**OPERATIONS PLAN**

**M/V CAPE HUDSON**

**THIS MANUAL IS PRODUCED SOLELY FOR THE USE OF**

**OFFICERS, EMPLOYEES, CUSTOMERS (SUCH AS MARAD) AND**

**AGENTS OF MARINE TRANSPORT LINES SHIP MANAGEMENT**

**AND ITS AFFILIATES**

**REPRODUCTION OF THIS PUBLICATION IS PROHIBITED**

**UNLESS AUTHORIZED BY MARAD AND MTLSM**

**[OWNED BY:]{.underline}**

**US GOVERNMENT**

### DEPARTMENT OF TRANSPORTATION

**MARITME ADMINISTRATION**

**SAN FRANCISCO, CALIFORNIA**

**(415) 744-2584**

**[MANAGED BY:]{.underline}**

**MARINE TRANSPORT LINES, INC.**

### 1200 HARBOR BOULEVARD

**WEEHAWKEN, NEW JERSEY 07087**

**(201) 330-0200**

**Introduction**

**Introduction:**

This document and its attachments constitute MTL\'s Operations Plan for
the Ready Reserve Force ships (RRF) on contract with Marine Transport
Lines.

This plan has been developed to satisfy the requirements of:

Contract DTMA 91‑93‑C‑00045

This document is structured in the form of an outline addressing the
requirements of Section C, Paragraph 3.5.6. of the above noted contract.
Specific items and extensive detail is provided in the form of topical
sections or by reference to existing separate manuals. A basic
assumption of this document is that the vessel(s) have been successfully
activated and are accordingly in Phase \"O\".

**Organization:**

The following organizational chart shows the MTL functional departments
in regards to the operation of the RRF vessels.

Insert Organizational Charts Here\...

**Section A**

**Introduction and Shoreside Organization**

### INDEX

**I. INTRODUCTION** A - 1

**II. MPP FUNCTIONS (GENERAL)** A - 2

**A. MARINE PERSONNEL PROCEDURES** A - 2

**B. PERSONNEL MANAGEMENT** A - 2

**C. ADMINISTRATIVE FUNCTIONS** A - 4

**III. LOGISTIC SUPPORT** A - 5

**IV. SPARE PARTS** A - 6

**V. PURCHASING AND REQUISITIONS** A - 7

**A. AUTHORIZATION** A - 7

**B. MASTER\'S PORTAGE ACCOUNT** A - 8

**C. DISPOSAL OF OBSOLETE MATERIALS** A - 8

**D. REQUISITIONS** A - 9

**E. REQUISITION GUIDELINES** A - 10

**F. PURCHASE ORDER GUIDELINES** A - 12

**G. CONTROLLED SUBSTANCES (NARCOTICS)** A - 13

**H. SLOP CHEST** A - 14

**I. STORING PERIODS** A - 15

**VI. PORT AGENTS** A - 15

**LISTING OF LOCAL AGENTS BY GEOGRAPHICAL AREA** A - 16

**VII. INSURANCE** A - 19

**A. INTRODUCTION** A - 19

**B. PROTECTION AND INDEMNITY INSURANCE** A - 19

**C. ILLNESS/INJURY/DEATH CLAIMS** A - 20

**D. OIL SPILLS & POLLUTION** A - 21

**E. CUSTOMS, IMMIGRATION AND OTHER FINES, PENALTIES** A - 21

**F. HULL AND MACHINERY INSURANCE** A - 22

**G. SURVEYS** A - 22

**H. MEDICAL ADVISORY SYSTEM (MAS)** A - 23

**I. LLOYD\'S STANDARD FORM OF SALVAGE AGREEMENT** A - 23

**J. INJURY/ILLNESS RECORDING AND REPORTING** A - 24

**K. INDOCTRINATION OF CREW** A - 25

**L. INSPECTION OF AREA** A - 26

**M. INTERVIEWING WITNESSES** A - 27

**N. COMPLETION OF REPORT FORMS** A - 28

**O. REPORT OF ACCIDENTAL INJURY TO CREWMEMBER OR PASSENGER FORM** A -
30

**P. STATEMENT OF INDIVIDUAL REPORTING INJURY FORM** A - 30

**Q. STATEMENT OF WITNESS AT NEARBY SCENE OF REPORTED ACCIDENT FORM**
A - 30

**R. NON-WITNESS STATEMENT FORM** A - 31

**S. ACCIDENT CAUSE/PREVENTION FORM** A - 31

**T. REQUEST FOR MEDICAL ATTENTION/EXAMINATION FORM** A - 31

**U. REPORT TIME REQUIREMENTS** A - 32

**V. ACCIDENT REVIEWS** A - 32

**I. INTRODUCTIONI**

The government division has overall responsibility for distribution of
MSC/MARAD operational instructions throughout the MTL organization both
ashore and afloat. The government division is under the responsibility
of the President (Ship Management).

Contract administration and interorganizational relations between MTL
and the Maritime Administration is the responsibility of the government
division. This division has the responsibility for all maintenance,
repair, spare parts and other engineering aspects to support the RRF
vessels.

Because the government division is not normally tasked with daily ship
operations it is not staffed for this work. Daily operational concerns
such as the appointment of port agents, the advancement of funds, etc.,
becomes the responsibility of the government division once an RRF vessel
is delivered to MSC operational control. The government division is very
familiar with MSC operational procedures, having operated MSC and
MSC/MARAD vessels in the past.

All marine personnel functions, excluding payrolls, are the
responsibility of Marine Personnel and Provisioning (MPP), a separate
staff division. Payroll concerns are handled by the payroll section of
the Fleet Operations division of Marine Transport Lines.

All purchasing functions are the responsibility of Marine Purchasing
Corporation (MPC) a separate staff department under the responsibility
of the Vice President (Fleet Operations).

Other staff departments/divisions such as insurance, safety, technical
services and general counsel provide support for the RRF vessels on an
as needed basis in a manner similar to the support they provide all
other MTL operating vessels.

**II. MPP FUNCTIONS (GENERAL)II**

**A. MARINE PERSONNEL PROCEDURESA**

Marine Personnel and Provisioning, Inc. (MPP), is responsible for the
procurement and assignment of all personnel employed on MTL vessels
operated from MTL\'s New Jersey office. This includes those of the RRF.
In conjunction with the manning of the vessels MPP is also responsible
for labor relations of the company as it pertains to all vessel
personnel within the fleet. MPP has the collateral duty of providing
administrative support to all the divisions and departments also located
at the New Jersey headquarters of MTL.

**B. PERSONNEL MANAGEMENTB**

**1. MANNING** **1**

The object is to adequately man all vessels under the jurisdiction of
MTL with personnel of the highest caliber available under prevailing
conditions.

**a. RECRUITMENTa**

\(1\) Investigate and develop sources of labor supply, especially
sources of competent licensed officers.

\(2\) Interview all applicants for licensed and unlicensed berths.

\(3\) Review applications and select personnel to be employed when and
where required, so far as existing circumstances permit.

**b. ENGAGEMENTb**

\(1\) Assignment of selected applicants

\(a\) Obtaining approval to assign from appropriate segments of
management.

\(b\) Preparation of appointment letters.

\(2\) Arrangements with various hiring halls and manning agents for
despatch to vessels of all ratings required through these sources.

\(3\) Arrange transportation and reparation of ship\'s personnel and
handle immigration and visa requirements in relation to same.

**c. ADMINISTRATION OF PERSONNEL ENGAGEDc**

\(1\) Transfer of personnel

\(a\) Promotion

\(b\) Demotion

\(c\) Granting of leaves of absence, vacation, etc.

\(2\) Maintain personnel records

\(a\) Employment dates, vessel, rate, etc.

\(b\) Development of rating system

\(3\) Discipline

\(a\) Instruct and advise masters and shoreside management of current
disciplinary standards, practices and requirement.

\(b\) Investigate or assist in investigation of all serious breaches of
discipline, review disciplinary actions administered shipboard level,
refer cases to the U.S. Coast Guard if appropriate.

\(4\) Training

\(a\) Encourage and assist vessel personnel to undertake available
training which will improve their job effectiveness.

\(b\) Arrange transportation and living quarters etc.

**2. LABOR RELATIONS**

**2**

**a. STUDY THE INTERNATIONAL AND DOMESTIC MARITIME LABOR SITUATIONa**

\(1\) Study overall labor conditions and trends which could effect
maritime labor.

\(2\) Furnish estimates, crew requirements to new business departments.

**b. NEGOTIATIONb**

\(1\) Examine proposals submitted to company and draft company
proposals.

\(2\) Prepare cost estimated based on various proposals

\(3\) Prepare arguments in defense of company positions

\(4\) Act on industry committees conducting labor negotiations with
unions

\(5\) Meet with union officials to arrive at final agreement

**c. CONTRACT ADMINISTRATIONc**

\(1\) Distribute contract information to interested parties

\(2\) Develop procedures to insure compliance

\(3\) Settle grievances

\(4\) Assist with arbitrations

**d. PERSONNEL SERVICESd**

Render assistance to individuals or groups requiring information about
present and former employees, relatives, other employers, creditors,
government agencies.

**C. ADMINISTRATIVE FUNCTIONSC**

MPP personnel have been tasked with certain administrative functions for
the MTL headquarters,due mainly to their personnel management experience
and company wide interface with other divisions/departments. These
functions include:

**1. PERSONNEL MANAGEMENT** **1**

a\. Assist divisions and departments in filling staff billets with
qualified personnel, advertise open positions, accept initial
applications, test (as appropriate) candidate skills, conduct initial
interviews and screening.

b\. Assist divisions and departments with meeting temporary personnel
needs via temporary employees and/or temporary transfers.

c\. Assist all levels of management with personnel management guidance
including but not limited to disciplinary actions, medical leaves,
leaves of absence, etc.

d\. Serve as the company security department as it relates to marine and
office personnel security clearance requirements.

**III. LOGISTIC SUPPORTIII**

**Manage and provide management with overhead operations support
including but not limited to telephone services, telex and fax services,
central and long term filing of documents and files, space rentals,
services and allocations and supplies management.**

Procurement and requisitioning procedures under this contract are
closely tied to the funds authorization procedures of MARAD. Here are
three scenarios of funds authorization which may occur during the
operations phase.

**1. Under \$25000**

**2. Over \$25000 and Part of Work Plan,**

**3. Over \$25000 but Not Part of Work Plan.**

**1. Under \$25000**

MTL identifies a need and transmits this information to the ACO either
directly or via the government COTR by means of a deficiency list. MTL
obtains bids as necessary to address the need and communicates these to
MARAD. MARAD prepares and transmits authorization to MTL via MARAD\'s
949 form. MTL issues the necessary purchase order within the funding
limits authorized by MARAD. Upon completion of the work MTL transmits
invoices, technical reports, etc. as needed to MARAD for final
settlement.

**2. Over \$25000 and Part of Work Plan**

Repair items identified and included in the June operating plan. MARAD
authorizes MTL to proceed with preparing an IFB via 949 form. IFB
advertised in Commerce Business Daily. Bidders list will be prepared to
include all interested parties responding to the ad. MTL prepares and
MARAD reviews/approves IFB for issuance. Sealed bids received and opened
by MTL. ACO advised of bid results and forwarded copies of bids.
MTL/MARAD determines apparent low bidder\'s responsibility. ACO approves
contract for award. MTL awards and executes contract within funding
authorization.

**3. Over \$25000 but Not in Work Plan**

MTL identifies need and advises MARAD ACO and/or COTR. ACO authorizes
MTL to proceed with IFB via 949 form. The IFB is advertised in the CBD.
MTL prepares and MARAD reviews/approves IFB for issuance. Sealed bids
are received and opened by MTL personnel. The ACO is advised of bid
results and forwarded apparent low bidders bid for approval. When
authorized MTL awards and executes contract within the funding
authorization.

**IV. SPARE PARTSIV**

The Chief Engineer shall be the Logistics Officer of the vessel. He/she
shall be responsible for maintaining the PC-SAL spare parts inventories
handed to him/her at activation/during Phase IV. He/she shall keep
records (by utilization of PC-SAL) of parts ordered, delivered, and used
from ships stores. He/she shall fully comply with MARAD\'s Logistics
Management Manual. This includes full utilization of PC-SAL in all
aspects of the program. At the end of the voyage or the month (whichever
comes first) he/she shall deliver to the attending Port Engineer PC-SAL
spare parts records on diskette (MARAD Logistics forms if PC-SAL is
unavailable for any reason) so that the MARAD master RRF inventory
(ECSMIS) can be updated and if necessary verified.

**V. PURCHASING AND REQUISITIONSV**

**A. AUTHORIZATION**

Ship\'s personnel are not authorized to purchase stores, spare parts or
equipment for any department aboard the ship except those small items
purchased by the Masters Portage Account.

Company representatives in ports, may purchase stores and equipment
after obtaining prices and after submitting prices by wire, teletype or
telephone to Marine Purchasing Corporation (MPC) and the relevant
department in the office for final approval. The only exception to this
process will be emergency purchases necessary for the safety of the
vessel, and/or crew, or for the efficient operation of the vessel, where
there insufficient time to obtain prior approval from the office. At the
earliest time thereafter, the office shall be advised of this action,
with a list of the items purchased, the supplier, and costs.

Should any purchase of supplies or equipment be made without prior
authorization from the office, the Master will be held accountable until
a satisfactory explanation is received. If, for any reason, it is
necessary to purchase stores without prior authorization, only those of
a consumable nature required for the voyage should be supplied. In other
words, such unauthorized stores should not include any tools, equipment,
spare parts, furniture, furnishings, fixtures, etc., unless absolutely
required.

**B. MASTER\'S PORTAGE ACCOUNT**

Masters of U.S. flag vessels in foreign ports may purchase limited
amounts of stores and provisions, after submitting the total price by
cable for approval, and after receiving permission to purchase same. A
Master\'s Portage Account is a fund of \$150 per month which the Master
is authorized to purchase small items needed by the vessel without
specific approval. It is to be used for items which are too small or
inexpensive to requisition efficiently in the normal manner. All
receipts are to be entered with the Master\'s cash statement.
Immediately after the purchase of foreign provisions, the Master must
submit to the office a requisition marked as per the following example:

\"ABOVE PROVISIONS AND/OR STORES

PURCHASED IN LE HAVRE MAY 10, 1994

PER CABLE DATED MAY 8, 1994;

SIGNED: MASTER\"

**C. DISPOSAL OF OBSOLETE MATERIALS**

All spare equipment used in either the deck or engine department, or
expendable equipment such as sheets, pillow cases, etc., and any old or
obsolete material before being discarded or used as rags must be
approved by the Master. If any of the above items can be sold for scrap,
MPC, the company representative, and the MARAD COTR will invite bidders
to give quotations. Upon receipt of these quotations, subsequent steps
will be taken to dispose of the scrap. Only the above mentioned persons
with written authorization from the MARAD COTR will be authorized to
dispose of these scrap items.

**D. REQUISITIONS**

Requisitions must be done accurately and completely by the various
department heads on the specific requisition forms supplied by MTL. All
requisitions must then be submitted to the Master for his approval and
signature. These requisitions are then sent as early as possible to MTL
for procurement before the items are needed on board.

For vessels equipped with the PC-SAL inventory system, all requisitions
for SPARE PARTS shall be prepared and submitted on a separate
Requisition Form No. 300. It is important that maximum information is
entered on Form 300, particularly serial numbers and, in the case of
electric motors, the frame type. If the serial number and any other
nameplate information is not available or is obliterated, please note
this on the requisition form. Do not alter name of parts as shown from
instruction manuals or drawings. Always indicate part name and part
numbers as shown. Always give this information whenever possible.
Vessels equipped with PC-SAL will normally submit spare parts
requisitions along with a PC-SAL purchase request. However, the
information on the forms should be checked for completeness, and if
necessary additional information attached to them.

All suppliers are instructed to supply itemized delivery receipts,
without fail, and it is the responsibility of respective department
heads to ensure that these receipts are checked and signed at the time
of the delivery. Any discrepancies should be noted on the receipt and
MPC advised of the discrepancies. The receipt copy (PINK) of each
purchase order is the normal means of communicating receipt or
discrepancies. Department heads are to ensure these receipt copies are
promptly and accurately executed, signed and returned. It is suggested
that a copy of the delivery receipts be attached to, and filed with, the
ship\'s copy of the requisition initiating the order. It is primarily
the responsibility of the Chief Engineer to maintain adequate records of
Engine Department stores/spares on board and also to prepare
requisitions.

All PINK Purchase Order receipts for spare parts and stores mailed to
the vessel must be signed by one of the vessel\'s officers and returned
to MTLSM without delay. However, when only a partial delivery is
received or there is a major discrepancy on the order as received, a
photocopy of the claused pink copy should be forwarded to MPC for
further action, and the original pink receipt retained onboard until
full delivery is received or the dispute resolved. All GREEN Purchase
Order receipts are to be retained in the ship\'s files. Do not write or
scribble notes on the pink receipt. Instead, record any notations of
shortages or incorrect items on a photocopy of the pink receipt. Send
this copy immediately to MPC for follow up and corrective action. When
the order is complete and correct items are received, then sign and
forward the original pink receipt to MTLSM.

**E. REQUISITION GUIDELINES**

All requisitions will be completed in duplicate using proper forms, the
original sent to MTLSM and the copy retained on board, as follows:

Deck and engine stores requisitions will be prepared on Form 303 using
the category headings attached. Use a separate sheet for each category
and DO NOT MIX ITEMS OF DIFFERENT CATEGORIES ON ONE SHEET.

· Requisitions for stewards sundries will be prepared on Form 311 (a
preprinted four part form).

· Port food requisitions will be prepared on Form 39 (a pre‑printed
three part form).

· Requisitions for major provision storings will be prepared on Form 313
(a twelve part pre‑printed form).

· Stationery requisitions will be prepared on Forms 315 and 317. Form
315 is a pre‑printed 3 part form for Company Stationery, while Form 317
is a pre‑printed single part form for general stationery.

Medical requisitions will be completed on Form 320 (an eight part
preprinted form). Controlled substances (Narcotics) should be
requisitioned on Form 321 only. Where pre‑printed forms are not
available, Form 303 an be used. If Form 303 is used, [put only one item
per line]{.underline} and use a different sheet for each category. When
filling out the headings of the requisition forms, it is necessary to
fill in the name of the vessel, department and date. Do not fill in the
purchase order number space or accounting data. All requisitions are to
be signed by the department head and countersigned by the Master.

· The \"ON HAND\" column of every requisition sheet must be filled in.
If none of an item remains, mark \"0\" (zero) in the column. If an
excessive quantity of material or special items which are not normally
carried are requisitioned, then a brief explanation of why they are
required is needed. This helps to expedite the requisition and can save
the unnecessary time and expense of cross checking with the vessel.

· It is important when requisitioning items associated with insurance
claims (i.e., heavy weather, berthing or terminal damage), that this is
stated on the requisition. Insurance items are to be requisitioned on a
separate requisition sheet, NOT MIXED IN WITH VOYAGE STORES ITEMS. The
requisition space marked \"department\" should be filled in as normal
followed by the suffix \"INSURANCE\". The incident and date connected
with the loss or damage should be shown on the requisition. In this way,
these items will be brought to the attention of the proper department
and charged to the proper account. Requisitions for spare parts/repairs
connected with insurance claims will be submitted on Form 15 as usual,
with all the information requested properly filled in. IT IS MOST
IMPORTANT THAT THE NAME PLATE DATA, SERIAL NUMBER, DESCRIPTION AND
INTENDED USE IS INCLUDED.

