if installed.

7.7.5.7 Vessel at Anchor
The responsibilities of the engine room are to be carried out as
follows:
 Manning at discretion of chief engineer.
 Availability of engines as agreed with master.
 Damage control – firefighting equipment available.
N/A
7.8 Preparing for Port Arrival
To ensure that all necessary safeguards are taken before the vessel arrives
in port.
The master is to ensure that the requirements of this procedure are complied
with.
The officer of the watch is to check the items on the (Arrival and Departure
Checklist VOP-FM-4-1001.007) and inform the master, who must sign to
verify completion.
7.8.3 Definitions
N/A
7.8.4 References
N/A
7.8.5 Instruction
7.8.5.1 Port Arrival
The following are to be taken into account fully when preparing
for arrival in port:
 Port information;
 Sailing directions;
 Weather reports;
 Tidal information;
 Depth of water in approaches;

 Overhead clearance, channel, and berth;
 Restrictions on draft, trim, speed, and entry times;
 Steering gear tested in all modes and entry made into
log book;
 Appropriate signal flags and national flags available;
 Hand held VHF/UHF radios charged and ready for use.
7.8.5.2 Anchors
Anchors are to be prepared before arrival in port, as follows:
 Power to windlass;
 Pipe covers removed;
 Lashings removed.
7.8.5.3 Latest Navigational Data
The latest navigational data is to be made available before
arrival, as follows:
 New data by charts.
7.8.5.4 Engine and Navigational Equipment Checks
The following checks are to be taken before arrival in port:
 Test main engine and auxiliaries;
 Test propulsion systems, including bow thrusters;
 Radar;
 Echo sounder;
 Compasses;
 Course and engine movement recorder (if fitted);
 Clocks synchronized;
 Internal communications equipment;
 Signaling equipment;
 Deck lighting;
 Mooring winches;
 Mooring lines / wires / heaving lines;
 Complete pilot card.
7.8.5.5 Manual Steering
The following must be in order:
 Helmsman at wheel before maneuvering commences;
 Manual steering engaged.

7.8.5.6 Pilotage
The following must be in order:
 Master still in command;
 OOW will continue normal watch duties;
 Pilot given relevant maneuvering information.
7.8.5.7 Berthing Information
The following must be available:
 Anchoring or berthing;
 Which side to jetty;
 Vessel or shore gangway, vessel accommodation
ladder;
 Bunkers;
 Consideration of divers in saturation and possible need
to launch HLB in case of emergency.
 (Arrival and Departure Checklist VOP-FM-4-1001.007)
7.9 Operations in Port
To ensure that adequate provision is made for safe operations in port.
The master is to ensure that shipboard personnel comply with the
requirements of this procedure.
7.9.3 Definitions
N/A
7.9.4 References
 Cargo Securing Manual
 Security Plans
 ISPS Code

7.9.5 Instruction
7.9.5.1 Safe Access to Vessel
There is to be safe access to the vessel at all times when in
port or at anchor, as follows:
 Gangway with stanchions, hand ropes, and/or bulwark
ladder;
 Safety net;
 At anchor pilot ladder;
 Bulwark ladder and pilot stanchions;
 Life buoy with 100 feet of line;
 Sufficient lighting;
 Lifebuoy light.
7.9.5.2 Deck Watches and Security
The vessel is to be secure at all times and the arrangements
are to be made, as follows:
 Following master’s standing orders;
 Maintaining deck watch, as appropriate;
 Checking moorings;
 Checking access, such as gangway;
 Personnel security;
 Prevention of unauthorized entry;
 Restricting access;
 Closing port holes and securing doors in
accommodations and stores.
7.9.5.3 Loading Cargo
Where appropriate arrangements are to be made for cargo
loading, as follows:
 Preparations for loading;
 Ballasting;
 Stability;
 Sweeping and washing down;
 Inspection of deck areas;
 Deck strength for items to be carried;
 Securing of items.
7.9.5.4 Discharging Cargo / Equipment
Where appropriate arrangements are to be made for cargo /
equipment discharging, as follows:

 Preparation for discharging;
 Discharging;
 Ballasting;
 Cleaning deck of welds and securing devices.
N/A
7.10 Offshore Operations
To ensure that adequate provisions are made for conducting safe offshore
operations, including:
 Launch, operation, and recovery of divers and/or bell;
 Material and equipment transfer.
The master is required to ensure that the shipboard marine crew is properly
trained and safely able to carry out the duties assigned.
7.10.3 References
 Company Diving Operations Procedures
 Cargo Securing Manual
7.10.4 Instruction
7.10.4.1 Launch and Recovery of Divers and Bell
As outlined in the (Saturation Diving Excursion Procedure DIV-
PR-7-2014).
7.10.4.2 Material / Equipment Transfer
As outlined, where applicable, by the vessel Cargo Securing
Manual.
7.10.4.3 Pipe Lay Operations
As outlined in project-specific procedures.

7.11 Adverse Weather
Adverse weather refers to environmental conditions which may affect people,
equipment, or facilities to such an extent that precautionary measures must be taken to
safeguard the vessel or to maintain a safe system of work.
Adverse weather includes snow, ice, fog, hail, lightning, heavy rain, high winds, severe
sea states, and strong currents. Weather conditions can change quickly and the effects
of short term variations, such as wind gusts, must be considered.
Reliable weather information is essential for safe operation in a marine environment. It
is critical that due attention is given to weather forecasts, and that adequate
instrumentation is available onboard in order that decisions on precautions and controls
can be based on accurate information.
If severe or violent weather is predicted, or indications of severe deterioration of weather
conditions are observed, the master will, in cooperation with the section heads, decide
upon:
 Curtailment of operations;
 Proceeding to a port of refuge;
 Preparation for ascertaining maximum vessel performance in the circumstances;
 Evacuation of personnel.
The evaluation of prospects, and decisions as to the appropriate measures to be
prepared or taken, should be agreed upon before the situation becomes critical. If this is
not done, precautionary measures may have to be carried out under hazardous
circumstances or may even have become impossible to be put into effect.
If weather prospects are considered to be of a severe nature, the USCG (or relevant
authority, if operating outside U.S. waters) should be informed immediately of the
intentions as well as the actions and precautions taken and should be kept informed
regularly of any developments.
When activities are scheduled, or need to be performed, which are particularly weather
dependent, the pre-planning and control of work must make reference to the prevailing
weather and predicted weather development. Limiting weather parameters, when work
should be suspended or contingency plans exercised, must be defined.
It must be taken into account that routine jobs may take longer due to the adverse
weather and lead to fatigue of personnel. The combined effect of wind and low
temperatures may lead to the onset of hypothermia, if adequate protection is not
available.
See (Severe Weather Plan – Offshore Operations VOP-PR-8-2001).
To identify hazards and determine the controls to be put into place when

weather conditions, which increase the risks of carrying out normal
operational work activities, are anticipated or experienced.
7.11.2.1 Master
After assessing the present weather conditions and the
forecast, the master will decide whether or not to cease
operations. The nature of the operation in progress will
determine the time required to close down that operation
(recovering the bell to the surface, disconnecting lines, etc.).
If the weather should deteriorate to the point where the vessel
is in a dangerous position relative to another installation, the
master will decide to cease operations.
The master shall coordinate his decisions with the dive
superintendent and client representative with respect to the
above.
7.11.2.2 Radio Operator
The radio operator (normally the bridge officer of the watch)
receives all weather information from the following sources:
 Radio station shipping forecasts;
 Internet, e-mail, or fax weather charts (from chosen
station) or other in-field sources;
 Onboard equipment for monitoring local weather
conditions includes:
o Thermometer and barometer
o Barograph
o Anemometers
o Pitch and roll indicator
The radio operator will ensure that the master and all section
heads are kept informed with an up-to-date weather forecast.
Onshore management is responsible for ensuring that regular
weather forecasts are provided.
7.11.2.3 Dive Superintendent
Dive superintendents must ensure all necessary procedures
for shutting down operations are prepared and can be
accomplished immediately if deteriorating weather conditions
require it. They will, either in consultation with the master or
under instruction from him/her, recover the bell to the surface