· When a requisition for spare/repair parts has been received and
approved by this office, a purchase order will be generated and the pink
and green copies mailed to the vessel. When you wish to refer to this
order in correspondence to the MTLSM office, for any reason, always
include the requisition identification number and the purchase order
number. If after a reasonable period of time no purchase order copies
are received covering the requisition, please send a follow‑up letter
with a copy of the requisition so that it can be confirmed that it has
been received and processed.

· Your full cooperation is requested in the aforementioned guidelines,
and above all, investigate thoroughly, check the respective storeroom
lockers, spare parts boxes PRIOR to ordering supplies and spare parts.

**F. PURCHASE ORDER GUIDELINES**

The following guidelines should be enforced when requisitioning:

\(1\) Insert the requisition number only in the area marked
\"Requisition Number\". It should **not** be placed in the space marked
\"Purchase Order Number\".

\(2\) The categories requiring an individual requisition number are
shown on the following pages (see List A). Not all categories require an
individual requisition number; too many requisition numbers are being
issued.

\(3\) Requisitions are to be given and used in numerical sequence. Do
[not]{.underline} issue blocks of requisition numbers. The numbers
should be kept at a central location in the Master or Chief Engineer\'s
office.

\(4\) Only one requisition number can be given to either the Deck or
Engine Department. Both departments cannot use the same requisition
number.

\(5\) When writing up a requisition for paint, do [not]{.underline}
include the following items: Spray Paint, Ospho, Metal Treatment, Rust
Inhibitor, Paint Brushes or rollers. These items are not supplied by the
assigned Paint Company for the vessel.

\(6\) It is advantageous to both the vessel and the office when
requisitioning items shown on List B, that these categories be kept on
separate pages [using the same requisition number]{.underline}.

\(7\) All spare parts should be placed on individual requisitions,
listed by manufacturer with individual requisition numbers.

\(8\) When requisitioning, do not put more than one item and size per
line; list only the description and one size per line.

\(9\) When the requisition number is cancelled by the vessel and was
never sent to the office, this number can be used again.

\(10\) When a shipment is missing an item, please contact the office
immediately. If a hard copy is being sent, do not mark the original pink
receipt. Instead, make a copy of the original with all the notes and
comments you need on the copy. Hold the original pink receipt for
signature until your shipment is complete.

**G. CONTROLLED SUBSTANCES (NARCOTICS)**

Government regulations, administered by the Drug Enforcement
Administration (DEA), require accountability for the requisition,
custody and use of controlled substances stocked in the vessel\'s
medicine chest. Each vessel is initially stored with the full complement
of Controlled Substances allowed by the DEA ‑ this allowance is listed
on the Narcotics Requisition Form No. 321. It is the responsibility of
the Master to maintain the vessel\'s \"Narcotics Logbook\" detailing
dispensation and procurement of replacement controlled substances. It is
also the Master\'s responsibility to submit to MPC an inventory of
Controlled Substances used on board as of December 31st of each calendar
year.

The Drug Enforcement Agency has also set standards to follow for the
proper disposing of outdated NARCOTIC/CONTROLLED SUBSTANCES aboard all
vessels. They are no longer accepting outdated narcotic/controlled
substances when they are sent back to their local offices throughout the
United States. From this point on, the following procedures must be
followed when NARCOTIC/CONTROLLED SUBSTANCES become expired and must be
destroyed at sea:

\(a\) The Master of each particular vessel must enter in his ship\'s
narcotic register log those narcotic/controlled substances that have
become expired. He/she must then log that they were destroyed in the
applicable manner stated below:

TABLETS & CAPSULES: are to be crushed and diluted with water.

INJECTABLES: active ingredient drug in each vial, ampule or syringe
should be extracted from the container and diluted with water which can
either be dispensed out at sea or disposed of down the sink or toilet
(drain).

NARCOTIC LIQUIDS: should also be diluted with water and disposed of in
the same fashion (i.e., paraldehyde cough syrup w/codeine).

PLASTIC SYRINGES & NEEDLES: these items should be crushed and destroyed.
This will eliminate the possibility of anyone being pricked and infected
when handling this refuge. Make sure that they are put in a special box
for refuse, marked plastics/syringes, and put ashore in care of the
Agent for proper disposal. No plastics are to be thrown overboard into
the water as per MARPOL regulations.

The following information, as shown by the following example, is
required to be documented within the Master\'s Narcotic Register Log:

\"EXAMPLE\"

· Name of Drug Codeine sulfate tablets

· Strength of Drug 30mg

· Quantity of Drug 100 Tablets

· Expiration of Drug 1/20/90

· Lot \# 31760

· Manufacturer Wyeth Laboratories

The Master of the vessel must also have two (2) officers witness the
destruction of those Narcotic/Controlled substances and sign the
Master\'s Narcotic Register Log. The Register Log should also show the
date, time, longitude and latitude of vessel\'s position when
Narcotic/Controlled Substances are being destroyed.

Please use the pre-printed forms for the following categories:

Medical, Narcotics, Steward, and Stationery.

The requisitioning of spares and consumables shall be in accordance with
the approved Marine Purchasing Corporation Purchasing Policies and
Procedures Manual. Marine Purchasing Corporation handles all aspects of
purchasing for Marine Transport Lines as an in‑house subsidiary. MPC has
developed its purchasing manual over a period of time to guide all
MPC/MTL personnel involved in procurement as to good and ethical
practices and procedures.

**H. SLOP CHEST**

Vessels which carry a slop chest should keep the inventory to a safe
minimum considering the length of the voyage. Perishable items carried
is at the Masters discretion.

**I. STORING PERIODS**

Depending on its trading pattern and storage capacity, each vessel will
be stored for a given time period (i.e., 60, 90, 120 or 180 days).
Whichever storing period the vessel is on, the heads of the department
are expected to order sufficient stores to cover that period of time and
to submit the requisitions in sufficient time to allow MPC to tender for
the best prices ‑ ideally 3 to 4 weeks before the expected storing date.
If the vessel is about to enter a Shipyard/Repair period and expects to
store prior to sailing, the heads of department should submit the
necessary stores requisitions prior to entering the shipyard.
Requisitions are to be submitted at least one month prior to entering
the shipyard.

**VI. PORT AGENTSVI**

Whenever an RRF vessel calls at a port, a port agent shall be appointed
to provide the customary support to the vessel. MTL has a current list
of agents it has used for its commercial and government vessels for many
years.MTL proposes to utilize these agents for the RRF vessels when in
operation.

A list of local agents by geographical area (CONUS) follows:

**LISTING OF LOCAL AGENTS BY GEOGRAPHICAL AREA**

Geographic Company Name Phone \#

Location Address Fax \#

City/State

+-----------------------+-----------------------+-----------------------+
| New Haven,            | R&O                   | Phone 718‑816‑8850    |
|                       |                       |                       |
| Connecticut           | 1208 Bay Street       | Fax 718‑816‑0386      |
|                       |                       |                       |
|                       | Staten Island, NY     |                       |
|                       | 10305                 |                       |
+-----------------------+-----------------------+-----------------------+
| Philadelphia,         | Rice, Unruh Co.       | Phone 215‑629‑1711    |
|                       |                       |                       |
| Pennsylvania          | 232 South Fourth St.  |                       |
|                       |                       |                       |
|                       | Philadelphia, Pa.     |                       |
|                       | 19106                 |                       |
+-----------------------+-----------------------+-----------------------+
| Baltimore,            | Lavino Shipping Co.   | Phone 301‑622‑5555    |
|                       |                       |                       |
| Maryland              | 1801 Thames St.       |                       |
|                       |                       |                       |
|                       | Baltimore, MD 21231   |                       |
+-----------------------+-----------------------+-----------------------+
| Norfolk,              | Hasler & Company      | Phone 804‑625‑3641    |
|                       |                       |                       |
| Virginia              | 121 W. Tazewell St.   |                       |
|                       |                       |                       |
|                       | P.O. Box 359          |                       |
|                       |                       |                       |
|                       | Norfolk, Va. 23501    |                       |
+-----------------------+-----------------------+-----------------------+
| Wilmington,           | Wilmington Shipping   | Phone 919‑392‑0200    |
|                       | Co.                   |                       |
| N. Carolina           |                       | 919‑763‑9820          |
|                       | 330 Shipyard Blvd.    |                       |
|                       |                       | (After Hours)         |
|                       | P.O. Box 1809         |                       |
|                       |                       | Fax 919‑392‑8247      |
|                       | Wilmington, NC 28402  |                       |
+-----------------------+-----------------------+-----------------------+
| Savannah,             | Stevens Shipping &    | Phone 912‑651‑1400    |
|                       |                       |                       |
| Georgia               | Terminal Co.          |                       |
|                       |                       |                       |
|                       | 26 East Bay St.       |                       |
|                       |                       |                       |
|                       | Savannah, GA          |                       |
|                       | 31498‑5801            |                       |
+-----------------------+-----------------------+-----------------------+
| Charleston,           | Carolina Shipping Co. | Phone 803‑769‑5531    |
|                       |                       |                       |
| S. Carolina           | 9 Mid Atlantic Wharf  | 803‑577‑5753          |
|                       |                       |                       |
|                       | P.O. Box 874          | (night)               |
|                       |                       |                       |
|                       | Charleston, SC 29402  |                       |
+-----------------------+-----------------------+-----------------------+
| Jacksonville,         | Strachan Shipping Co. | Phone 904‑751‑5244    |
|                       | P.O. Box 8689         |                       |
| Florida               |                       | 904‑751‑5848          |
|                       | 10416 Alta Drive      |                       |
|                       | Jacksonville, FL.     | (night)               |
|                       | 32226                 |                       |
|                       |                       | Fax 904‑751‑6028      |
+-----------------------+-----------------------+-----------------------+

**LISTING OF LOCAL AGENTS BY GEOGRAPHICAL AREA**

Geographic Company Name Phone \#

Location Address Fax \#

City/State

+-----------------------+-----------------------+-----------------------+
| Tampa,                | Transoceanic Freight  | Phone 813‑247‑4551    |
|                       | Serv.                 |                       |
| Florida               |                       | Fax 813‑247‑5343      |
|                       | 1701 Meretime Blvd.   |                       |
|                       |                       |                       |
|                       | (postal address)      |                       |
|                       |                       |                       |
|                       | P.O. Box 2228         |                       |
|                       |                       |                       |
|                       | Tampa, FL 33601       |                       |
+-----------------------+-----------------------+-----------------------+
| Mobile,               | Kirkpatrick Shipping, | Phone 205‑438‑9741    |
|                       | Inc.                  |                       |
| Alabama               |                       | ( 24 hours )          |
|                       | 118 No. Royal Street  |                       |
|                       |                       | Fax 205‑438‑9743      |
|                       | Suite 1002            |                       |
|                       |                       |                       |
|                       | Commerce Building     |                       |
|                       |                       |                       |
|                       | P.O. Box 50           |                       |
|                       |                       |                       |
|                       | Mobile, Alabama 36601 |                       |
+-----------------------+-----------------------+-----------------------+
| New Orleans,          | Biehl & Company       | Phone 504‑581‑7788    |
|                       |                       |                       |
| Louisiana             | 416 Common Street     | ( 24 hours )          |
|                       |                       |                       |
|                       | New Orleans, LA 70130 | Fax 504‑584‑9849      |
|                       | (postal address)      |                       |
|                       |                       |                       |
|                       | P.O. Box 2277         |                       |
|                       |                       |                       |
|                       | Customs House Station |                       |
|                       | New Orleans, LA 70130 |                       |
+-----------------------+-----------------------+-----------------------+
| Port Arthur,          | Gulf‑Ocean Shipping   | Phone 409‑724‑7085    |
|                       | Corp.                 |                       |
| Texas                 |                       | ( 24 hours )          |
|                       | No. 1 Turtle Creek    |                       |
|                       | Sq. Rm 107            |                       |
|                       |                       |                       |
|                       | 3501 Turtle Creek Dr. |                       |
|                       |                       |                       |
|                       | Port Arthur, TX 77640 |                       |
|                       |                       |                       |
|                       | (postal address)      |                       |
|                       |                       |                       |
|                       | P.O. Box 1846         |                       |
|                       |                       |                       |
|                       | Nederland, Texas      |                       |
|                       | 77627                 |                       |
+-----------------------+-----------------------+-----------------------+
| Lake Charles,         | Gulf‑Ocean Shipping   | Phone 409‑724‑7085    |
|                       | Corp.                 |                       |
| Louisiana             |                       | ( 24 hours )          |
|                       | No. 1 Turtle Creek    |                       |
|                       | Sq. Rm 107            |                       |
|                       |                       |                       |
|                       | 3501 Turtle Creek Dr. |                       |
|                       |                       |                       |
|                       | Port Arthur, Tx 77640 |                       |
|                       |                       |                       |
|                       | (postal address)      |                       |
|                       |                       |                       |
|                       | P.O. Box 1846         |                       |
|                       |                       |                       |
|                       | Nederland, Texas      |                       |
|                       | 77627                 |                       |
+-----------------------+-----------------------+-----------------------+

**LISTING OF LOCAL AGENTS BY GEOGRAPHICAL AREA**

Geographic Company Name Phone

Location Address Fax \#

City/State

+-----------------------+-----------------------+-----------------------+
| Galveston,            | Biehl & Company       | Phone 409‑763‑6451    |
|                       |                       |                       |
| Texas                 | 111 Rosenberg         | ( 24 hours )          |
|                       |                       |                       |
|                       | Galveston, Tx 77550   | Fax 409‑763‑2026      |
+-----------------------+-----------------------+-----------------------+
| Houston,              | Biehl & Company       | Phone 713‑690‑7200    |
|                       |                       |                       |
| Texas                 | 2855 Magnum Road      | ( 24 hours )          |
|                       |                       |                       |
|                       | Houston, TX 77092     | 713‑956‑3132          |
|                       |                       |                       |
|                       | (postal address)      | (after hours)         |
|                       |                       |                       |
|                       | P.O. Box 4445         | Fax 713‑895‑3090      |
|                       |                       |                       |
|                       | Houston, TX 77210     |                       |
+-----------------------+-----------------------+-----------------------+
| Corpus Christi,       | Boyd Campbell & Co.   | Phone 512‑884‑9321    |
|                       |                       |                       |
| Texas                 | 512 Atlantic‑Mobil    | ( 24 hours )          |
|                       | Bldg.                 |                       |
|                       |                       |                       |
|                       | 602 Winnebago St.     |                       |
|                       |                       |                       |
|                       | Corpus Christi, TX    |                       |
|                       | 78401                 |                       |
|                       |                       |                       |
|                       | (postal address)      |                       |
|                       |                       |                       |
|                       | P.O. Box 2976         |                       |
|                       |                       |                       |
|                       | Corpus Christi, TX    |                       |
|                       | 78403                 |                       |
+-----------------------+-----------------------+-----------------------+
| San Francisco,        | Inchcape              | Phone 310‑436‑8151    |
|                       |                       |                       |
| California            | 100 West Broadway     | Fax 310‑436‑6964      |
|                       |                       |                       |
|                       | Long Beach, CA 90802  |                       |
+-----------------------+-----------------------+-----------------------+
| Portland,             | Inchcape              | Phone 503‑226‑3093    |
|                       |                       |                       |
| Oregon                | River Place           | Fax 503‑223‑9121      |
|                       |                       |                       |
|                       | 1750 S.W. Harbor Way  |                       |
|                       |                       |                       |
|                       | Portland, OR 97301    |                       |
+-----------------------+-----------------------+-----------------------+
| Seattle,              | Inchcape              | Phone 206‑622‑8568    |
|                       |                       |                       |
| Washington            | 1000 Second Ave.      | Fax 206‑622‑1864      |
|                       |                       |                       |
|                       | Seattle, WA 98104     |                       |
+-----------------------+-----------------------+-----------------------+

**VII. INSURANCEVII**

**THE FOLLOWING SECTION ON INSURANCE DESCRIBES MTLSM\'s INSURANCE POLICY
ON ITS COMMERCIAL SHIPS AND IS INTENDED FOR INFORMATION
[ONLY]{.underline}. MTLSM WILL COMPLY WITH ATTACHMENT J-3 \"INSURANCE\"
OF THE CONTRACT BETWEEN MTLSM AND MARAD AS ITS INSURANCE POLICY ABOARD
ALL OF ITS MARAD CONTRACTED VESSELS.**

**A. INTRODUCTION**

Marine Transport Lines Ship Management (MTLSM) has insurance coverages
of various types for its vessels. These insurances are maintained by
MTLSM to protect itself against major casualties which could adversely
effect the company. Insurance does not fully protect the company against
losses. On each claim a deductible has to be borne by MTLSM and premiums
continually increase as a result of claims. Insurance is not a
substitute to an active and effective Accident Prevention Program.

This section will summarize the important coverages MTLSM maintains and
list the minimum requirements your vessel must meet should incident of
the type covered occur. Following the description of the coverages, is
information about outside sources of assistance and some general
comments regarding insurance incidents.

**B. PROTECTION AND INDEMNITY INSURANCE**

P&I Insurance is placed to ensure against losses for which the vessel
may become legally liable as a result of certain incidents, among which
are the following:

\(1\) Loss of life, injury and/or illness including cost of
hospitalization, medical treatment, repatriation and other related
expenses.

\(2\) Deviation for the purpose of landing ill or injured seamen.

\(3\) Oil spills and pollution resulting therefrom.

\(4\) Damage to docks, buoys, bridges, jettys and any other floating or
stationary equipment or property thereon (not a ship or craft, or
property on board a ship, boat or craft).

\(5\) Loss or damage to cargo.

\(6\) Fines or Penalties imposed by Customs, Immigration, etc.

**C. ILLNESS/INJURY/DEATH CLAIMS**

When a crew member sustains an injury on board your vessel careful
attention must be given to preparation of the required reports and to
investigation of the incident. If possible, pictures of the area
involved should be taken immediately. All witnesses are to prepare and
sign statements. When a crew member is discharged in a foreign port for
medical treatment, immediate notification should be sent to the home
office. If hospitalization is required, the Master is to instruct the
local agent to keep the home office advised of the seaman\'s progress.
The agent is to be authorized to make payments, on MTLSM\'s behalf, for
all expenses resulting from the illness or injury. These expenses to
include hospital bills, hotel (when necessary), repatriation to home,
etc. However, no personal expenses incurred by the seaman are to be
charged to MTLSM\'s account. Personal expenses such as long distance
telephone calls, bar bills, excess baggage charges, etc., must be paid
for by the seaman. A copy of P & I Geographical Directory has been
forwarded to the vessel. This book includes a list of the Club\'s
representatives in various ports‑of‑call throughout the world. Whenever
a serious injury is involved, either to a crew member or a stevedore (or
other shore workers) you are to notify these representatives and request
that they conduct an on‑board investigation. If it is necessary to
deviate your vessel from its charted course, various expenses connected
therewith are recoverable under the terms of the policy covering your
vessel. To enable the office to submit proper documentation for this
type of claim, a report must be filed promptly, containing the following
information:

\(1\) Vessel\'s name

\(2\) Date, time and exact location of vessel at point of deviation.

\(3\) Date, time and exact location when vessel returned on course.

\(4\) Total bunkers expended during deviation period.

See section on **Incident Reporting** later in this manual for
additional reporting information.

**D. OIL SPILLS & POLLUTION**

Any time that an oil, other liquid cargo, or bunkers spill occurs,
IMMEDIATE NOTIFICATION must be made to the MTLSM office, USCG, and any
others as appropriate. Full cooperation is to be given to all
individuals involved in the clean up operation.

**E. CUSTOMS, IMMIGRATION AND OTHER FINES, PENALTIES**

If for any neglect or default of the Master, Officers or crew of the
vessel, a fine is imposed against the vessel by a governmental or local
authority for breach of Customs Laws (including regulations against
smuggling) or Immigration Laws or other reasons, immediate notice is to
be given the MTLSM office. An incident report should be filed as
outlined later in this manual.

**F. HULL AND MACHINERY INSURANCE**

Hull and Machinery Insurance is in place to ensure against loss of, or
damage to, the vessel, her equipment and stores arising from certain
risks and perils of the sea, among which are the following:

\(1\) Heavy weather

\(2\) Sinking

\(3\) Stranding/Grounding

\(4\) Collision

\(5\) Striking the ground, rocks or sunken obstructions

\(6\) Fire

\(7\) Any accidents on shipboard or elsewhere causing damage to the
vessel, e.g., in loading, discharging or handling cargo, in bunkering,
etc.

\(8\) Bursting of boilers

\(9\) Breakage of shafts

\(10\) Damage resulting from latent defects in machinery or hull

\(11\) Negligence, error of judgement or incompetence of any person

\(12\) Break‑down of generators or other electrical machinery.

In order to facilitate the notification to MTLSM office of damage to the
Hull and/or Machinery and or ship\'s equipment and also to standardize
the method of such notification, an incident report should be completed
as outlined later in this manual.

**G. SURVEYS**

Loss of or damage to the vessel\'s Hull, machinery or equipment caused
by the perils listed under Hull and Machinery Insurance will require two
categories of surveys in addition to regulatory agencies:

\(1\) Survey to determine the seaworthiness of the vessel shall be
conducted by the vessel\'s Classification Society Surveyor, such as the
American Bureau of Shipping.

\(2\) Survey to determine the cause and extent of damage shall be
conducted by the Hull and Machinery Underwriter\'s Surveyors such as
Salvage Association. In the case of minor accidents, such as a simple
grounding case, for the purpose of obtaining a Certificate of
Seaworthiness, either the Master or the vessel\'s Agent will arrange for
a Classification Surveyor if there is one available at or within
reasonable distance who can attend without delay to the vessel. If such
a surveyor is not available, the Master will arrange a survey by the
Master and/or Chief Engineer of another vessel in the port. Thereafter,
the Master will request a Classification Surveyor at the next port of
call to hold a survey and issue a Seaworthy Certificate.

**H. MEDICAL ADVISORY SYSTEM (MAS)**

MTLSM has contracted with Medical Advisory Systems, Inc., to supply
needed medical advice to our vessels at sea. A manual of Medical
Communications Protocols and other instructions has been forwarded to
your vessel. MAS should be contacted at the earliest possible time,
whenever it is needed, in case of any medical problem other than trivial
or minor matters. A delay in contacting MAS could cost a life or result
in medical complications. Also prompt medical advice can avoid the need
for deviations or medical evacuations. If you feel that you require
medical assistance do not hesitate to contact MAS at any time. Practice
drills can be run with MAS, at no cost, and this practice, although not
required, is encouraged to have both MAS and your vessel familiar with
each other and for you to be comfortable with the workings of MAS.

**I. LLOYD\'S STANDARD FORM OF SALVAGE AGREEMENT**

Where a vessel finds herself in need of assistance and it is not
possible or desirable to accept assistance on fixed terms, the Master
should do his best to arrange for help to be rendered under the terms of
Lloyd\'s Form of Salvage Agreement - \"no cure ─ no pay\". A large
number of cases are dealt with each year under the terms of this
Agreement, which has become increasingly popular as the medium of
deciding the renumeration to be paid for salvage services all over the
world.

The Master of the vessel to be salvaged will normally sign an agreement
on the printed Lloyd\'s Agreement at the time the services are rendered,
but provision is made in the Agreement for it to be signed after the
termination of the services; it may be noted that it is sufficient for a
simple agreement on a sheet of paper, signed, stating that the services
are to be rendered under the terms of Lloyd\'s Form of Salvage
Agreement.

In such simple agreement the name of the Salvager should be clearly
stated. Lloyd\'s Standard Form of Salvage Agreement was revised in 1980
and is referenced as LOF80. LOF80 can be agreed orally or by radio by
sending the following message:

\"ACCEPT SALVAGE SERVICES ON BASIS LLOYD\'S STANDARD FORM LOF80 NO CURE
‑ NO PAY ACKNOWLEDGE REPEATING FOREGOING. MASTER\...\...\"

In any case, once the Master has decided that assistance is necessary,
assistance should never be delayed merely to negotiate a particular form
of agreement or contract terms.

It is not essential to agree upon contractual terms for the assistance
since there is a right under maritime law to salvage which exists
independently of contract and most of those in a position to render
beneficial aid to your vessel are aware of this.

**J. INJURY/ILLNESS RECORDING AND REPORTING**

The purpose of this policy is to protect the safety and well being of
every crew member or passenger and to prevent the recurrence of
avoidable incidents by recording and reporting each injury or illness
case.

To comply with MTL\'s directives, the Master\'s duty is to assure the
availability of adequate personnel on his vessel. The Master\'s other
responsibilities include:

\(1\) Indoctrinate the crew regarding procedures to be followed.

\(2\) Inspect the area where personal injury is involved.

\(3\) Complete or secure the completion of necessary reports.

\(4\) Immediately report the occurrence of any injury involving loss of
life or serious injury, as described below, to the Director of HS&EP and
to the Director of Risk Management.

\(5\) Compile and review all reports regarding each incident or accident
to assure all necessary forms have been completed.

\(6\) Provide a copy of the \"Report of Accidental Injury to Crew member
or Passenger (Form No. 409)\", and a copy of the \"Accident
Cause/Prevention Form\" to the Director of HS&EP.

\(7\) Provide completed reports to the Risk Management Department at
MTL\'s office or to his designee at end of the voyage, or at such time
and place as directed by Director of Risk Management.

**K. INDOCTRINATION OF CREW**

Every crew member, whether on or off duty, is responsible for reporting
an incident (i.e., injury, violent illness, seizure) involving the
physical well being of another crew member to the Master or his
designee, as soon as possible.

In carrying out this instruction, the first concern is to aid the
stricken individual, summon any assistance that may be required, and
make a mental note of the circumstances. To accurately recount the
activity being performed, the following items shall be noted:

• condition of the area, with particular regard to any vessel furniture,
equipment, etc., being used by the victim

• the time, lighting and condition of the deck, including the presence
of fluids, and types of fluids

• the identities of all possible witnesses.

**L. INSPECTION OF AREA**

Thereafter, when the stricken crew member is under care of the Medical
Officer, any crew member who observed the incident should report his
version to the person in charge of the investigation.

Upon being notified of an occurrence involving an injury to a crew
member, an immediate and thorough inspection must be made of the area.
Since information may be incomplete for the first report, this should
not cause the inspection to be delayed. Your best information will be
immediately following the incident. Timing is very important in an
accident investigation.

Unsafe conditions observed during the course of an investigation shall
be brought to the attention of the appropriate department head. The
hazard should be corrected as soon as possible. If it requires
additional services provided ashore, the ship\'s superintendent and the
Director of HS&E should be notified. There is no reason why a future
recurrence of the accident should happen if the situation or hazard is
correctable.

A second concern of the inspection, where no defects in equipment are
visible, is to make a written note of the appearance of the area, and
the time of the inspection. In making the inspection, the investigator
should be mindful in cases involving falls; observe and record the
condition of the deck or the floor covering of the particular area. If
steps are involved, the condition of the trends/risers should be noted.
At all times, special observations should be made for slipping or
tripping hazards.

Regarding the failure of vessel equipment, the investigator should
preserve and identify by means of a descriptive tag or label, signed and
dated by him, each broken or defective part. If possible, at the end of
the voyage or at such other time as directed, the part can be presented
to the Risk Management Department for review.

**M. INTERVIEWING WITNESSES**

When interviewing witnesses to the accident, certain guidelines should
be followed so that a thorough investigation is conducted and its result
is from information entirely given by the witness and not the
investigator. The following list gives helpful hints when interviewing a
witness and taking his/her statement:

\(1\) ASAP ─ conduct the interview [as soon as possible]{.underline} in
order to get a fresh account of the events that took place. This timely
questioning also eliminates corroboration of a story among co-workers.

\(2\) When feasible, conduct the interview at the scene of the accident.
Details are explained more thoroughly if the actual areas or items are
pointed out.

\(3\) Conduct the interview in private. This way, no other witnesses can
offer their version. The interviewee will also feel more comfortable and
won\'t be swayed into giving an incorrect statement.

\(4\) State the purpose of your interview, which is accident prevention.
You are investigating the incident so that if something could have been
prevented, it will be in the future.

\(5\) Ask the witness [their]{.underline} version. Don\'t tell them
their version. Don\'t ask questions such as, \"He slipped down the
ladder. What did you see?\" Simply ask him, \"What did you see?\"

\(6\) Listen, do not interrupt. You will hear his/her more complete
story if they are allowed to talk without interruption.

\(7\) Review key questions. Obvious items should be reviewed for
clarification. Items of this nature include, \"did he have both hands on
the railings as he went down the ladder?\"

\(8\) Discuss prevention ideas. Solicit comments on how it could have
been prevented. This step will help in correcting a problem and will
motivate crew members to contribute to safety of other crew members.

\(9\) Close the interview positively. Always thank individuals for their
time and help. Give them the feeling that their information was
important, regardless of what was said.

You should remind those interviewed that the responsibility of safety
goes with their job, no matter what their rating. Motivation is a key
part of safety and accident prevention.

**N. COMPLETION OF REPORT FORMS**

The person charged with investigating such incidents will be provided
with report forms which must be fully completed and signed. After an
incident occurs, each crew member who is an eyewitness to the occurrence
should report to the Medical Officer as soon as possible.

The Medical Officer\'s primary responsibility is the examination and
treatment of all individuals reporting an illness or injury. The Medical
Officer is also in charge of overseeing the completion of the necessary
investigation and required documentation. All examinations and treatment
rendered must be fully recorded in the vessel\'s medical log. At the
time of the examination, the vessel\'s Medical Officer is to question
the individual to ascertain if the ailment is the result of an accident
or an illness.

In the event that the injury is classified as a \"lost time accident\",
a check mark shall be placed in the box located at the top of the form.
A \"lost time accident\" is defined as an accident which results in the
person being unable to perform his job during the course of a regular
work period.

In the event that an individual\'s illness causes him to be
incapacitated for more than 24 hours, the Medical Officer shall ensure
that a \"Report of Illness to Member of Crew or Passenger\" (Form No.
414, Nov. 93) is fully completed. The original of this form shall be
forwarded to the Risk Management Department at MTL\'s office as soon as
possible.

Upon determining that an individual\'s ailment is the result of an
accident, the Medical Officer shall immediately notify the Master. The
Master shall make certain that the following forms are fully completed:

\(1\) Report of Accidental Injury to Crewmember or Passenger, Form No.
409 (11/93)

\(2\) Statement of Individual Reporting Injury, Form No. 416 (11/93)

\(3\) Statement of Witness and/or Person Nearby Scene of Reported
Accident, Form No. 415 (11/93)

\(4\) Non-Witness Statement, Form No. 654-A

\(5\) Accident Cause/Prevention Form

\(6\) Request for Medical Attention/Examination, Form No. 417

In order to complete these forms, a thorough investigation of every
incident must be conducted. All witnesses will be encouraged to state
their complete knowledge relevant to the facts surrounding the incident.

**O. REPORT OF ACCIDENTAL INJURY TO CREWMEMBER OR PASSENGER FORM**

The completion of this form constitutes a report of investigation. This
form must be completed with regard to every accident. Its purpose is to
provide an accurate summary of what happened and who was involved.
Therefore, essential information, such as, the crew member who reported
the injury, names of witnesses, condition of equipment, location of the
vessel, location of the accident site, etc., must be recorded.

A summary of how the accident occurred should be completed and attached
to the \"Report of Accidental Injury to Crewmember or Passenger\" by the
Medical Officer after he has interviewed the injured crew member and any
available witnesses.

**P. STATEMENT OF INDIVIDUAL REPORTING INJURY FORM**

It is the Investigator\'s responsibility to ensure this form is fully
completed by the individual reporting the accident. This form shall be
completed in the crew member\'s own handwriting. However, if the
completion of this form is not possible due to serious injury, then the
Medical Officer will note it and forward the form to the Risk Management
Department.

**Q. STATEMENT OF WITNESS AT NEARBY SCENE OF REPORTED ACCIDENT FORM**

The Medical Officer is responsible for identifying all persons who
witness an accident. That responsibility also includes identifying
persons who may have information pertinent to the facts or details
surrounding the accident. These persons shall be interviewed, supplied
with the \"Statement of Witness and/or Person Nearby Scene of Reported
Accident\" form and encouraged to state in writing their complete
knowledge regarding the incident. This form should be completed and
signed in the individual\'s own handwriting. The original form is to be
turned over to the Risk Management Department.

**R. NON-WITNESS STATEMENT FORM**

This form shall be signed by all crew members who have not completed a
\"Statement of Witness and/or Person Nearby Scene of Reported Accident\"
form and have not witnessed the accident.

**S. ACCIDENT CAUSE/PREVENTION FORM**

This form shall be completed by the Medical Officer as soon as possible
after the accident. The following information shall be provided:

\(1\) List factors that contributed to the cause of accident, such as,
defects in equipment/tools/material, oil on deck, hazardous conditions,
improper use of equipment or material, improper design of equipment,
lack of or incorrect use of protective equipment, or lack of proper
supervision.

\(2\) Corrective actions taken, such as, improvement of employee skills,
upgrade of equipment (or new equipment needed), increased work
supervision, and procedure changes shall be discussed during the monthly
safety meeting.

**T. REQUEST FOR MEDICAL ATTENTION/EXAMINATION FORM**

The issuance and completion of the \"Request for Medical
Attention/Examination\" form is the responsibility of the Medical
Representative. Upon receiving a verbal request from a crew member for
shoreside medical attention, the Master and Medical Officer shall issue
a \"Seaman\'s Request for Medical Attention/Examination Form No. 417\".
The individual requesting attention must describe his complaint and
respond either yes or no to the question as to whether the complaint is
due to an accident or illness on board the vessel. If the crew member
responds affirmatively to this question, the Medical Officer will verify
whether the accident or illness was previously documented and
investigated. If not, the Medical Officer must notify the Master
immediately.

It is the Medical Officer\'s responsibility to conduct an investigation
prior to the issuance of the \"Request for Medical Attention/Examination
Form\". Unless circumstances prevent it, the \"Seaman\'s Request for
Medical Attention/Examination Form\" must be completed before issuing
the \"Request for Medical Attention/ Examination Form\" authorizing
shoreside treatment.

Prior to receiving treatment ashore, the crew member should be
instructed that the doctor must complete the form in full and must
answer the \"Fit for Duty\" and \"Not Fit for Duty\" question. It is the
responsibility of the crew member to return the completed form to the
Master or Medical Officer immediately after returning to the vessel.

**U. REPORT TIME REQUIREMENTS**

In cases of accidental death, incidents requiring amputation or
resulting in serious bodily disfigurement or fractures, or accidents of
a serious nature, an immediate message must be dispatched to the
Operations Department via the incident reporting system. The Risk
Management Department must be advised as well.

All other accidents will be reported, with completed paperwork, at the
end of each voyage via mail.

**V. ACCIDENT REVIEWS**

Each investigation should be followed through to its completion, with
particular concern to the completing and signing of the necessary
reports. All original investigation reports, except for the \"Accident
Cause/Prevention Form\", must be forwarded to the Risk Management
Department as soon as possible. In addition, [a copy of all
reports]{.underline} must be forwarded to the Director of HS&EP. The
Director, in turn, will communicate specific accidents to other vessels
in order to heighten their safety awareness.

The Director of HS&EP will review accidents/injuries on a quarterly and
an end-of-year basis. The results of the fleet will be reported to each
ship, including these facts:

• Accidents/Injuries versus total man hours for year

• Most common occurrence per ship

• Vessel with best/worst performance

• Claims filed

• Prevention of injuries

The processing of insurance claims is in accordance with MARAD policies
set out in the Ship Manager\'s Contract. See *Attachment J-3* that
follows.