or ensure that all equipment is secured for rough weather.
7.11.3 Definitions
7.11.3.1 Waves:
Significant Wave Height (Hs)
 The standard sea state height parameter, equivalent to
the average of the highest 1
/3 of the waves in a 20
minute sample.
Maximum Wave Height
 The highest wave likely to occur in a 20 minute sample,
equivalent to about 1.7 x Hs.
Extreme Wave Height
 The highest individual crest to trough wave in a
sample, equivalent to between 1.9 and 2.3 x Hs.
Mean Wave Period
 The average period, in seconds, between succeeding
waves.
Mean Wave Direction
 The principal direction from which waves approach.
7.11.3.2 Winds:
Mean Wind Speed
 The average speed calculated from a 10 minute
sample.
Gust Wind Speed
 The highest gust speed over three seconds. On
average the gust wind speed is approximately 1.3 x
Mean Wind Speed.
7.11.3.3 Currents
Currents have two principal components:

 A predictable tidal component caused by astronomical
forces, and
 A residual component related to meteorological and
oceanographic conditions, which is usually not
predictable.
The resulting total current is generally expressed in terms of a
speed and associated direction (towards).
Tide tables and tidal stream atlases are available onboard and
provide useful reference material, but the very different nature
of subsurface currents must also be taken into consideration,
particularly where subsea operations are undertaken.
7.11.4 Instruction
7.11.4.1 Verification
Upon receiving a weather forecast predicting violent weather
conditions, the forecast should be verified by cross-checking
with the alternative forecasts available from other sources. If
deemed necessary, further data may be requested from the
weather station directly.
If sudden and unpredictable changes in the weather conditions
are observed, make contact with the weather station stating
the pertinent weather data and trends and request a review of
the weather situation.
7.11.4.2 Evaluation
When a violent weather forecast has been received, the
master will inform all section heads in order to assess vessel
condition and operational status with a view to:
 Imposing restrictions on certain activities;
 Suspending diving and recovering the diving bell;
 Battening down.
Ensure all auxiliary craft in the vicinity are aware of the
predicted conditions and inform them as to the intended
course of action.
In the event that the vessel is critically damaged, necessitating
either partial or total evacuation of the vessel, the master
should immediately inform the Company/duty officer and the
USCG (or appropriate regulatory authority, if operating outside
U.S. waters) of the intention and any immediate requirements.

7.11.4.3 Weather Conditions
If the weather conditions are approaching the operational limits
of the vessel and are predicted to deteriorate:
 Inform diving superintendent of the forecast, in order
that he may stop any ongoing operations;
 Move vessel to a position well clear and downwind of
any installations;
 Ensure that all equipment on deck (and below decks) is
properly secured;
 Close all watertight doors;
 Advise all relevant vessels in the vicinity of the
cessation of operations;
 Stop all non-essential on-deck activity;
 Securely stow cranes.
While waiting on weather, it is advisable to maneuver to a
position downwind of any obstructions such as platforms.
If the weather conditions deteriorate further, whether predicted
or not:
 Recover all diving bells and all underwater equipment;
 Complete the battening down procedure;
 Select a favorable heading;
 Adjust draft to survival draft (semi-submersibles) to
increase freeboard and thus wave clearance under
deck;
 Consult stability calculations and redistribute loads to
ensure optimum vessel performance;
 Check out all communication, life-saving, navigation,
and safety equipment;
 Advise all vessels in the vicinity of actions taken and
intentions.
If the conditions are exceeding the survival limits of the vessel:
 Initiate evacuation of the vessel;
 Ensure that the dive superintendent has all the
assistance necessary to evacuate any divers under
pressure into the escape chamber;
 Keep the USCG (or appropriate authority, if operating
outside U.S. waters) informed of the situation;
 Carry out the closing down procedures;
 Ensure that identification beacons, foghorn, aircraft
navigation beacon, navigation lights, and deck lighting
are operating;
 Complete the evacuation of non-essential personnel
from the vessel.