Insert Attachment J-3 *Insurance Claims*

**Section B**

**Shipboard Organization**

INDEX

**I. JOB DESCRIPTIONS AND PHYSICAL PERFORMANCE STANDARDS** B - 1

**A. ESSENTIAL JOB CHARACTERISTICS** B - 2

**1. Balance** B - 2

**2. Agility and Muscle Coordination** B - 2

**3. Ability to Climb/Decent Stairs, Ladders & Gangway** B - 3

**4. Ability to Perform Lifeboat Drills and Deployment** B - 3

**5. Ability to perform in Fire Fighting Drills and Actual Emergencies**
B - 3

**6. Ability to Verbally Communicate** B - 3

**7. Ability to work in Extreme Environmental Conditions** B - 3

**8. Ability to Work for Extended Periods, 7 Days Per Week** B - 4

**9. Ability to Tolerate Isolation and Loneliness** B - 4

**B. PHYSICAL STANDARDS/MEDICAL FITNESS CRITERIA** B - 4

**1. Hearing, Acting Quickly on Verbal Command** B - 5

**2. Vision and Ability to Act Quickly on Visual Commands** B - 5

**a. Blindness** B - 5

**b. Color Vision** B - 5

**3. Ability to Talk** B - 6

**4. Reaching Above Shoulder Level** B - 6

**5. Climbing Up and Down Stairs, Ladders & Gangway** B - 6

**a. Impairment of the extremities** B - 6

**b. Cardiac and respiratory capacity** B - 7

**c. Persons at risk of loss of consciousness** B - 7

**d. Diabetics** B - 7

**6. Carrying Heavy Loads Up/Down Stairs, Ladders; Keeping Balance while
Carrying a Heavy Load** B - 7

**a. Necessity to be able to lift and/or transport heavy loads** B - 7

**b. Loss of Arm** B - 8

**c. Loss of Leg** B - 8

**d. Balance** B - 8

**7. Standing For Long Periods of Time** B - 8

**8. Walking For Long Periods** B - 9

**9. Lifting a Heavy Load** B - 9

**10. Working Under Conditions of High Mental Stress** B - 9

**11. Working in Very Hot/Cold Conditions and Changeable Weather** B - 9

**12. Wearing a Respirator for Dust or Vapor** B - 9

**13. Work up to 24 Hours at a Time** B - 9

**C. ESSENTIAL JOB FUNCTIONS GROUPED BY BODY SYSTEM** B - 10

**II. Outline of ROS/Retention Crew Duties** B - 14

**III. OUTLINE OF OFFICERS\' DUTIES** B - 14

**A. DECK OFFICERS\' DUTIES** B - 14

**1. Master** B - 14

**a. Overtime** B - 16

**b. Fuel Supply** B - 16

**c. Reports** B - 16

**d. Physical Demands** B - 17

**e. Work Environment** B - 17

**2. Chief Mate** B - 18

**a. Physical Demands** B - 20

**b. Work Environment** B - 20

**3. Second Mate** B - 21

**a. Physical Demands** B - 23

**b. Work Environment** B - 23

**4. Third Mate** B - 23

**a. Physical Demands** B - 25

**b. Work Environment** B - 25

**5. Deck Officer on Watch - Underway** B - 25

**6. Deck Officer on Watch - In Port** B - 25

**7. Log Book Entries in Port** B - 26

**8. Other Log Book Entries** B - 26

**B. ENGINEERING OFFICERS\' DUTIES** B - 27

**1. Chief Engineer** B - 27

**a. Vessel Repair Specifications** B - 28

**b. Engine Department Overtime** B - 29

**c. Engine Department Spares and Regulations** B - 30

**d. Relieving Procedure** B - 30

**e. Oil and Air Pollution** B - 31

**f. Engine Log Book** B - 31

**g. Engine Bell Book** B - 31

**h. Maintenance Records** B - 32

**i. Reports and Forms** B - 33

**j. Bunkers** B - 33

**k. Vessel Casualties** B - 34

**l. Maneuvering of Engines** B - 35

**m. Discharging Cargo** B - 35

**n. Physical Demands** B - 35

**o. Work Environment** B - 36

**2. First Assistant Engineer** B - 36

**a. Physical Demands** B - 37

**b. Work Environment** B - 38

**3. Second and Third Assistant Engineers** B - 38

**a. Physical Demands** B - 39

**b. Work Environment** B - 40

**4. Engineer on Watch ─ Underway** B - 40

**a. Pumping of Bilges** B - 40

**b. Water Tests** B - 40

**c. Control Platform** B - 41

**d. Engine Room Bell Book** B - 41

**e. Notifying Chief Engineer** B - 41

**f. Inspections** B - 41

**g. Leaving Machinery Spaces** B - 42

**h. Engine Log Book Entries** B - 42

**i. Relieving Engine Room Watch** B - 42

**j. Chief Engineer\'s Standing Orders** B - 42

**5. Engineer on Watch ─ In Port** B - 42

**C. RADIO OFFICER/RADIO ELECTRONICS OFFICER DUTIES** B - 43

**1. Physical Demands** B - 44

**2. Work Environment** B - 44

**IV. OUTLINE OF UNLICENSED CREWMEMBERS DUTIES** B - 45

**A. DECK DEPARTMENT - UNLICENSED** B - 45

**1. Bosun** B - 45

**a. Physical Demands** B - 45

**b. Work Environment** B - 45

**2. Able Seaman** B - 46

**a. Physical Demands** B - 46

**b. Work Environment** B - 47

**3. GVA - General Vessel Assistant** B - 47

**a. Physical Demands** B - 47

**b. Work Environment** B - 47

**B. ENGINE DEPARTMENT - UNLICENSED** B - 49

**1. Oiler** B - 49

**a. Physical Demands** B - 49

**b. Work Environment** B - 49

**2. Electrician** B - 50

**a. Physical Demands** B - 50

**b. Work Environment** B - 50

**3. Wiper** B - 51

**a. Physical Demands** B - 51

**b. Work Environment** B - 52

**C. STEWARD DEPARTMENT** B - 53

**1. Steward** B - 53

**a. Physical Demands** B - 53

**b. Work Environment** B - 53

**2. Chief Cook** B - 54

**a. Physical Demands** B - 54

**b. Work Environment** B - 54

**3. Steward Utility** B - 54

**a. Physical Demands** B - 55

**b. Work Environment** B - 55

**V. NAVIGATION** B - 56

**A. GENERAL** B - 56

**B. TEST BEFORE ENTERING OR GETTING UNDERWAY** B - 56

**C. NAVIGATION IN CONFINED OR CONGESTED WATERS** B - 58

**D. NAVIGATION ON THE HIGH SEAS** B - 58

**E. NAVIGATION IN RESTRICTED VISIBILITY** B - 59

**F. SECURING FOR SEA AND HEAVY WEATHER** B - 59

**G. NAVIGATION IN PILOT WATERS** B - 61

**VI. OIL RECORD BOOK** B - 62

**VII. NAVIGATIONAL EQUIPMENT** B - 62

**A. CHRONOMETERS** B - 62

**B. COMPASSES, MAGNETIC AND GYRO** B - 62

**C. GYRO COURSE RECORDER** B - 63

**D. RADIO DIRECTION FINDER** B - 63

**E. EMERGENCY STEERING GEAR** B - 64

**VIII. CARGO HANDLING** B - 65

**A. GENERAL** B - 65

**B. LOADING PROCEDURES (General)** B - 66

**C. SHIP\'S LOADING MANUAL** B - 68

**D. DESCRIPTION OF STERN RAMP** B - 68

**E. WEIGHT LIMITATIONS, AXLE LOAD, WHEEL LOAD** B - 68

**F. DRAUGHT LIMITATIONS** B - 69

**G. DOCK HEIGHT** B - 72

**H. MANEUVER DESCRIPTIONS** B - 80

**I. NORMAL OPERATION AT SEA** B - 80

**J. OPERATION INPORT** B - 80

**K. SYSTEM FOR ALTERNATIVE QUAY-PRESSURE** B - 80

**L. SECURING OF RAMP** B - 82

**M. LUBRICATION AND MAINTENANCE** B - 82

**N. MANEUVERING INSTRUCTION FOR STERN RAMP** B - 82

**O. LOWERING OF THE RAMP (Maneuvering of the Ramp & Flap)** B - 84

**P. ADJUSTING THE RAMP ON THE WHARF (HIGH WHARF-PRESSURE)** B - 86

**Q. ADJUSTING THE RAMP ON THE WHARF (LOW WHARF-PRESSURE)** B - 86

**R. HOISTING THE RAMP (Maneuvering of Ramp & Flap)** B - 87

**S. FOLDING OF SIDE BEAMS** B - 89

**T. RAISING OF SIDE BEAMS** B - 89

**U. WATERTIGHT DOORS** B - 90

**V. RAMP COVERS** B - 90

**W. MOVABLE RAMPS** B - 91

**X. SHELL DOORS** B - 91

**Y. CARGO HOLD VENTILATION** B - 95

**Z. BALLAST ARRANGEMENT** B - 97

**IX. SAFETY** B - 108

**A. SAFETY POLICY** B - 108

**B. SAFETY INCENTIVE AWARD PROGRAM** B - 109

**C. SAFETY PROGRAM ORGANIZATION STRUCTURE** B - 110

**D. VESSEL SAFETY ORIENTATION PROGRAM** B - 112

**E. HEAD PROTECTION** B - 116

**F. HEARING CONSERVATION** B - 118

**G. EYE PROTECTION** B - 119

**H. FOOT PROTECTION** B - 121

**I. HAND PROTECTION** B - 122

**J. HAZARDOUS SUBSTANCES/PROTECTIVE CLOTHING** B - 125

**K. WARNING SIGNS** B - 126

**L. PHYSICAL HAZARDS** B - 126

**M. WORK AREA SAFETY** B - 127

**N. PRE-STARTUP SAFETY REVIEWS** B - 127

**O. VESSEL SAFETY RULES** B - 128

**P. VESSEL MASTER** B - 129

**X. GANGWAY SECURITY** B - 131

**I. JOB DESCRIPTIONS AND PHYSICAL PERFORMANCE STANDARDSI**

It has long been realized that the seafaring environment is arduous and
exposes personnel to a multitude of hazards to life and limb. Illness
and injury of a crewmember affects the functioning of the entire vessel
as it is impossible to replace an individual who becomes incapacitated
at sea. As a result, the physical condition of a crewmember to perform
his duties, respond to emergencies at sea, and to exist in the absence
of shoreside medical care, has been an important employment
consideration.

As a result of that concern, a medical standard was established in 1978
by the Seafarer\'s Health Improvement Program, which was a collaborative
effort between seafarer\'s, unions, shipowners/operators, and government
agencies.

The recent **Americans with Disabilities Act 42 USCA 12112(c)(3)**
provides that a business may condition an offer of employment on the
results of a medical examination. In accordance with section 7.6.1.2 of
DTMA91-93-C-00042-45, Marine Transport Lines, Inc. has prepared the
attached listing of job descriptions and the physical standards
necessary to meet those job descriptions. Physical standards are based
on information developed by the **Lakes Carriers Association (LCA)
Physical Standards for Seaman** and on a draft report of **Essential Job
Functions by the Johns Hopkins University Center for Occupational &
Environmental Health**.

The Americans With Disabilities Act (ADA) seeks to \"assure equal
opportunity, full participation, independent living and economic self
sufficiency for disabled persons.\" The law prohibits excluding people
from jobs, services, activities or benefits based on disability. At the
same time, to be eligible for protection under the provisions of ADA, a
person must be \"an individual with a disability who, [with or without
reasonable accommodation]{.underline} can perform the essential
functions of the employment position that such individual holds or
desires.\"

The essential job functions for seagoing personnel were broken down into
nine (9) *basic areas* of physical performance. These nine basic areas
of work relate to thirteen (13) *general criteria* and eighteen
*specific criteria*. A chart is attached which shows the relationship
between impairment of various parts of the body and how such impairment
affects Essential Job Functions. Job descriptions for each licensed and
unlicensed shipboard rating are then included.

**A. ESSENTIAL JOB CHARACTERISTICSA**

Essential Job Characteristics for All Seamen. The ability to perform
Essential Job Functions (EJF) are considered essential for all hands on
board a ship in that these functions constitute a significant part of
the work. Without these abilities the worker would not be able to
function safely onboard ship or be able to discharge the
responsibilities in any department. There are nine (9) basic areas
evaluated:

**1. Balance**

**2. Agility and Muscle Coordination**

**3. Ability to Climb/Descend Stairs, Ladders & Gangway**

**4. Ability to Perform Lifeboat Drills and Deployment**

**5. Ability to Perform Firefighting Drills and Actual Emergencies**

**6. Ability to Verbally Communicate**

**7. Ability to Work in Extreme Environmental Conditions**

**8. Ability to Work for Extended Periods, 7 Days Per Week**

**9. Ability to Tolerate Isolation and Loneliness**

An explanation of each of these areas is as follows:

**1. Balance1:** Due to the nature of the maritime environment, all
workers are required to have a good sense of equilibrium. Rolling seas
impose extremely difficult conditions for keeping proper balance, and
can exacerbate the risks of slips, falls and injury. Work is performed
in a variety of environmental conditions including extremes of
temperature. Rain, ice and snow may cause very dangerous footing and
slippery conditions. The metal surfaces found everywhere aboard mean
that any fall may result in serious injury or falls overboard.

**2. Agility and Muscle Coordination2:** In addition to the above stated
rationale for the need for good balance, work is performed on uneven
deck surfaces with many physical hazards and obstructions.

**3. Ability to Climb/Decent Stairs, Ladders & Gangway3:** The ability
to use stairs and ladders is essential to life aboard a vessel. Stairs
and ladders are used not only to perform maintenance and other tasks
accessible only by these means, but also for the routine daily tasks of
living on a vessel.

> **4. Ability to Perform Lifeboat Drills and Deployment4:** Lifeboat
> drills are practice drills performed by all crewmembers to prepare for
> the possibility that a vessel must be evacuated by a lifeboat. The
> drill generally consists of preparing and lowering the lifeboat about
> halfway to the water, and then raising and stowing the boat. Boats are
> raised and lowered by hydraulic lift, and the use of a hand cranking
> system. Participation requires moderate to heavy physical exertion,
> depending on the task assigned during the drill. Participation is
> essential as it may be required for the safety of the entire crew in
> extreme emergencies.

**5. Ability to perform in Fire Fighting Drills and Actual
Emergencies5:** Fire fighting practices drills are performed by all
crewmembers to ensure that shipboard fires can be suppressed and that
the equipment is functioning properly. As with the lifeboat drills, the
ability to perform the crewmembers designated function is essential in
the event of a fire which might imperil the lives of all crewmembers and
the vessel itself.

**6. Ability to Verbally Communicate6:** Communication aboard ship is
essential in responding to the needs of fellow crewmembers. This is true
in the Deck Department where failure to respond during
docking/undocking, for example, might lead to serious injury or death.
Similarly, it is also essential on watch where a lookout and bridge
officer must be able to communicate in difficult circumstances (ie, fog)
so as to safely maneuver the vessel. In the Engine Department, workers
have to communicate in circumstances where visual commands are
impossible (working under an engine, etc.).

**7. Ability to work in Extreme Environmental Conditions7:** The
shipboard environment is subject to unpredictable weather, high seas and
remote locations. Seamen may be isolated for unpredictable periods of
time. It is not uncommon to have to work outside of the house of the
ship even in extreme weather conditions and in circumstances where
prolonged exposure to the elements may be necessary for the safety of
the vessel and crew. Engine Department personnel often work in hot
environments in close proximity to machinery.

**8. Ability to Work for Extended Periods, 7 Days Per Week8:** Due to
the unpredictable demands of the work, regular work shift and rest
periods are frequently not possible. Often there are long hours worked
with little opportunity for than 3-4 hours sleep between watches. Crew
sizes require work to be almost continuous, with few breaks.

> **9. Ability to Tolerate Isolation and Loneliness9:** The maritime
> workplace is isolated and demanding in terms of long hours and extreme
> conditions. Crewmembers are away from land and the continual everyday
> interpersonal interaction with relatives and friends for days or
> weeks.

**B. PHYSICAL STANDARDS/MEDICAL FITNESS CRITERIAB**

Based on the above, the recommendations regarding medical fitness are
based on thirteen different general criteria, which actually constitute
eighteen specific criteria:

1\. Hearing, Acting Quickly on Verbal Command.

2\. Vision, Ability to Act Quickly on Visual Commands.

3\. Ability to Talk.

4\. Reaching Above Shoulder Level.

5\. Climbing/Walking Up and Down Stairs, Ladders & Gangway

6\. Carrying Heavy Loads Up/Down Stairs, Ladders; Keeping Balance While
Carrying a Heavy Load, Lift a Heavy Load.

7\. Standing For Long Periods of Time.

8\. Walking for Long Periods.

9\. Lifting a Heavy Load.

10\. Working Under Conditions of High Mental Stress.

11\. Working in Very Hot/Cold Conditions and Changeable Weather.

12\. Wearing a Respirator for Dust or Vapor.

13\. Work for Up to 24 Hours at a Time.

An explanation of each is as follows:

**1. Hearing, Acting Quickly on Verbal Command1**

**a.** This ability is essential for the safety of the crewmember and
fellow worker in each department. Individuals who are deaf and unable to
hear spoken commands may have to be excluded for work as a seaman.
Relative hearing loss, not causing functionally significant impairment
in communication would not necessarily preclude such work. Pure tone
audiometry alone may not be adequate to make this distinction and more
sophisticated audiometric examination may be necessary *on a case by
case basis* in instances of severe pure tone loss before final
determination can be made.

**b.** Inability to communicate in English would also make verbal
communication impossible. Basic competence in English must be
demonstrated to establish that a crewmember understands essential
commands and that the person understands what is being communicated in
an emergency situation. Ability to fluidly communicate in English would
be required of all but the most basic entry positions.

**2. Vision and Ability to Act Quickly on Visual Commands2**

**a. Blindnessa.** Blind individuals would pose an undue risk to
themselves and others by virtue of their inability to respond alone in
the event of a fire, a need to abandon ship, or when required to react
to other visual commands. Present guidelines for visual acuity with
correction have been used for many years, but validation of the cutoff
visual acuity levels has never been formally validated. The later may
have to be carried out in the future. Pending such date being available
the present visual acuity levels should remain in place. Careful
assessment in individual cases will be necessary in individuals with
ophthalmic disease such as retinal degeneration with scotoma, glaucoma
with some visual field loss.

**b. Color Visionb.** The present color vision guidelines are
appropriate for Deck Department members who must be able to recognize
red and green navigational lights. This also appears to be appropriate
for Engine Department personnel who must recognize colored lights which
are color coded; however, this should be evaluated with red-green color
blind individuals in an actual work environment as such persons can
often distinguish red and green from one another, and in this instance
the colors would be quite intense by virtue of being electric lights.
Color perception is not required in the Steward Department.

**3. Ability to Talk3.** This is essential for verbal communication. A
mute person could not function on the bridge of a ship. In the Engine
Department, verbal communication is often essential as visual contact is
restricted. As such, a mute person could not function without posing a
risk to themselves and others. An individual with a speech impediment
may be able to communicate well enough to function, depending on the
rating involved, and would have to be dealt with *on a case by case
basis*. the same criteria would apply to a person following
laryngectomy.

**4. Reaching Above Shoulder Level4.** This ability was clearly needed
in all three departments. Individuals with orthopaedic or
rheumatological disease impairing their ability to rotate their arm
above 90 degrees would not likely be able to perform many key tasks in
all departments. Limb girdle muscle impairment such as to diminish the
ability to raise one\'s arms would have the same effect. Case by case
review will be necessary to make such final determinations.

**5. Climbing Up and Down Stairs, Ladders & Gangway5.** This is an
absolute job function, and an individual who is wheelchair bound could
not function on a vessel without placing themselves and others at a risk
in emergency situations.

**a. Impairment of the extremitiesa** due to muscle or joint disease
which preclude one\'s ability to perform these tasks would make that
individual unfit to work on a vessel. Possible causes of such impairment
as lesions from idiopathic arthritic conditions, traumatic arthritis and
arthrodesis.

**b. Cardiac and respiratory capacityb.** Most vessels rely on stairs
and ladders as the methods of moving between decks in the house. Cardiac
failure, angina pectoris with impaired coronary circulation, lung
disease with low capacity due to restriction, or interstitial disease
with poor gas transfer would all make the demands of climbing on board
ship too hazardous in selected persons. This would have to be determined
on a case by case basis.

**c. Persons at risk of loss of consciousnessc** may fall off ladders or
off a gangway. Such an impairment would constitute a material threat of
the person and to others. A possible cause of such a loss of
consciousness would be cerebral vascular disease causing transient
ischemic attacks. An individual with well controlled epilepsy can drive
a car and should be allowed to sail.

**d. Diabeticsd.** Many diabetics control their disease easily with oral
hypoglycemic agents or diet, or with very variable blood glucose levels
not easily managed by diet and insulin therapy. Brittle diabetics,
meaning those with very variable blood glucose levels not easily managed
by diet and insulin therapy, would pose a risk to themselves and to
others as the hours of work are unpredictable, and the ability to plan
dietary intake may be compromised at sea in many circumstances. The
nature of life at sea combined with the lack of access to competent
medical care could result in the death of a compromised diabetic. On the
other hand, others with diabetes which is controlled should not be
precluded from sailing and a case by case review is required.

**6. Carrying Heavy Loads Up/Down Stairs, Ladders; Keeping Balance while
Carrying a Heavy Load6**

**a. Necessity to be able to lift and/or transport heavy loadsa.** In
addition to the problem of using stairs and ladders, there is a
necessity to be able to lift and/or transport heavy loads. On a ship one
must often hold onto an object and at the same time hold onto the ship
with the other hand due to rolling seas.

**b. Loss of Armb.** In the Deck Department where often both arms and
legs are essential to perform tasks it is not feasible for a one armed
or one legged person to perform the essential job functions. In the
Engine Department, the lack of an arm would preclude the use of most
tools, or lifting or carrying a heavy object which often characterizes
the job in the latter department. This requirement would preclude the
employment of a one-armed seaman.

**c. Loss of Legc.** While a one legged person with a prosthesis bight
be able to function, their balance would likely be impaired. The extent
of the impairment would depend on the level at which the limb was
severed. Loss of the limb at mid foot would not likely lead to
significant impairment, while loss at mid thigh would more likely result
in important impairment. Each individual would have to be evaluated in
terms of ability to negotiate ladders, enter confined spaces, enter a
lifeboat, or maneuver on the deck or engine department in rough seas.

**d. Balanced.** This is essential for work in all departments of a
ship. An individual with cerebellar disease, middle ear disease (Benign
Positional Vertigo, Menierre\'s Disease), cerbovascular disease with
transient ischemic attacks leading to dizziness, peripheral nervous
system, disease with loss of position sense would potentially place
themselves and others at risk. Again, case by case evaluation would be
necessary. Simple tests for balance (Romberg Test) and sensation
(sensory testing for proprioceptive sensation in the legs) would have to
be part of every medical examination. Electronystagmography has been
used as a screening tool, but it is judged to be too cumbersome for
routine use.

**7. Standing For Long Periods of Time7.** This is characteristic of
work in all three departments. Persons with postural hypotension would
unlikely be able to work as seamen if the tendency was marked. Case by
case evaluation is needed. Narcoleptics with continuing episodes of
uncontrollable sleeplessness would likely be excluded as standing watch
requires a person [not]{.underline} to fall asleep.

**8. Walking For Long Periods8.** Individual endurance is the only issue
here. Systemic diseases which would be such as to impair the workers
ability to walk for long periods and to remain on their feet might
preclude functioning, and a case by case review is needed.

**9. Lifting a Heavy Load9.** An average shipboard portable fire
extinguisher weighs 50 lbs. Accordingly, it is appropriate to conclude
the ability to lift 50 lbs and hold it for several minutes is an
essential job function.

**10. Working Under Conditions of High Mental Stress10.** Persons with
overt psychotic behavior who are depressed and suicidal or who have
expressed schizophrenic or paranoid ideation would pose a risk to
themselves, in the former case, and to others in the latter case. The
evaluation of such individuals is often difficult and may require
psychiatric consultation. Once a person with a psychotic illness has
been treated and is in remission, their past illness may not constitute
a basis for exclusion. Persons whose mental condition cannot be
controlled bust be excluded. Personality disorders (pathological
gamblers, alcoholics, sociopaths) are difficult to diagnose on a single
assessment and even if diagnosed may be fit to go to sea. Case by case
review will be needed.

**11. Working in Very Hot/Cold Conditions and Changeable Weather11.**
There are few conditions where such exposure might be a problem such as
anhydrotic ectodermal dysplasia, Addison\'s disease and intensive
diuretic therapy, and a case by case review would be necessary.

**12. Wearing a Respirator for Dust or Vapor12.** Particle filter masks
are used for painting and chipping, and may be needed on tankers where
exposure to benzene mandate personnel wear a vapor respirator. On
commercial vessels operating for MARAD/MSC, the use of masks and filters
may be necessary for CBR duties and would constitute an essential job
function. Those individuals unable to wear masks would necessarily be
excluded.

**13. Work up to 24 Hours at a Time13.** Shipboard duties, docking,
undocking, cargo operations, emergency repairs, heavy weather, etc. can
require personnel to work extended periods without sleep or rest.

**C. ESSENTIAL JOB FUNCTIONS GROUPED BY BODY SYSTEMC**

The impairments that would be such as to deem a seaman unfit based on
their inability to perform Essential Job Functions may also be grouped
by body system within the following categories:

**1. Nervous**

**2. Respiratory**

**3. Cardiovascular**

**4. Gastrointestinal**

**5. Renal/metabolic**

**6. Endocrine**

**7. Genitourinary**

**8. Musculature**

**9. Skeletal**

**10. Psychological**

**11. Cutaneous**

**12. Hematological**

**13. Infectious Disease**

**14. Gynecological**

The following is a matrix of the relationships between impairments in
each body system and the 18 identified Essential Job Functions. In each
system, the list of possible disabilities that [could]{.underline}
result in disqualification include those which [almost
always]{.underline} lead to disqualification, as well as those where the
[magnitude of impairment]{.underline} would have to be addressed on a
case by case basis. It is important to note this is a general guide, and
it is not possible to address every possible disqualifying condition. As
a result, the exclusion of a given condition from the following listing
does not mean it is not disqualifying condition if, in fact, it prevents
an individual from performing one of the required job functions.

**II. Outline of ROS/Retention Crew DutiesII**

An outline of crew duties when the vessel is in ROS or Retention Crew
status can be found in the [RRF Operations Management Manual
(TE-1)]{.underline} and in the Ship Manager\'s contract between MARAD
and MTLSM. The policies/guidelines outlined in the aforementioned
documents shall be adhered to by all personnel working for MTLSM, as
applicable.

**III. OUTLINE OF OFFICERS\' DUTIESIII**

**1. DECK OFFICERS\' DUTIES1**

**(1) Master1**

The Master is in command of the vessel subject to company direction of
employment. He/she is the company representative. Under law, the Master
is given wide powers and authority. The Master must command the respect
that his/her position demands through individual leadership, knowledge
and ability. The Master is responsible for the safe and efficient
operation of the vessel and the effectiveness of its officers and crew.
The Master must ensure that his/her officers and crew perform their
duties properly and in a skillful manner.

Foremost of the many responsibilities of the Master is the safety of the
officers and crew, the ship and cargo. The company expects and requires
that our Masters be continuously vigilant in this regard. While the
expeditious operation of our ships will often be a subject of
communications, let there be no doubt that the maintenance of safe
operating conditions and practices is second to none. It is the Masters
responsibility to ensure that all goes well on his/her ship.

In the modern shipping environment, public relations are as important as
in any other industry, therefore, the Master is also responsible to see
that his/her officers and crew are tactfully maintaining a good
relationship with their shore counterparts at all ports without
jeopardizing company interests. It is the Company\'s desire that
continuity of officers and crew be maintained as far as practical. The
Master should encourage all officers to not only know their own duties
but also those of the officer above them.

The relieving Master should consult with the departing Master to
ascertain in advance those conditions onboard the vessel, and her
characteristics including but not limited to the following points:

\(a\) Vessel schedule/cargo orders

\(b\) Abilities and bearing of officers and crew

\(c\) Condition of ground tackle

\(d\) Condition of navigation and communications equipment

\(e\) Condition of steering and emergency gear

\(f\) Fuel consumption and bunkers onboard and/or ordered

\(g\) Water consumption and water onboard

\(h\) Condition of main propulsion unit

\(i\) Speed and maneuverability

\(j\) Turning Circle

\(k\) Backing Power

\(l\) Last drydocking

\(m\) Reports and repairs of hull and equipment

\(n\) All ship\'s papers and certificates

\(o\) Slop chest, controlled substances, medicine chest, fire arms, on
board cash, checks, payroll and overtime records

\(p\) Stores on hand or on order

\(q\) Cargo handling gear and equipment including ramps, doors and
lifting gear

\(r\) Last cargos handled

\(s\) Condition of holds and/or cargo decks

\(t\) Condition of fire fighting equipment

\(u\) Condition of lifesaving gear

\(v\) Safety status - including safety committee items, and any other
safety programs or policies currently in effect

\(w\) Senior Officer meetings

\(x\) Quality Education System.

Upon relieving as Master, a report concerning the change of Masters
shall be completed and forwarded to the office.

**a. Overtimea**

The Master is directly responsible for overtime expended and is to
satisfy himself/herself that utilization of personnel is exercised.

In this regard, the Master shall ensure that department heads exercise
control and planning. To this end, overtime reports are to be reviewed
on a weekly basis, at a minimum, to determine that the management of
overtime is being effectively and efficiently allocated.

Overtime shall be minimized as much as possible without interfering with
proper maintenance and the efficient operation of the vessel. The Master
shall review the weekly overtime reports.

**b. Fuel Supplyb**

The Master shall satisfy himself/herself, prior to ordering bunkers,
that the quantity is correct for the forthcoming voyage plus a safety
margin of 25 percent of the last leg of the voyage. This reserve fuel is
**NEVER** to be less than the vessel\'s two days consumption at full sea
speed.

**c. Reportsc**

It is a primary responsibility of the Master to ensure that all parties
of interest are kept properly and fully informed of conditions and
events on board the vessel. In the performance of this responsibility,
the Master shall be guided by all applicable Flag State and port state
regulations, laws, contents of this manual, and by any other applicable
instructions. Nothing in this manual relieves the Master of this
responsibility. In particular, the Master is not relieved of his/her
responsibility to report any condition relative to the seaworthiness of
the vessel to the Flag State or any other authority by his/her reporting
such conditions to MTLSM. Any condition relative to the seaworthiness of
his/her vessel shall be reported by the Master personally to all
applicable authorities.

The Master shall personally contact all applicable authorities whenever
any repairs or alterations affecting safety of the vessel with regard to
the hull, machinery, or equipment are undertaken; unless such repairs or
alterations are being attended to by an MTLSM representative (or the
Chief Engineer in the absence of an MTLSM representative), and the
Master has assured himself/herself that the MTLSM representative
contacted all applicable authorities. The Master shall cause a deck log
entry of his/her contacts made. These entries shall include the dates
and times of all contacts, the agency(s) contacted, name(s) of the
individual(s) contacted, telephone number(s) used and the response of
the agency called. MTLSM shall be advised by the quickest means
available whenever the Master contacts authorities ashore relative to
repairs or alterations. Specifically, Masters of U.S. Flag vessels shall
report to the U.S. Coast Guard casualties or repairs as required by
46CFR Parts 4. 31.10-25, 35.15, 91.45 and/or 97.07.

**d. Physical Demandsd**

The majority of the work is accomplished aboard vessel and in an open
deck, office or pilot house area. Position requires the ability to climb
vertical ladders and walk through the ship when rough weather conditions
cause extreme motion. Must pass the U.S. Coast Guard physical exam
including hearing, color blind test, and have vision correctable to
20/40. Must be able to wear emergency gear. Must have stamina to deal
with a stressful environment or on occasion, extremely long duty hours.

**e. Work Environmente**

The work involves risks and discomforts of working in an area open to
the elements as well as enclosed, poorly ventilated areas with
potentially extreme temperatures created by ventilated areas with
potentially extreme temperatures created by operating machinery to
support steam or diesel power plants. Work areas may have high noise
levels. Cargo will usually have hazardous chemical properties which are
also highly flammable. Although the work day is generally eight hours,
much longer duty hours may be required, and notification of problems may
come at any time, which would add additional time.

**2. Chief Mate2**

The position of Chief Mate is very exacting and responsible. The Chief
Mate is expected to assume the position and responsibility of the Master
should the Master, for any cause, be unable to perform his/her duties.

The Chief Mate is second to the Master in the chain of command and,
therefore, is the Master\'s direct representative. All officers are
under his/her orders in matters pertaining to operation and maintenance
of the vessel - except for those matters that are the direct
responsibility of the Chief Engineer.

The Chief Mate is in charge of the condition, appearance and safety of
the vessel. He/she is responsible for the maintenance of the vessel\'s
hull, decks, masts, houses, cargo handling gear, ground tackle, mooring
equipment, lifesaving and fire-fighting equipment, management of deck
department overtime and for the discipline and efficiency of the crew.
The Chief Mate should arrange and coordinate the ship\'s work and
drills, prepare daily routines and layout work schedules for the deck
department. He/she should consult with the heads of other departments
relative to coordination of work and drills. With the Master\'s
approval, the Chief Mate is to assign watches and hours of work for the
deck crew and is responsible for the management of the deck department
overtime. The Chief Mate shall maintain a deck maintenance control
system. All work and repairs accomplished on board shall be recorded in
a suitable log.

The Chief Mate shall submit all deck department repair requirements to
the Chief Engineer in writing. He/she shall cooperate closely with the
Chief Engineer to effect all repairs which can be accomplished by the
ship\'s force and to determine with the Chief Engineer the extent of
shore assistance required, if any.

All items which are beyond the capabilities of the vessel\'s personnel
and facilities, if on an urgent nature, will be immediately brought to
the attention of the MTLSM office so that assistance can be arranged or
if not of an urgent nature, will be taken care of by the Chief Engineer
as a shipyard repair item.

The Chief Mate must be familiar with the crew, their abilities and
deficiencies. He/she should correct abuses, prevent infractions of
discipline and suppress disorders. He/she shall aid the Master in every
way and see that the other officers are vigilant in performance of their
duties and that they conform with orders. In case of an emergency on
board, it is expected that the Chief Mate will be in charge of the
emergency squad and direct the crew in combating the particular peril.
Even though the Chief Mate may not be standing a regular watch, he/she
should be aware of the vessel\'s location and be ready to assume command
if the Master is incapacitated. It is the Company\'s desire that
continuity of officers and crew be maintained as much as practical. The
Chief Mate should encourage all officers to not only know their own
duties but also those of the officer above them.

As part of the Chief Mate\'s responsibility as a supervisor of the
unlicensed personnel, he/she has the responsibility for dealing with
disputes or grievances raised by seaman whom they supervise. Under the
provisions of the NMU Agreement, a seaman who has a grievance is
directed to present that complaint to his immediate supervisor. He/she
should attempt to resolve such grievances directly consistent with the
needs of the vessel\'s operation and the NMU contract. In the event any
question arises with respect to the merits of the grievance or when the
Chief Mate has a question with respect to the appropriate interpretation
of the NMU Agreement, he/she should consult with the Master.

It is also his/her responsibility to correct any seaman who acts
improperly and to assure that any misconduct or improper action is not
repeated. In the event the Chief Mate feels that disciplinary action is
appropriate, he/she should recommend such action to the Master.

The Chief Mate is in charge of cargo operations. He/she is responsible
for the preparation of the cargo plan and to insure that the stress,
stability and trim requirements are met. He/she is responsible for the
preparation of cargo compartments, cargo handling and/or transferring
gear, cargo papers/records, time sheets and port logs. He/she is
responsible for the proper preparation of all cargo system maintenance
reports and their timely submittal. The Chief Mate is also responsible
for all safety and security checks of the cargo operation.

The Chief Mate is directly responsible to the Master for, but not
limited to, the following:

\(a\) Deck crew

\(b\) Ground tackle^\*^

\(c\) Mooring lines

\(d\) Winches^\*^

\(e\) Deck stores and lockers

\(f\) Stress, stability, trim, draft and deadweight calculations

\(g\) Fire fighting equipment

\(h\) Emergency and life saving gear

\(i\) Deck department inventory

\(j\) Medicine chest

\(j\) Ballast operations

\(k\) Cargo handling gear^\*^

\(l\) Cargo spaces, voids, cofferdams and bilges

\(m\) Any charterers specific cargo related requirements.

^\*^Chief Mate is responsible for operation and coating maintenance;
Chief Engineer is responsible for mechanical maintenance.

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an open
deck, office or pilot house area. Position requires the ability to climb
vertical ladders and walk through the ship when rough weather conditions
cause extreme motion. Must pass the U.S. Coast Guard physical exam
including gearing, color blind test, and have vision correctable to
20/40. Must be able to wear emergency gear. Must have stamina to deal
with a stressful environment or on occasion, extremely long duty hours.

**b. Work Environmentb**

The work involves risks and discomforts of working in an area open to
the elements as well as enclosed, poorly ventilated areas with
potentially extreme temperatures created by ventilated areas with
potentially extreme temperatures created by operating machinery to
support steam or diesel power plants. Work areas may have high noise
levels. Cargo will usually have hazardous chemical properties which are
also highly flammable. Although the work day is generally eight hours,
much longer duty hours may be required, and notification of problems may
come at any time, which would add additional time.

**3. Second Mate3**

In general, the Second Mate is in charge of navigation. The Second Mate
shall promptly notify the Master of any defects in navigational
equipment. He/she must ensure that the compass observation book and the
chronometer rate book are properly maintained, all charts and
navigational publications are corrected, kept current and are the latest
available edition. All electronic navigation equipment is to be checked
and calibrated, as required, at frequent intervals. He/she must be
familiar with all the cargo handling equipment and be able to carry out
loading and discharging instructions in a proper manner. He/she must
know how the fire fighting equipment operates and be acquainted with the
operation of the line throwing appliance, lifeboat gear, life raft, gas
masks, breathing apparatus and anchor windlass and winches. He/she must
be able to stand a competent bridge and deck watch knowing when to call
for assistance from the Master and/or Chief Mate. It is the Company\'s
desire that continuity of officers and crew be maintained as much as
practical. The Master should encourage all officers to not only know
their own duties but also those of the officers above them.

As part of the Second Mate\'s responsibility as a supervisor of
unlicensed personnel, he/she has the responsibility for dealing with
disputes or grievances raised by seaman whom they supervise. Under the
provisions of the NMU Agreement, a seaman who has a grievance is
directed to present that complaint to his immediate supervisor. He/she
should attempt to resolve such grievances directly consistent with the
needs of the vessel\'s operation and the NMU contract.

In the event any question arises with respect to the merits of the
grievance or in the event the Second Mate has a question with respect to
the appropriate interpretation of the NMU Agreement, he/she should
consult with the department head or, if necessary, the Master.

It is also his/her responsibility to correct any seaman who acts
improperly and to assure that any misconduct or improper actions is not
repeated. In the event the second mate feels that disciplinary action is
appropriate, he/she should recommend such action to his/her department
head and if necessary, to the Master.

The Second Mate shall be responsible to the Master for, but not limited
to, the following:

\(a\) Charts and corrections

\(b\) Notice to mariners

\(c\) Light lists and navigational publications

\(d\) Tide and current tables

\(e\) Sailing directions and nautical almanacs

\(f\) Other navigational publications

\(g\) Compass Observation Book

\(h\) Chronometer Rate Book

\(i\) Sextants and azimuth circles

\(j\) Standard and steering compasses

\(k\) Gyro compass

\(l\) Fathometer

\(m\) Chronometers

\(n\) Clocks

\(o\) Course recorders

\(p\) Navigation lights

\(q\) Breakdown lights and shapes

\(r\) Sea abstracts

\(s\) Voyage report

\(r\) Noon report

\(s\) Radar(s)

\(t\) Radio direction finder

\(u\) Speed logs or doppler log

\(v\) Loran, SATNAV and other long range navigational equipment

\(w\) Other navigational equipment

\(x\) Instruction books for all navigational equipment.

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an open
deck, office or pilot house area. Position requires the ability to climb
vertical ladders and walk through the ship when rough weather conditions
cause extreme motion. Must pass the U.S. Coast Guard physical exam
including gearing, color blind test, and have vision correctable to
20/40. Must be able to wear emergency gear. Must have stamina to deal
with a stressful environment or on occasion, extremely long duty hours.

**b. Work Environmentb**

The work involves risks and discomforts of working in an area open to
the elements as well as enclosed, poorly ventilated areas with
potentially extreme temperatures created by ventilated areas with
potentially extreme temperatures created by operating machinery to
support steam or diesel power plants. Work areas may have high noise
levels. Cargo will usually have hazardous chemical properties which are
also highly flammable. Although the work day is generally eight hours,
much longer duty hours may be required, and notification of problems may
come at any time, which would add additional time.

**4. Third Mate4**

In general, the Third Mate is in charge of signalling, lifeboats, fire
fighting equipment, line throwing equipment, and their maintenance.
He/she is responsible for updating the emergency equipment plan and
issuing emergency station cards to all officers and crew. He/she must be
familiar with signal flags, morse code, the fire fighting system, gas
masks, breathing apparatus, line throwing appliance, lifeboat gear and
the life rafts. He/she must be able to stand a competent bridge and deck
watch, and know when to call for assistance from the Master and/or Chief
Mate. It is the Company\'s desire that continuity of officers and crew
be maintained as much as practical. The Master should encourage all
officers to not only know their own duties but also those of the officer
above them.