NOTE: Special consideration must be given if there are
divers under pressure in the hyperbaric complex.
The weather may deteriorate beyond the point
where it is safe to launch the emergency escape
chamber. The master will consult with the dive
superintendent at an early stage to decide over this
matter.
7.11.4.4 Battening Down
In good time carry out the following:
 Secure all loose equipment on deck;
 Lower the crane booms in their crutches and secure
hooks;
 Close all watertight doors and all doors on
superstructure;
 Batten down all hatches;
 Close weather tight openings.
7.11.4.5 Ice Accumulation
When ice begins to accumulate, all hands should be mobilized
to clear the ice. It can be broken away and chipped off using
mallets, picks, and spikes.
Seawater, even at temperatures as low as 10°C, is an
effective de-icing agent when applied with a hose using a
suitable nozzle. The greater the pressure, the greater the
effectiveness will be. Large diameter nozzles give better
results than small nozzles. The jet should be sprayed on the
surface of the block ice until a slot of penetration is achieved.
Large masses of ice can then be dislodged easily by spraying
the jet on the joint line of ice and steel until the adhesion is
broken.
Dislodged ice must be removed quickly and not allowed to
buildup on deck. Attention should be paid to the hazards of
ice falling from cranes, aerials, stays, etc.
If ice starts to accumulate on the vessel, the stability of the
vessel must be monitored closely. The above conditions are
not likely to seriously affect vessels operating in the Gulf of
Mexico.

7.12 Company Standing Instructions – Bridge and Engineering
To ensure that the Company’s standing instructions are effectively integrated
into the vessel’s Safety Management System.
The master and chief engineer are responsible for ensuring that appropriate
personnel carry out the Company’s standing instructions. The Company’s
standing instructions shall be posted aboard the vessel in relevant areas.
7.12.3 Instruction
The Company’s standing instructions are to be implemented as follows:
 Standing instructions are to be read and signed by all deck officers
and appropriate engineering personnel.
 Master’s or chief engineer’s standing orders are not to conflict with
Company’s instructions.
 Night orders may be used to supplement standing instructions on an
as required basis.
7.12.3.1 Bridge Instructions
In addition to these instructions, all masters will issue a set of
standing orders that will be supplemented as circumstances
dictate, with written orders in the Night Order Book. All written
orders will be acknowledged by signature of the staff to who
they are directed. The prime objective of standing orders is to
ensure safe vessel operation. All officers should call the
Master when they are unsure of anything, or at times when
they require additional assistance.
At Sea: General
When at sea the following shall apply:
 The safety of the vessel, crew, passengers, and cargo
is to be the prime consideration at all times, and the
master’s general standing orders are to be read and
signed by all deck officers.
 Watch-keeping officers are to maintain a navigational
watch strictly in accordance with International Marine
Organization (IMO) recommendations, Ship Form No.
75, supplemented by the International Chamber of
Shipping (ICS) Bridge Procedures Guide.