As part of the Third Mate\'s responsibility as a supervisor of the
unlicensed personnel, he/she must deal with disputes or grievances
raised by seaman whom they supervise. Under the provisions of the NMU
Agreement, a seaman who has a grievance is directed to present that
complaint to his immediate supervisor. He/she should attempt to resolve
such grievances consistent with the needs of the vessel\'s operation and
the NMU contract.

In the event any question arises with respect to the merits of the
grievance or when the Third Mate has a question with respect to the
appropriate interpretation of the NMU Agreement, he/she should consult
with the department head or, if necessary, the Master.

It is also his/her responsibility to correct any seaman who acts
improperly and to assure that any misconduct or improper action is not
repeated. In the event the Third Mate feels that disciplinary action is
appropriate, he/she should recommend such action to his/her department
head, and if necessary, to the Master.

The Third Mate shall be responsible to the Master for, but not limited
to, the following:

\(a\) Deck Log book (both rough and clean)

\(b\) Flags

\(c\) Signal lights

\(d\) Fire fighting equipment

\(e\) Life saving equipment

\(f\) Line throwing appliance

\(g\) Other safety equipment

\(h\) Binoculars

\(i\) All other bridge equipment

\(j\) Testing of bridge equipment prior to undocking and securing of
bridge equipment on docking

\(k\) Bell book

\(l\) Preparing and recording fuel and fresh water figures for the log
book

\(m\) Medicine chest & medical log

\(n\) Accident reports and investigations

\(o\) Sea abstracts

\(p\) Voyage reports

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an open
deck, office or pilot house area. Position requires the ability to climb
vertical ladders and walk through the ship when rough weather conditions
cause extreme motion. Must pass the U.S. Coast Guard physical exam
including gearing, color blind test, and have vision correctable to
20/40. Must be able to wear emergency gear. Must have stamina to deal
with a stressful environment or on occasion, extremely long duty hours.

**b. Work Environmentb**

The work involves risks and discomforts of working in an area open to
the elements as well as enclosed, poorly ventilated areas with
potentially extreme temperatures created by ventilated areas with
potentially extreme temperatures created by operating machinery to
support steam or diesel power plants. Work areas may have high noise
levels. Cargo will usually have hazardous chemical properties which are
also highly flammable. Although the work day is generally eight hours,
much longer duty hours may be required, and notification of problems may
come at any time, which would add additional time.

**5. Deck Officer on Watch - Underway5**

The Master shall ensure that the Deck Officers are familiar with and
abide by all procedures at stated in the Bridge Team Management manual.
Refer to that manual for further instructions.

**6. Deck Officer on Watch - In Port6**

The duties listed below shall be followed at all times. They do not
however, limit the deck officer in his capacity to perform his job
safely.

Duties in Port:

\(a\) Remain on duty until properly relieved

\(b\) Frequently inspect moorings, gangway, hoses, etc.

\(c\) Check anchor bearings

\(d\) Be responsible for following the loading and discharging orders

\(e\) Maintain discipline about decks

\(f\) Maintain an efficient and active watch on deck

\(g\) Do NOT allow unauthorized visitors aboard

\(h\) Be sure all authorized visitors are escorted to respective person
on board

\(i\) Keep an accurate and complete log book

\(j\) Ensure that all safety policies and procedures are strictly
adhered to.

\(k\) Follow all cargo watch procedures as stated by the Chief Officer

\(l\) Evaluate all events that are scheduled to take place and be
prepared.

**7. Log Book Entries in Port7**

In port, the Master shall ensure that the following Log Book entries are
included:

\(a\) Time pratique and customs clearance granted

\(b\) Name of berth or anchorage and time of first line, all fast and
let go, anchored and anchors aweigh

\(c\) Name and time that tugboats and pilots were alongside or aboard

\(d\) FWE and SBE

\(e\) Bunkers and fresh water aboard

\(f\) Time vessel tendered and accepted

\(g\) Time of start and completion of loading and discharging

\(h\) Times of stoppage and delays

\(i\) All facts pertinent to cargo and handling

\(j\) Daily drafts, forward, aft, and amidships

\(k\) Time that scuppers are plugged

\(l\) Spills or incidents

\(m\) Test of navigational gear prior to departure or shift

**8. Other Log Book Entries8**

In addition to the entries listed in 7. and not limited to, the
following additional entries should be included.

\(a\) Chief Mates inspection and preparation of cargo holds certifying
same ready for receiving cargo and/or entry

\(b\) Certification of confined space tanks or compartments safe for
entry

\(c\) All facts pertinent to cargo and handling

\(d\) Matters regarding pollution controls

\(e\) Reasons for deviations and detentions

\(f\) Details concerning groundings, collisions, and other damages

\(g\) Results of sanitary inspections

\(h\) Results of secured for sea inspection upon departure

\(i\) Any delays, in speed or cargo loading/unloading due to weather

\(j\) Water density alongside berth

\(k\) Search for contraband and stowaways

\(l\) Time sailing/shifting board posted

\(m\) Nature of shipyard or crew repairs

\(n\) Time and results of official inspections

\(o\) Evidence of willful damages to ship or cargo

\(p\) Failure of crew to stand regular watch

\(q\) Failure of crew to return to ship or carry out duties

\(r\) Other crew disciplinary recordings

\(s\) Any authorized hot work

\(t\) Times on and off dry dock

\(u\) Time of calling all hands

**A. ENGINEERING OFFICERS\' DUTIESA**

**1. Chief Engineer1**

The Chief Engineer is responsible for the continuous safe operation and
efficient maintenance of the vessel\'s machinery which includes the
following:

\(a\) Main propulsion machinery

\(b\) Auxiliary machinery

\(c\) Cargo pumps

\(d\) Cargo machinery

\(e\) Deck machinery and equipment

\(f\) Powered lifeboat motors

\(g\) Emergency generator.

He/she is also responsible for the assignment of duties to the assistant
engineering officers and the unlicensed engine department personnel in
carrying out their assigned duties. It is the Company\'s desire that
continuity of officers and crew be maintained as much as practical. The
Master should encourage all officers to not only know their own duties
but also those of the officers above them.

The Chief Engineer shall act as a direct representative of the Marine
Transport Lines Ship Management (MTLSM) in supervising outside repairs
in accordance with the provisions of the applicable sections dealing
with Maintenance and Repair of the **RRF Operations Management Manual.**

The Chief Engineer, when acting as the MTLSM representative whenever any
repairs or alterations affecting the safety of the vessel with regard to
the hull, machinery or equipment, shall cause all applicable authorities
to be advised and any inspections/surveys to be made. The Chief Engineer
shall cause a deck log entry of his/her contacts to be made which shall
include:

\(a\) Date(s) and time(s) of all contacts

\(b\) Agency(s) being contacted

\(c\) Name(s) of the individuals contacted

\(d\) Telephone number(s) used

\(e\) Response(s) of the agency called.

The Chief Engineer shall orally report to the Master the accomplishment
of this responsibility and also advise MTLSM by the quickest means
available. Specifically, such contacts shall include, but not be limited
to, those required for U.S. flag vessels as required by 46CFR parts
4.05, 31.10-25, 91.45 or 97.07.

**a. Vessel Repair Specificationsa**

The Chief Engineer is responsible for the preparation and timely
submission of all repair specifications to either the Fleet Manager,
Government or the Marine Superintendent, to be passed on to the MARAD
COTR. Specifications are to be written in a detailed and usable form as
detailed in the **RRF Operations Management Manual.** The Chief Engineer
will coordinate and edit a final repair list that shall embrace all
departments. He/she should especially check housekeeping and quarters
maintenance items. In addition to the repair lists submitted to the
above mentioned, the Chief Engineer is required to maintain a running
record book covering needed repairs. The Deck and Steward\'s Departments
shall submit their repair requirements to the Chief Engineer in writing.
These requirements shall be carefully reviewed so that any work which
can be accomplished by the vessel\'s personnel shall be put in hand.

The Chief Engineer shall cooperate closely with the other two
Departments to affect all repairs which can be accomplished and to
determine the extent of above assistance required, if any. All items
which are beyond the capabilities of the vessel\'s personnel and
facilities are to be discussed with the Master and incorporated in the
vessel\'s repair list. This list must be counter-signed by the Master
and forwarded to either the Fleet Manager, Government or the Marine
Superintendent in a timely manner so that items may be reviewed and
incorporated in the final shipyard repair specifications. Spare parts
needed during the drydocking and overhaul periods are to be ordered,
allowing sufficient time (at least 60 days) for procurement and
delivery.

**b. Engine Department Overtimeb**

The Chief Engineer will be furnished with copies of the working
agreements governing Engineering Officers and Unlicensed Engine
Department Personnel. He/she is responsible for the organization of
personnel and work that will minimize possible overtime without
neglecting the maintenance of machinery or Engine Department spaces.
Therefore, he/she will be responsible for maintaining an accurate record
of overtime used. These records shall be submitted to the Master in a
neat and orderly fashion. It is understood that the Chief Engineer will
do his/her best to settle all differences with respect to working
conditions that govern the licensed Engineers and unlicensed Personnel
in the Engine Department. However, if there are any questions pertaining
to the clarification or application of these working conditions, they
shall be referred to the Master and/or the MTLSM Office for
consideration.

**c. Engine Department Spares and Regulationsc**

The Chief Engineer shall supervise the preparation of the Engine
Department Requisitions and the issuance of engine stores. He/she shall
also regulate the use and consumption of material to assure efficiency,
economy and prevent irregular or wasteful practices.

The Chief Engineer is the Logistics Officer, responsible for PC-SAL as
defined in MARAD\'s Logistics Management Manual (part of the Operations
Management Manual).

The vessel will maintain, on a current basis, a complete inventory of
all Engine Department spare parts by utilizing MARAD\'s PC-SAL program,
which lists all shortages and excesses. The MTLSM office, Port Engineer
and/or MARAD Marine Surveyor will request monthly, the Chief Engineer to
submit a download from PC-SAL, which list such shortages and excesses.
All spare parts are to be replaced as soon as consumed by submitting a
requisition describing the part required in detail, including part
number and name plate data of the parent equipment and updating PC-SAL.
Spare parts are an essential part of the vessel\'s equipment. They must
be kept in a fit condition and ready for immediate use at all times;
consequently, they must be properly preserved, stowed and labeled. (See
Chapter 5 of Section A, Purchasing and Requisitions and MARAD\'s
Logistics Management Manual {part of the RRF Operations Management
Manual} for detailed procedures).

**d. Relieving Procedured**

Upon joining the vessel and before taking over, the relieving and
departing Chief Engineers shall make a thorough joint inspection of the
Engine Department, its machinery, and its equipment. The relieving Chief
Engineer must review the status of the maintenance and inspection
schedules as well as the status of any automation systems. In addition
to the above, the relieving Chief Engineer is responsible to see that a
spot inventory of Engine Department stores and equipment is made and
verified against the inventory lists (PC-SAL) maintained on the vessel.
During the inspection, he/she shall be familiar with the main and
auxiliary engines, boiler conditions, and repairs required or recently
completed.

Particular attention should be given to daily fuel consumption, water
consumption, lube oil, and quantities on hand. Any discrepancies in
actual quantities and quantities shown in the vessel\'s records or any
problems concerning the state of repair of operability of machinery
should be noted in a letter report to the attention of the Marine
Superintendent, with a copy to the Master for his/her files. The new
Chief Engineer shall quickly familiarize himself/herself with the
assistant Engineers so that he/she may be fully informed of their
capabilities.

**e. Oil and Air Pollutione**

All world ports prohibit the discharge or escape of oil and water
containing oil, from any vessel into harbor or coastal waters. In
accordance with various international and domestic Oil Pollution
Conventions, any person or persons found guilty of violating the law may
be punished by fine and/or imprisonment for each offense. The Chief
Engineer can be held accountable for any fines resulting from bunker
spills or pumping dirty bilge water in port areas. See **subsection j**
for more information on **bunkers.**

**f. Engine Log Bookf**

The Chief Engineer shall be responsible for the proper preparation of
the Engine Log Book which provides for the entry of all pertinent data
relating to machinery operation. The log shall be signed by the Engineer
on watch and the Chief Engineer. Every entry shall be accurate and
complete in all respects. The log will be retained aboard the vessel and
a copy will be forwarded to the Operations Department on a monthly
basis.

**g. Engine Bell Bookg**

The Engine Bell Book shall contain an accurate record of Engine
telegraph orders from the bridge and should be retained as a permanent
record onboard the vessel. No erasures are to be made. Erroneous entries
are to be neatly crossed out with a single line and initialed by the
person making the correction. It is particularly important that the
Engine Room clock be synchronized with the bridge prior to the use of
Bells on each occasion. Prompt response to all orders from the bridge is
required of all Engineers on watch.

**h. Maintenance Recordsh**

The Chief Engineer is responsible for keeping the maintenance control
system (MARTS) records up to date. This includes but is not limited to
machinery history records, planned maintenance, deficiency tracking, and
regulatory body/certificates tracking. MARTS usage is defined in
MARAD\'s Operations Management Manual (OMM). Specifically, the Chief
Engineer is responsible for the monthly downloading (on the 20th day of
each month) of MARTS data to floppy diskettes and submission of same to
the Marine Superintendent.

**i. Reports and Formsi**

Various reports and forms should be forwarded quarterly, or as otherwise
instructed on the forms, to the MTLSM office. These forms include, but
are not limited to:

\(a\) Main Condenser Report

\(b\) Boiler Voyage Report

\(c\) Ice Box Temperature Reports

\(d\) CAPAC System Log

\(e\) Ballast Tank Report

\(f\) Piston ring condition^\*^

\(g\) Engine operating hours^\*^

\(h\) Hours since last engine overhaul^\*^

\(i\) Machinery Reports^\*^.

^\*^Required for diesel vessels only

**j. Bunkersj**

Estimating the fuel oil requirements and a safety margin for the vessel
for a contemplated voyage is the responsibility of the Chief Engineer.
As for the fuel requirements, the quantity must be appropriate for the
forthcoming voyage while also containing a safety factor of not less
than 25% of the last leg of the voyage. The reserve fuel is **NEVER** to
be less than two days consumption at sea speed.

When the remaining fuel oil is getting low, it should be accumulated in
one bunker tank or one settling tank, so as to save the maximum quantity
available for use. (The available safe margin means the oil which can be
used.

The Chief Engineer will personally supervise the taking of fuel and must
ensure the vessel is getting the full quantity ordered. No fuel is to be
ordered aboard without the Master\'s sanction, and, if possible, it
should be tested before being accepted. It is the responsibility of the
Chief Engineer to witness and confirm the gauging of a bunker barge at
commencement and completion of bunker operations or meter readings in
the case of a pipeline delivery. Refusal on the part of the supplier to
allow the Chief Engineer access to this information must be duly noted
on the bunker receipt.

The Chief Engineer shall obtain from the fuel oil supplier, the
necessary copies of the receipt submitted by the supplier. Supplier
should provide statement of key physical properties of fuel. Any
appreciable discrepancy between quantity shown on the receipt, and that
determined by ship\'s gauges, shall be explained by the covering letter.

The low bunker suction will be used at all times. If, for any reason,
the low suction cannot be used, the situation should be corrected or, if
not possible to correct without assistance, the MTLSM office must be
notified immediately. So-called \"sleeve oil\" is not to be kept. All
reports concerning the amount of fuel on board shall be accurate.

When bunker fuel is being loaded, transferred over deck, or discharged,
safe practices are to be observed and all scuppers shall be plugged to
prevent any spilled oil from escaping overboard. A Declaration of
Inspection must be completed for bunkers being loaded or discharged,
regardless of the type of receiving/pumping facility. In the event of
bunker spillage, the Master must be notified and the Chief Engineer must
make appropriate entries in the **Oil Record Book.** Most port areas
have legislation against air pollution. While the vessel is in port, the
boilers and engines are to be operated to minimize smoke exhaust.

**k. Vessel Casualtiesk**

The Chief Engineer shall, jointly with the Master, periodically review
the **Incident Reporting** section of this manual to thoroughly
familiarize himself/herself with the reports and actions required in the
event of vessel casualties, such as machinery failures, damages, fire
and other accidents. It is imperative that the Chief Engineer be
thoroughly familiar with the proper format of procedures for a vessel
casualty; this familiarity shall ensure that he/she will be prepared to
give his/her full cooperation and assistance in the matter, which is so
vital for the protection of the vessel\'s interest.

**l. Maneuvering of Enginesl**

During the docking and undocking of the vessel as well as when
transitting confined channels, the Chief Engineer must be in and about
the engine room to ascertain that:

\(a\) Engine speeds are as required by the Master

\(b\) All signals from bridge are correctly executed

\(c\) Steering gear is functioning properly.

Prior to undocking of the vessel and the answering of the \"stand-by\"
signal on the engine order telegraph, the Chief Engineer must examine
the steering gear and other machinery to determine that this gear will
operate satisfactorily during all maneuvering operations. A suitable log
entry shall be entered in the engineer\'s log of all tests, as required
by law.

**m. Discharging Cargom**

The discharging of cargo is under the direct supervision of the Chief
Mate. However, in case difficulty is encountered, in any component of
the cargo system (including but not limited to the ventilation
fans/motors, stern ramp, internal ramps, hydraulic doors, etc.), the
Chief Engineer will cooperate to the extent necessary for a prompt and
complete discharge of cargo. The Chief Engineer, being familiar and
experienced with the mechanical failures that may be encountered in
aforementioned items, is in a position to assist and advise in any
emergency during this vital operation.

**n. Physical Demandsn**

The majority of the work is accomplished aboard vessel and in an
enclosed engine room area. Must be sufficiently mobile to enter engine
spaces via vertical ladders in potentially rough sea states. Must be
able to work with hand and power tools to make adjustments and repairs
to machinery. Must pass U.S. Coast Guard physical exam including red,
green, blue and yellow color test and have vision correctable to 20/50.
Must be able to pass Coast Guard hearing test standards. Must be able to
lift objects up to 40 pounds and carry objects up to 30 pounds. Must be
able to wear protective survivability gear. Must have stamina to deal
with stressful operational conditions in a noisy (85-130 dB), hot and
humid (90-120 ^o^F / 65-85% humidity) environment or on occasion,
extremely long hours. Must be able to withstand rough sea conditions for
long periods of time.

**o. Work Environmento**

The work involves risks and discomforts of working in an enclosed,
poorly ventilated area with potentially extreme temperatures created by
operating machinery to support steam or diesel power plants. Work areas
have a high noise level. Potential is present for incurring severe burns
from steam, contact with hot machinery or hot liquids, including oil
products. There is inherent danger presented by rotational equipment,
its shafting and appendages. Danger of vessel explosions is common to
tank vessels , but also the danger of contact with carcinogenic liquids.
Although work day is generally eight hours, much longer duty hours may
come at any time.

**Typical Conditions:**

85-130 dB Noise

90-120 ^o^F Heat

65-85% Humidity

Sea States: All Beaufort Scales

**2. First Assistant Engineer2**

The First Assistant Engineer is responsible to the Chief Engineer for
the administration and supervision of the Engine Department. He/she
shall perform his duties as directed by the Chief Engineer. The Second
and Third Assistant Engineers shall report to the first assistant
engineer, who shall assign them to duties, both at sea and in port. They
shall consider his orders as binding as though emanating from the Chief
Engineer.

Upon joining vessel, and before taking over, the relieving First
Assistant Engineer shall report to the Chief Engineer. Then, jointly
with the First Assistant Engineer being relieved, he/she shall make a
thorough inspection of the Engine Department, its machinery, and its
equipment. After completing this inspection, he/she shall report to the
Chief Engineer, state his/her findings and obtain further instructions.

It is the Company\'s desire that continuity of officers and crew be
maintained as much as practical. The First Engineer should encourage all
officers to not only know their own duties but also those of the officer
above them.

As part of his/her responsibility as a supervisor of the unlicensed
personnel, you have the responsibility for dealing with disputes or
grievances raised by seamen whom you supervise. Under the provisions of
the NMU Agreement, a seaman who has a grievance is directed to present
that complaint to his immediate supervisor. You should attempt to
resolve such grievances directly consistent with the needs of the
vessel\'s operation and NMU contract.

In the event any questions arises with respect to the merits of the
grievance or in the event the First A/E has a question with respect to
the appropriate interpretation of the NMU Agreement, he/she should
consult with the head of the department or, if necessary, the Master.

It is also his/her responsibility to correct any seaman who acts
improperly and to assure that any misconduct or improper action is not
repeated. In the event you feel that disciplinary action is appropriate,
you should recommend such action to your department head and, if
necessary, to the Master.

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an
enclosed engine room area. Must be sufficiently mobile to enter engine
spaces via vertical ladders in potentially rough sea states. Must be
able to work with hand and power tools to make adjustments and repairs
to machinery. Must pass U.S. Coast Guard physical exam including red,
green, blue and yellow color test and have vision correctable to 20/50.
Must be able to pass Coast Guard hearing test standards. Must be able to
lift objects up to 40 pounds and carry objects up to 30 pounds. Must be
able to wear protective survivability gear. Must have stamina to deal
with stressful operational conditions in a noisy (85-130 dB), hot and
humid (90-120 ^o^F / 65-85% humidity) environment or on occasion,
extremely long hours. Must be able to withstand rough sea conditions for
long periods of time.

**b. Work Environmentb**

The work involves risks and discomforts of working in an enclosed,
poorly ventilated area with potentially extreme temperatures created by
operating machinery to support steam or diesel power plants. Work areas
have a high noise level. Potential is present for incurring severe burns
from steam, contact with hot machinery or hot liquids, including oil
products. There is inherent danger presented by rotational equipment,
its shafting and appendages. Danger of vessel explosions is common to
tank vessels , but also the danger of contact with carcinogenic liquids.
Although work day is generally eight hours, much longer duty hours may
come at any time.

**Typical Conditions:**

85-130 dB Noise

90-120 ^o^F Heat

65-85% Humidity

Sea States: All Beaufort Scales

**3. Second and Third Assistant Engineers3**

The Second and Third Assistant Engineers shall report to the First
Assistant Engineer. He/she will assign them to duties, both at sea and
in port. They shall consider his/her orders as effective and binding as
though emanating from the Chief Engineer. Upon joining the vessel,
relieving Assistant Engineers shall report to the Chief Engineer, or, in
his/her absence, to the First Assistant Engineer. They shall then
familiarize themselves with the Engine Department, its machinery, and
its equipment.

It is the Company\'s desire that continuity of officers and crew be
maintained as far as practical. All Engineering Officers should not only
know their own duties but also those of the officer above them.

As part of his/her responsibility as a supervisor of the unlicensed
personnel, he/she has the responsibility for dealing with disputes or
grievances raised by seamen whom he/she supervise. Under the provisions
of the NMU Agreement, a seaman who has a grievance is directed to
present that complaint to his immediate supervisor. The Second or Third
A/E should attempt to resolve such grievances directly consistent with
the needs of the vessel\'s operation and NMU contract.

In the event any questions should arise with respect to the merits of
the grievance or in the event the Second or Third A/E has a question
with respect to the appropriate interpretation of the NMU Agreement,
he/she should consult with the head of the department or, if necessary,
the Master.

It is also his/her responsibility to correct any seaman who acts
improperly and to assure that any misconduct or improper action is not
repeated. In the event the Second or Third A/E feels that disciplinary
action is appropriate, he/she should recommend such action to the
department head and, if necessary, to the Master.

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an
enclosed engine room area. Must be sufficiently mobile to enter engine
spaces via vertical ladders in potentially rough sea states. Must be
able to work with hand and power tools to make adjustments and repairs
to machinery. Must pass U.S. Coast Guard physical exam including red,
green, blue and yellow color test and have vision correctable to 20/50.
Must be able to pass Coast Guard hearing test standards. Must be able to
lift objects up to 40 pounds and carry objects up to 30 pounds. Must be
able to wear protective survivability gear. Must have stamina to deal
with stressful operational conditions in a noisy (85-130 dB), hot and
humid (90-120 ^o^F / 65-85% humidity) environment or on occasion,
extremely long hours. Must be able to withstand rough sea conditions for
long periods of time.

**b. Work Environmentb**

The work involves risks and discomforts of working in an enclosed,
poorly ventilated area with potentially extreme temperatures created by
operating machinery to support steam or diesel power plants. Work areas
have a high noise level. Potential is present for incurring severe burns
from steam, contact with hot machinery or hot liquids, including oil
products. There is inherent danger presented by rotational equipment,
its shafting and appendages. Danger of vessel explosions is common to
tank vessels , but also the danger of contact with carcinogenic liquids.
Although work day is generally eight hours, much longer duty hours may
come at any time.

**Typical Conditions:**

85-130 dB Noise

90-120 ^o^F Heat

65-85% Humidity

Sea States: All Beaufort Scales

**4. Engineer on Watch ─ Underway4**

The Engineer on Watch is in full charge of the watch and, as such, has
full authority over all personnel in the Engine Department, except when
relieved by a superior Engineering Officer. He/she is responsible to the
Chief Engineer for the safe, efficient, and economical operation of all
machinery and equipment as well as for the safety of the personnel.

**a. Pumping of Bilgesa**

The Engineer on watch shall keep a constant watch to ensure that oily
bilges or slops are not pumped overboard in violation of the **Oil
Pollution Act**, local regulations, and/or these operating procedures.

**b. Water Testsb**

Boiler feed water and engine cooling system water shall be tested at
least once during each day. The results of these tests shall be entered
in the applicable log sheets. Tests shall be conducted by the Engineer
on Watch and any abnormal conditions shall be immediately reported to
the Chief Engineer.

**c. Control Platformc**

The Engineer on Watch shall remain in the vicinity or level of the
control platform except when making rounds in accordance with the
**Inspections** section below. During these rounds he/she shall station
a qualified man to stay in his/her place if available. If no person is
available (i.e., one man engine room), he/she may leave the platform for
short periods for the necessary performance of his/her engineering
duties only if he/she satisfies himself/herself that it is safe to do
so. This includes advising the bridge of his/her proposed absence, and
in turn, being advised that conditions are such that it is safe to
leave.

**d. Engine Room Bell Bookd**

A record of all bells from the bridge shall be kept in an Engine Room
**Bell Record Book.** The Bell Book shall be signed by the Engineer on
Watch before being relieved. If the Oiler/Engineman keeps the Bell Book,
he/she shall also sign before being relieved, along with the Engineer on
Watch.

**e. Notifying Chief Engineere**

The Engineer on Watch shall immediately advise the Chief Engineer of any
indication of improper operation of the plant and/or any unusual
conditions. Immediate steps shall be taken to isolate or prevent damage
if trouble occurs.

**f. Inspectionsf**

For safe and efficient operations, the Engineer on Watch shall make
frequent inspections of the machinery spaces, machinery, and equipment.
The relieving Engineer shall inspect all operating main and auxiliary
machinery including the steering engine before coming on watch. The
Oiler/Engineman shall be required to inspect the steering engine once
each hour, or more frequently, if necessary.

**g. Leaving Machinery Spacesg**

The Engineer on Watch shall NOT LEAVE the machinery spaces when underway
unless properly relieved.

**h. Engine Log Book Entriesh**

The Engineer on Watch shall make the required entries in the Engineer\'s
Log Book during the watch, and shall sign it after being relieved and
before leaving the engine room.

**i. Relieving Engine Room Watchi**

When relieving the Engineer on Watch, the relieving Engineer shall
review the Log Book. He/she shall obtain from the departing Engineer all
details concerning the operation of the plant. This report shall include
any abnormal conditions encountered or repairs made during the preceding
watch and any special orders from the Chief Engineer.

**j. Chief Engineer\'s Standing Ordersj**

In addition to the above stated policy and procedures, the Engineer on
Watch will adhere to any additional duties as stated in the Chief
Engineer\'s Standing Orders. These orders are generated by the C/E and
pertain solely to that particular vessel\'s Engine Room operations.

**5. Engineer on Watch - In Port5**

The responsibilities, duties and authority of the Engineer on Watch,
while in port, are the same as at sea. He/she shall comply with all the
requirements of the **Section 4, Engineer on Watch - Underway.**

The Engineer on Watch shall not leave a vessel while the aux. boiler is
steaming or other machinery is operating, or at any other time when
required to be aboard, without being properly relieved.

**B. RADIO OFFICER/RADIO ELECTRONICS OFFICER DUTIESB**

Radio Officer shall be in charge of transmitting and receiving the
ship\'s radio communications in accordance with the regulations of the
International Convention for the Safety of Life at Sea and/or the
Federal Communications Commission. The Master must approve all messages
and abstracts are to be kept confidential. The Radio Officer shall not
divulge such information except to the Master, Owner or Agent, or the
vessel\'s radio service company.

The duties of the Radio Officer/Radio Electronics Officer include
operation, maintenance and repair of any device which receives or
transmits signals, writing, images, sound or intelligence of any nature
by radio and/or electronic communications to or from a point external to
the vessel. This includes but is not limited to bridge navigation or
bridge to bridge communications equipment (radio transmitters and
receivers), such as:

\(a\) radio-telephone

\(b\) radio-facsimile

\(c\) radio-teletype

\(d\) radar, loran, sonar

\(e\) electronic depth sounders

\(f\) radio direction finders

\(g\) radio navigation devices

\(h\) satellite communications

\(i\) communications computers

\(j\) electronic navigation computers

**THE RADIO OPERATOR SHALL BE RESPONSIBLE FOR COMPLIANCE WITH** the
following:

\(a\) International and national regulations.

\(b\) Only persons duly authorized shall be admitted to the Radio Room.

\(c\) Urgent or distress messages received shall be immediately
transmitted to the Master.

\(d\) During cargo operations no transmissions shall be allowed without
permission of the senior deck officer.

\(e\) He shall stand the required 8 hour watches to be designated by the
Master.

\(f\) Perform general maintenance of all radio equipment, including auto
alarm, batteries and direction finder.

\(g\) Radio repair and supply requisitions.

\(h\) Radio records and logs required.

\(i\) Inform the Master immediately when failure of any radio equipment
occurs.

\(j\) Monthly up to date inventory of tools and spares or other radio
room equipment.

**1. Physical Demands1**

The majority of the work is accomplished aboard vessel and in an radio
room, office or pilot house area. Position requires the ability to climb
vertical ladders and walk through the ship when rough weather conditions
cause extreme motion. Must pass the U.S. Coast Guard physical exam
including hearing, color blind test, and have vision correctable to
20/40. Must be able to wear emergency gear. Must have stamina to deal
with a stressful environment or on occasion, extremely long duty hours.

**2. Work Environment2**

The work involves risks and discomforts of working in an area open to
the elements as well as enclosed, poorly ventilated areas with
potentially extreme temperatures created by ventilated areas with
potentially extreme temperatures created by operating machinery to
support steam or diesel power plants. Work areas may have high noise
levels. Cargo will usually have hazardous chemical properties which are
also highly flammable. Although the work day is generally eight hours,
much longer duty hours may be required, and notification of problems may
come at any time, which would add additional time.

**IV. OUTLINE OF UNLICENSED CREWMEMBERS DUTIESIV**

**A. DECK DEPARTMENT - UNLICENSEDA**

**1. Bosun1**

The Bosun is in charge of the Unlicensed Deck Department. The Bosun
supervises Able Seamen and Deckhands engaged in cleaning decks and
lifeboats; chipping, scraping, wire brushing and painting decks, sides
and superstructures. Examines cargo-handling gear and lifesaving
equipment, and supervises the crew engaged in repairing or replacing
defective gear and equipment.

The Bosun\'s job is very demanding from a fatigue perspective. During
cargo operations, docking, undocking, shifting, etc. the Bosun will
often be working continuously, which bay be for periods in excess of 24
hours.

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an open
deck and cargo holds. Position requires the ability to climb vertical
ladders/stairs and walk through the ship when rough weather conditions
cause extreme motion. The bosun must also be able to crawl over and
under cargo in the cargo spaces. Traversing the cargo spaces is often in
reduced/restricted lighting. In addition, postures required to perform
maintenance jobs include: bending, above shoulder or overhead work,
kneeling or squatting, and lying on back or stomach. Must pass the U.S.
Coast Guard physical exam including hearing, color blind test, and have
vision correctable to 20/40. Must be able to wear emergency gear. Must
have stamina to deal with a stressful environment or on occasion,
extremely long duty hours.

**b. Work Environmentb**

The work involves risks and discomforts of working in an area open to
the elements as well as enclosed, poorly ventilated areas with
potentially extreme temperatures created by ventilated areas with
potentially extreme temperatures created by operating machinery to
support steam or diesel power plants. Work areas may have high noise
levels. Cargo will usually have hazardous chemical properties which are
also highly flammable. Working with spray painting equipment may
necessitate the wearing of breathing apparatus. Although the work day is
generally eight hours, much longer duty hours may be required, and
notification of problems may come at any time, which would add
additional time.

**2. Able Seaman2**

The Able Seaman is a watchstander and required to stand two 4 hour
watches per day. He performs the following tasks on board ship to
maneuver vessel, look for obstructions, and maintain equipment and
structures: Stand watch on wing of bridge, bow, or in wheelhouse; turn
wheel on bridge or use other apparatus to steer vessel as directed by
the Mate on Watch; break out, rig, overhaul, and stow cargo-handling
gear, stationary rigging and running gear; will take lines from
tugboats, throw heaving lines to the dock, pull aboard mooring lines,
and operate mechanical winches; overhaul lifeboats and lifeboat gear,
and lower or raise lifeboats with winches or falls; paint and chip on
deck and superstructure of vessel. May also be to operate cargo
equipment, climb up to cargo cranes, or to physically handle cargo for
loading or discharge.

The Able Seaman is usually a watchstander and his job cam be very
demanding from a fatigue perspective. During cargo operations, docking,
undocking, shifting, etc. the Able Seaman will often be working
continuously, which may be for periods in excess of 24 hours.

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an open
deck and cargo holds. Position requires the ability to climb vertical
ladders/stairs and walk through the ship when rough weather conditions
cause extreme motion. The Able Seaman must also be able to crawl over
and under cargo in the cargo spaces. Traversing the cargo spaces is
often in reduced/restricted lighting. In addition, postures required to
perform maintenance jobs include: bending, above shoulder or overhead
work, kneeling or squatting, and lying on back or stomach. Must pass the
U.S. Coast Guard physical exam including hearing, color blind test, and
have vision correctable to 20/40. Must be able to wear emergency gear.
Must have stamina to deal with a stressful environment or on occasion,
extremely long duty hours.

**b. Work Environmentb**

The work involves risks and discomforts of working in an area open to
the elements as well as enclosed, poorly ventilated areas with
potentially extreme temperatures created by ventilated areas with
potentially extreme temperatures created by operating machinery to
support steam or diesel power plants. Work areas may have high noise
levels. Cargo will usually have hazardous chemical properties which are
also highly flammable. Working with spray painting equipment may
necessitate the wearing of breathing apparatus. Although the work day is
generally eight hours, much longer duty hours may be required, and
notification of problems may come at any time, which would add
additional time.

**3. GVA - General Vessel Assistant3**

The GVA or Ship\'s Utility is classified as a day worker. When the GVA
is utilized in the Deck Department, he/she performs work normally
assigned to an Ordinary Seaman. These duties include deck maintenance
such as washing paint work and chipping, scraping, painting and
scrubbing decks; assists Able Seaman; stand lookout; and may be required
to stand a bridge watch. When the GVA is utilized in the Engine
Department, he/she performs the work normally assigned to the Wiper.
These duties include general cleaning and other duties as assigned in
the machinery spaces. When the GVA is utilized in the Steward
Department, he/she performs the work normally assigned to the Steward
Utility. These duties include cleaning the galley, rooms, passageways,
mess areas and storerooms

**a. Physical Demandsa**

The physical demands of this position are the composite physical demands
of the Able Seaman, Wiper, and Steward Utility.

**b. Work Environmentb**

The work environment of this position is the composite work environments
of the Able Seaman, Wiper, and Steward Utility.

**B. ENGINE DEPARTMENT - UNLICENSEDB**

**1. Oiler1**

The Oiler is generally a watchstander in the Engine Department and
required to stand two 4 hour watches per day. He/she performs the
following tasks on board diesel vessels: make regular rounds on main
engines and auxiliaries, pump bilges, clean strainers and centrifuges,
watch oil temperatures and pressures. If required they shall drain oil
for piston oil tanks and pump water up for gravity.

Oilers are usually watchstanders and this job cam be very demanding from
a fatigue perspective. During major repair periods, the Oilers may be
working continuously for periods in excess of 24 hours.

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an
enclosed engine room area. Must be sufficiently mobile to enter engine
spaces via vertical ladders in potentially rough sea states. Must be
able to pass Coast Guard hearing test standards. Must be able to lift
objects up to 40 pounds and carry objects up to 30 pounds. Must be able
to wear protective survivability gear. Must have stamina to deal with
stressful operational conditions in a noisy (85-130 dB), hot and humid
(90-120 ^o^F / 65-85% humidity) environment or on occasion, extremely
long hours. Must be able to withstand rough sea conditions for long
periods of time.

**b. Work Environmentb**

The work involves risks and discomforts of working in an enclosed,
poorly ventilated area with potentially extreme temperatures created by
operating machinery to support steam or diesel power plants. Work areas
have a high noise level. Potential is present for incurring severe burns
from steam, contact with hot machinery or hot liquids, including oil
products. There is inherent danger presented by rotational equipment,
its shafting and appendages. Danger of vessel explosions is common to
tank vessels , but also the danger of contact with carcinogenic liquids.
Although work day is generally eight hours, much longer duty hours may
come at any time.

**Typical Conditions:**

85-130 dB Noise

90-120 ^o^F Heat

65-85% Humidity

Sea States: All Beaufort Scales

**2. Electrician2**

The Electrician is usually a dayworker. He/She does all electrical work,
including oiling and greasing the mechanical parts of the elevators,
cargo winches and electrical conveyors. The Electrician also does all
work necessary to keep the electric cargo handling machinery in
operation. The Electrician is required to maintain the inside of the
motors, generators, panel boxes, fans and faces of switch panels. He/She
also maintains cargo and cluster lights and do all the sweeping and
cleaning in resistor and fan rooms. He/She also keep Megger readings of
electrical equipment, and may be required to rewind coils or armatures.

The Electrician is a dayworker and his job can be very demanding from a
fatigue perspective. During cargo operations the Electrician may be
working for periods in excess of 24 hours.