 On sea passages, the bridge is to be manned at all
times by a deck officer. During the hours of darkness
and/or restricted visibility, a lookout is to be posted.
Special regard is to be paid to the safe speed rule in
the Collision Regulations 1972 Rule No. 6.
 When visibility drops below two nautical miles the
master is to be informed, and a decision may be made
to increase the bridge and engine room manning.
 During watch changeovers, the relieving officer must
be satisfied that the vessel is in a safe position and the
ship’s course and speed are conducive to navigational
safety, before accepting the watch. If this is not the
case, he/she should take immediate corrective action,
and call the master at the earliest opportunity to inform
him/her of the situation.
 On coastal passages, all regulations governing traffic
separation schemes and routing are to be observed at
all times.
 The engine control room is to be manned at all times,
for the following conditions:
o When divers are deployed;
o When the vessel is within 500 meters of a
platform;
o For port arrivals and departures;
o For shifting berth in port areas.
 During periods of poor visibility, good communication
shall be maintained between bridge and engine control.
Any change in status or occurrences, which may affect
each other’s area of control, shall be notified.
 Machinery shall be maintained in a state of readiness.
Should any item become unserviceable, thus
downgrading the vessel’s condition, the master is to be
informed immediately. Adequate reserve power
supplies must be available at all times, and the Master
is to be informed immediately if any deficiencies occur.
 At no time will personal cell phone use be allowed on
the bridge during a watch. Communication while on
watch should be directly related to the safe operation of
the ship or to contact the Company.
Weather Reports
Weather reports and weather facsimiles are to be obtained on
a regular basis.

Alarms / Alerts
The master is to be informed immediately of any yellow alerts
or red emergency situations.
In Port
Officers shall not hesitate to increase the deployment of
moorings, if an adverse weather forecast is received. If
necessary, start engines or thrusters to ease moorings. Care
should be exercised whilst moored in port and thrusters are in
use. The port authority and any vessels which may pass close
to the vessel’s position shall be informed.
Additionally, when at anchor or on berths subject to strong
currents, high tides, adverse weather, or passing traffic,
sufficient machinery, as may be required, is to be maintained
in a state of readiness.
A close watch is to be maintained on the safe access to the
vessel, and all steps I precautions taken to comply with this
statute. Vessel moorings are to be inspected on a regular
basis, with all relevant actions taken to ensure vessel security
at its berth.
The deck watch shall be maintained on a 24-hour basis and
the watchman shall be informed of duties and whom to call in
cases of emergency or unforeseen occurrences. All port
regulations must be available onboard, and the duty officer is
to be aware of any special requirements of these regulations.
The deck watch should check the identity and business of
unfamiliar personnel who come onboard. A log with the names
of personnel and their time on and off the vessel is to be
maintained. In addition to the mooring checks, a regular fire
patrol is to be carried out and due diligence exercised
concerning the security of vessel equipment, with regard to
theft.
At Anchor
When the vessel is at anchor, a deck officer shall be on duty
on the bridge at all times. The position of the vessel shall be
continuously checked using all available means. Additionally,
the positions of other vessels anchored in the vicinity are also
to be closely monitored. In the event of a dragging anchor by
own vessel or another vessel, the engines shall be started,
and the master shall be informed immediately.

7.12.3.2 Engineering Instructions
In addition to these instructions, the chief engineer will issue a
set of standing orders that will be supplemented, as
circumstances dictate, with written orders in the Night Order
Book. All written orders will be acknowledged by signatures of
the staff to who they are directed. The prime objective of
standing orders is to ensure safe vessel operation.
All engineering staff must read the following instructions.
These instructions are to be strictly observed and complied
with. If you have any doubts or questions, ask.
Engine Room
The engine room (ER) logbook is to be filled in at 1200 and
2400 hours. An accurate record of all oil consumption is to be
maintained. When safety checks or alarm tests are carried
out, they must be noted and entered in the relevant records.
The oil record book is to be updated with all relevant actions.
When at anchor or berths subject to tides, currents, or adverse
weather conditions, sufficient machinery, as may be required,
is to be maintained in a state of readiness.
While divers are occupying the saturation diving system,
engine control room (ECR) watches will be maintained. When
divers are in the water, the ECR will be manned at all times.
Equipment
The maintenance/testing of essential equipment during diving
operations is forbidden, unless permission is obtained from the
master and the chief engineer.
Before engaging in diving operations, the (Pre-Dive Checklists
VOP-FM-4-1001.003) are to be completed satisfactorily by the
senior engineer of the watch.
All engineering staff members are to familiarize themselves
with the safety organization onboard and their duties in an
emergency situation. This includes the fixed firefighting
(Halon/CO2, etc.) release system and the chief engineer’s
instructions on engine room and machinery space fires.
All engineering staff members are to familiarize themselves
with the vessel operation and procedure manuals.

When a contractor (or anyone not in the marine or technical
crew) borrows or uses the ship’s equipment or materials,
he/she must sign for it in the Borrowed/Used Record Book.
This should take the form of a loose leaf book using stores-
issue sheets. Equipment returned in good order will be signed
off by a member of the engineering staff. When tools are
loaned out, the engineer must satisfy him-/herself that the
borrower is competent and that he/she will use them safely.
The chief engineer is to be informed immediately of any vital
equipment or machinery failure. In addition, when machinery is
immobilized, the chief engineer must be informed. A member
of the engineering staff may not work unaccompanied on any
machinery, system, or equipment unless his supervisor is
satisfied that he/she possesses adequate knowledge and
ability which enables him to work safely, effectively, and
efficiently.
Any waste oils brought to the engine room by the deck crew
for disposal in the waste oil tank must first be checked by an
engineering staff member and disposed of under strict
supervision by that staff member.
Unmanned Machinery Spaces
Unmanned Machinery Space (UMS) operation will be carried
out in accordance with the following guidelines:
 Unmanned machinery space operations will only
commence if authorization to do so is given by the
chief engineer.
 Information to be included in the ER log is to include
time of commencement and termination of UMS period,
time of alarms and alarms cleared, time of ER entry
and exit during UMS period, and testing of call alarms.
 The duty engineer will satisfy him-/herself that the fire
detection system is in operation, fire pumps and
emergency generators are on auto-start, watertight
(WT) doors and hatches are closed, as appropriate,
and sufficient fuel for the period is in the service tanks.
 The chief engineer, if required for operational reasons,
must sanction the blocking or interlocking of alarms.
 The bridge must be informed of the commencement
and termination of the UMS period and of the entry to
and departure from the ER of the duty engineer during
the UMS period.

 While the duty engineer is in the ER, he/she must use
the dead man alarm system and contact the bridge at
regular, agreed, short intervals. If he/she fails to do
this, the chief engineer will be informed immediately by
the bridge officer. In port, the night watchman will be
alerted by the duty engineer and instructed to alert the
senior engineer onboard if he/she fails to make the pre-
arranged contact.
Personnel Familiarization and Training
When a member of the engineering staff joins vessels for the
first time, his/her supervisor shall ensure that he/she shall be
familiarized with the machinery and equipment for which he
will be responsible. All new members of the engineering staff
shall attend the vessel orientation when they join the vessel.
It is the duty of the chief engineer and his/her staff to spread
all information imparted to them about the machinery and
equipment under their control to enhance the safe and efficient
running of the vessel. All engineering staff members are
expected to make full use of the manuals and available
literature onboard to improve their effectiveness in the running
and maintenance of the vessel. All manuals must be replaced
in the archives and retained on the vessel.
Only engine room staff is allowed in the engine room
unaccompanied. Any person wishing to visit the engine room
must first obtain permission to do so from the senior watch
keeping engineer and must be accompanied throughout their
visit by an engineering staff member.
The performance of the engineering staff shall be monitored
and reported upon by the chief engineer, as required by the
Company’s Marine Department instructions. His/her senior
personnel shall assist with the assessments.
As required, all work shall be carried out under control of the
designated permit to work.
N/A
7.13 Master’s Standing Orders
To ensure that the master’s standing orders are integrated in the Company
Safety Management System.

Vessel operations safety manual

Vessel operations safety manual

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Similar to Vessel operations safety manual

Similar to Vessel operations safety manual (20)

Recently uploaded

Recently uploaded (20)

Vessel operations safety manual