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an
enclosed engine room area and in the cargo holds. Must be sufficiently
mobile to enter engine spaces via vertical ladders in potentially rough
sea states. Must be able to lift objects up to 40 pounds and carry
objects up to 30 pounds. Must be able to wear protective survivability
gear. Must have stamina to deal with stressful operational conditions in
a noisy (85-130 dB), hot and humid (90-120 ^o^F / 65-85% humidity)
environment or on occasion, extremely long hours. Must be able to
withstand rough sea conditions for long periods of time.

**b. Work Environmentb**

The work involves risks and discomforts of working in an enclosed,
poorly ventilated area with potentially extreme temperatures created by
operating machinery to support steam or diesel power plants. Work areas
have a high noise level. Potential is present for incurring severe burns
from steam, contact with hot machinery or hot liquids, including oil
products. There is inherent danger presented by rotational equipment,
its shafting and appendages. Danger of vessel explosions is common to
tank vessels , but also the danger of contact with carcinogenic liquids.
Although work day is generally eight hours, much longer duty hours may
come at any time.

**Typical Conditions:**

85-130 dB Noise

90-120 ^o^F Heat

65-85% Humidity

Sea States: All Beaufort Scales

**3. Wiper3**

The Wiper is a dayworker, with a routine duty of general cleaning,
including oil spills on deck, painting, cleaning paint, wirebrushing,
chipping scaling, sougeeing, polishing work in the Engine Department
including the resistor houses and fanrooms, cleaning and painting
steering engine and steering bed, and taking on engine stores. When the
ship\'s personnel handle connections while taking fuel and water, the
Wiper shall assist. The Wiper also is assigned to clean the quarters and
toilets of the Unlicensed Engine Department. They may be required to
assist in any repair work, but shall not perform repair work on their
own.

The Wiper is a dayworker and his job can be very demanding from a
fatigue perspective during repair periods.

**a. Physical Demandsa**

The majority of the work is accomplished aboard vessel and in an
enclosed engine room area. Must be sufficiently mobile to enter engine
spaces via vertical ladders in potentially rough sea states. Must be
able to lift objects up to 40 pounds and carry objects up to 30 pounds.
Must be able to wear protective survivability gear. Must have stamina to
deal with stressful operational conditions in a noisy (85-130 dB), hot
and humid (90-120 ^o^F / 65-85% humidity) environment or on occasion,
extremely long hours. Must be able to withstand rough sea conditions for
long periods of time.

**b. Work Environmentb**

The work involves risks and discomforts of working in an enclosed,
poorly ventilated area with potentially extreme temperatures created by
operating machinery to support steam or diesel power plants. Work areas
have a high noise level. Potential is present for incurring severe burns
from steam, contact with hot machinery or hot liquids, including oil
products. There is inherent danger presented by rotational equipment,
its shafting and appendages. Danger of vessel explosions is common to
tank vessels , but also the danger of contact with carcinogenic liquids.
Although work day is generally eight hours, much longer duty hours may
come at any time.

**Typical Conditions:**

85-130 dB Noise

90-120 ^o^F Heat

65-85% Humidity

Sea States: All Beaufort Scales

**C. STEWARD DEPARTMENTC**

**1. Steward1**

The Steward is responsible for the following:

\(a\) In charge of the Steward Department including the cooking and
serving of meals and preparation of menus

\(b\) Responsible for the galley and its operation, as well as in charge
of all personnel in his department

\(c\) Requisition, receiving, checking, issuing and proper care of all
subsistence, sundry stores and expendable equipment

\(d\) Keeping all necessary records pertaining to the Steward Department
including the taking of inventories and refrigerated storage space
temperatures

\(e\) Authorizing and keeping record of all overtime in the Steward
Department -the Steward/Cook shall not work overtime for himself/herself
or any other person in the department without first obtaining authority
from the Master

\(f\) Responsible for the upkeep and cleanliness of refrigerated storage
spaces, storerooms, linen lockers, messrooms, galley pantry and all
quarters under his jurisdiction

\(g\) Keep record of all extra meals served.

**a. Physical Demandsa**

The Steward is expected to be able to work long hours. Walking, climbing
ladders/stairs, and standing for extended periods is required. The
movement of the floor is continuous at sea. Postures required to perform
routine duties include: bending and extensive standing, and reaching.
The Steward is often required to perform physical labor, and to lift,
carry and move food stores between the storerooms and the galley.

**b. Work Environmentb**

The Steward may be exposed to heat while working in the galley and cold
working in refrigerated or chill boxes. Participation in firefighting
operations may necessitate the wearing of breathing apparatus, as would
the wearing of a mask while fumigating with pesticides.

**2. Chief Cook2**

The Chief Cook is in charge of the galley and supervises and coordinates
activities of kitchen personnel. The Chief Cook determines the time and
sequence of cooking operations to meet the meal-serving hours. He/She
shall do the butchering, cook roasts, soups, gravies and sauces, direct
the preparation and serving of all food including the night lunches, and
assist the Steward in the preparation of the menus as required. Under
the supervision of the Steward, he/she shall receive stores when
necessary and assist in the proper stowage of same. The Chief Cook will
assist in taking inventory of galley stores and galley equipment, and
report to the Steward any repairs/replacements which might be needed. He
is responsible for the general cleanliness of the galley and equipment,
and will keep the meat box in an orderly condition.

**a. Physical Demandsa**

The Chief Cook is expected to be able to work long hours. Walking,
climbing ladders/stairs, and standing for extended periods is required.
The movement of the floor is continuous at sea. Postures required to
perform routine duties include: bending and extensive standing, and
reaching. The Chief Cook is often required to perform physical labor,
and to lift, carry and move food stores between the storerooms and the
galley.

**b. Work Environmentb**

The Chief Cook may be exposed to heat while working in the galley and
cold working in refrigerated or chill boxes. Participation in
firefighting operations may necessitate the wearing of breathing
apparatus, as would the wearing of a mask while fumigating with
pesticides.

**3. Steward Utility3**

The Steward Utility works under the direction of the Chief Cook; cleans
the galley and all utensils; peels potatoes and vegetables; cut
perishable vegetables and fruits; keep refrigerated spaces neat and
orderly, cleaning out paper wrapping, crates etc; empty and scrub
garbage pails. He/She will assist the Chief Cook in drawing stores,
including linen, and will clean between deck passageways, outside
refrigerated boxes and stairways leading to the main deck.

The Steward Utility is essentially a dayworker and his job can be
somewhat demanding from a fatigue standpoint.

**a. Physical Demandsa**

The Steward Utility is expected to be able to work long hours. Walking,
climbing ladders/stairs, and standing for extended periods is required.
The movement of the floor is continuous at sea. Postures required to
perform routine duties include: bending and extensive standing, and
reaching. The Steward Utility is often required to perform physical
labor, and to lift, carry and move food stores between the storerooms
and the galley.

**b. Work Environmentb**

The Steward Utility may be exposed to heat while working in the galley
and cold working in refrigerated or chill boxes. Participation in
firefighting operations may necessitate the wearing of breathing
apparatus, as would the wearing of a mask while fumigating with
pesticides.

**V. NAVIGATIONV**

**A. GENERALA**

At all times, the vessel shall be navigated with caution and in
accordance with the principles of good seamanship. This is to include
obtaining and plotting correct position fixes by using whatever means
available at frequent intervals, maintaining a sharp lookout, and
compliance with the applicable Rules of the Road. All closing visual
contacts shall be evaluated, all closing radar contacts shall be plotted
and all traffic given a wide berth. By no means should a maneuver be
executed which would endanger the ship or the crew. Errors will be
determined on a regular basis for the magnetic and gyro compasses and
the Radio Direction finder. Logs will be maintained of these errors. The
gyro course recorder shall be running and properly marked whenever the
vessel is underway or at anchor.

Upon receipt of sailing orders, it shall be determined that all
appropriate charts and publications for the upcoming voyage are on
board, that they are the latest issue published and available, and are
corrected up to date. The largest scale chart suitable for the
transiting area should always be used.

An appropriate voyage plan, based on thorough study of all charts,
publications and other related information for the voyage, shall be
drafted before starting the voyage and adjusted thereafter. Soundings
shall be made of all empty tanks, voids, cofferdams, and spaces at least
daily. The results of these soundings shall be entered in the deck log
book. If weather prevents the taking of soundings, this fact shall be so
logged.

**B. TEST BEFORE ENTERING OR GETTING UNDERWAYB**

Prior to but no more than twelve hours before entering or getting
underway on the navigable waters of the United States, or any other
confined or congested waters, the following equipment shall be tested:

**1.** Steering Gear

**a.** The test procedure shall include, where applicable, the operation
of the following:

\(1\) The main steering gear;

\(2\) The auxiliary steering gear;

\(3\) The remote steering gear control systems;

\(4\) The steering positions located on the navigating bridge;

\(5\) The emergency power supply;

\(6\) The rudder angle indicators in relation to the actual position of
the rudder;

\(7\) The remote steering gear systems power failure alarms; and

**b.** The checks and test shall decide:

\(1\) The full movement of the rudder according to the required
capabilities of the steering gear

\(2\) A visual inspection of the steering gear and its connecting
linkage and

\(3\) The operation of the means of communication between the navigating
bridge and steering gear compartment

**c.** The checks other than equipment:

Simple operating instructions with a block diagram showing the
change‑over procedures for remote steering gear control systems and
steering gear power units shall be permanently displayed on the
navigating bridge and in the steering gear compartment.

**d.** All officers shall be familiar with the operation of the steering
system fitted on the ship and with the procedures for changing from one
system to another.

**2.** All internal vessel control communications and vessel control
alarms.

**3.** Stand‑by or emergency generator, for as long as necessary to show
proper functioning, including steady state temperature and pressure
readings.

**4.** Storage batteries for emergency lighting and power systems in
vessel control and propulsion machinery spaces.

**5.** Main propulsion machinery ahead and astern.

**6.** Radars, ARPA, and all other navigation equipment, signaling
devices, vessel control and communication systems.

**C. NAVIGATION IN CONFINED OR CONGESTED WATERSC**

Prior to entering or getting underway in any confined or congested
waters, all the testing listed in this Section shall be carried out and
suitable log entries shall be made.

While in confined or congested waters, the Master or the person in
charge of the vessel shall ensure that, the propulsion machinery can
respond immediately through its full operational range, the engine room
including the main engine control station is properly manned to operate
the propulsion machinery, and that the anchors are ready and persons
available to rapidly anchor the vessel in the event of an emergency. The
Master or person in charge shall, if it is deemed necessary, station
additional personnel forward, aft, and/or on the bridge. Such persons
shall be assigned specific duties, i.e., lookouts, anchor detail,
navigation detail etc., and have no other duties. If the vessel is to
enter a port, harbor, or river, both anchors shall be walked out to
above the water surface for readiness. If a pilot other than a member of
the vessel\'s crew is employed, he/she shall be advised of the vessels
draft, maneuvering characteristics, any peculiarities of the vessel, and
of any abnormal circumstances on the vessel that may affect its safe
navigation. (see Additional Comments Relative to Pilots). Current and
tidal state shall be taken into account at all times. The vessel\'s
speed shall be restricted as circumstances dictate. The steering system
will be on manual control and manned by a competent helmsman. The VHF
shall be monitored and used in accordance with all international and/or
local requirements. If simultaneous operation of two steering gear power
units is possible, the vessel shall be so operated in confined or
congested waters. Within two hours before entering confined or congested
waters, the steering wheel or lever on the navigating bridge shall be
placed under manual control.

**D. NAVIGATION ON THE HIGH SEASD**

All watches are to be stood in compliance with the Rules of the Road and
in accordance with the principles of good Seamanship.

The ship\'s position is to be ascertained at least once a watch by
whatever means available. Compass errors are to be determined at least
once per watch conditions permitting. It is of special importance that
at all times the Officer of the Watch ensures that an efficient lookout
is maintained. In a vessel with a separate chart room, the Officer of
the Watch may visit this, for a short period for the necessary
performance of his/her navigational duties, but he/she should have
previously satisfied himself/herself that it is safe to do so and
ensured that a good lookout is kept. The Officer of the Watch continues
to be responsible for the safe navigation of the vessel despite the
presence of the Master on the bridge until the Master informs him/her
specifically that he has assumed responsibility.

**E. NAVIGATION IN RESTRICTED VISIBILITYE**

When the vessel is navigating in or near an area of restricted
visibility, it shall have the engines ready for immediate maneuver,
sound the proper signals, have the steering system in manual control and
manned by a competent helmsman. Radar shall be used in all periods of
low visibility. All radar contacts shall be plotted by accepted plotting
methods. Necessary actions shall be taken in conformity with the Rules
of the Road when a moving target is detected by radar alone. VHF shall
be on and monitored to the proper channel during periods of low
visibility. The Master shall see to it that all Deck Watch Officers hold
a Radar Certificate, are familiar with the operation of the ship\'s
radar(s), and are proficient with any ARPA.

**F. SECURING FOR SEA AND HEAVY WEATHERF**

Prior to proceeding on [any]{.underline} voyage, the Master shall ensure
that the vessel and its equipment are properly secured.

**1. CHIEF MATE\'S RESPONSIBILITIES**

The Chief Mate shall ensure that the deck department, its spaces, and
its equipment are in all respects ready for sea. This includes but is
not limited to:

**a.** Ground Tackle: The anchor claws shall be attached and tightened,
riding paws on chain, spill pipe cover inplace or spill pipe cemented,
windlass brake applied.

**b.** Mooring Equipment: Mooring Lines shall be stowed below decks
unless on a voyage of short duration during fair weather. In this latter
case, mooring lines may be left on deck if securely lashed. Mooring
winches shall be secured with any mooring wires on drums properly
covered.

**c.** Scuppers: All scuppers previously plugged for cargo or bunker
operations shall be opened.

**d.** Main Deck Cargo Hatches, Ullage Openings, Manholes, Butterworth
Openings. All such openings shall be kept secured at sea unless opened
for necessary works during fair weather.

**e.** Peak Tanks, Double Bottoms, Voids, Cofferdams, Bosun Lockers,
Chain Lockers. All such spaces shall be secured.

**f.** Gangway, Cargo Gear, and other deck gear. All loose equipment
shall be properly stowed and secured in place.

**g.** All deck department lockers including paint rooms, bosun stores,
etc., shall be kept neat and orderly. All loose equipment shall be
properly stowed to prevent shifting.

**2. STEWARD\'S RESPONSIBILITIES**

The Steward shall ensure that the stewards\' department, its spaces, and
equipment are in all respects ready for sea. This includes but is not
limited to:

**a.** All stores shall be neatly stowed to prevent shifting.

**b.** All spaces shall be checked for loose gear which can come adrift
and all decks shall be kept clean and slip free.

**3. CHIEF ENGINEER\'S RESPONSIBILITIES**

The Chief Engineer shall ensure that the engine department, its spaces,
and equipment are in all respects ready for sea. This includes but is
not limited to:

**a.** All stores, spares, and tools shall be neatly and securely stowed
to prevent shifting.

**b.** All spaces and equipment lockers shall be checked for loose gear
which can come adrift and all floor plates, ladders and engine room
flats shall be kept clean and grease free.

**4. MASTER\'S RESPONSIBILITIES - IN PORT**

The Master shall at all times keep himself closely advised of the
forecasted weather. He/She shall take whatever necessary early positive
actions to prevent weather damages whether in port or at sea. This
includes but is not limited to:

**a.** Obtaining additional weather forecasts as necessary.

**b.** Suspending cargo operations if conditions so warrant.

**c.** Securing all gear for sea, putting out additional fenders and/or
lines, putting engines on stand by, or having additional deck crew
standing by to handle lines.

**d.** If circumstances warrant, the vessel may be forced to vacate its
berth or obtain tug assistance.

**5. MASTER\'S RESPONSIBILITIES - AT SEA**

**a.** Alter course and/or adjust speed to ease vessel motions and/or
stresses and to prevent pounding.

**b.** Rig life lines as necessary, place extra lashings on heavy
equipment and gears, place additional lashings on vessel\'s anchors or
cargo handling equipment, close all watertight doors.

**c.** Amend galley procedures or amend menus to avoid hazards of hot
oils or other liquid spills.

**G. NAVIGATION IN PILOT WATERSG**

The presence of a pilot does not relieve the Master of his/her
responsibility or his/her Officers of their duties and obligations for
the safe navigation of the vessel. In waters covered by compulsory
pilotage laws, the Master shall engage such pilotage but in doing so, he
is in no way relieved of his responsibilities. The Master has, at all
times, full discretion to engage such towage services as he deems
necessary for the safe maneuvering of his vessel on and off berth and in
the confines of ports and in narrow rivers or channels. The Master does,
however, have a duty to avoid incurring unnecessary charges for tug
usage. The authority for tug usage will be the Master of the vessel not
that of any pilot. The use of any tug in no way relieves the Master of
his responsibility for the safe navigation of his vessel. The Master
shall, when engaging the services of any pilotage or towage, satisfy
himself/herself that such services are capable and adequate.

**VI. OIL RECORD BOOKVI**

The Oil Record Book is to be maintained by all ships. Further
instructions are contained in THE POLLUTION PREVENTION MANUAL.

**VII. NAVIGATIONAL EQUIPMENTVII**

All navigational equipment shall be operated, and maintained in
accordance with individual manufacturers\' instructions. Operation and
maintenance records shall be properly kept on board for reference. Any
defects in the operation of the steering gear, echo sounder and
recorder, magnetic compass, gyro compass, gyro recorder, radio direction
finder, radar (s), automatic radar plotting aids, Loran, Decca, or
satellite navigator must be brought to the attention of the Master. It
is the Master\'s responsibility to notify the MTLSM office as soon as
possible.

**A. CHRONOMETERSA**

Every effort shall be made to maintain the accuracy of chronometers.
Mechanical type chronometers shall be wound every day and insofar as
possible, at the same time, and by the same person. Power supply of the
electrical type chronometer shall be checked in accordance with the
manufacturer\'s instruction. Time signals shall be obtained daily at sea
and in port. Mechanical chronometers shall be sent ashore at least every
three years for overhauling and cleaning.

**B. COMPASSES, MAGNETIC AND GYROB**

Frequent azimuths shall be taken to determine the accuracy of the
compasses. Each azimuth shall be entered in the Compass Observation
Book. If in doubt as to compass accuracy, the Master shall swing the
ship before entering dangerous or restricted waters.

When any major steel work is carried out aboard the vessel, the Master
shall request the services of a competent adjuster and have the magnetic
compasses adjusted prior to departure. A current magnetic compass
deviation table or graph shall be posted in the vicinity of the
navigation bridge at all times. The gyro compass repeaters and all its
auxiliary equipment shall be maintained strictly in accordance with
manufacturer\'s instructions.

**C. GYRO COURSE RECORDERC**

The gyro course recorder shall be kept in operation at all times when
the vessel is under way or at anchor, and shall be checked and adjusted,
when necessary, to coincide with ship\'s time or GMT. The Mate on watch,
when relieved, shall make the following notations, when applicable, on
the course recorder chart:

**a.** Date

**b.** Sea and weather

**c.** Noon position or anchorage

**d.** Time of arrival and/or departure from sea buoy

**e.** Signature and watch hours

Expended course recorder rolls shall be retained aboard the vessel for
two (2) years.

**D. RADIO DIRECTION FINDERD**

During the last 90 days prior to the date of expiration of the vessel\'s
Safety Radiotelegraphy Certificate, calibration and accuracy checks by
comparison of simultaneous visual and RDF bearings shall be made and
entered in the vessel\'s log book so they will be available to the Radio
Inspector. As a minimum, at least one bearing should be checked within
10^o^ of each, 45^o^, 135^o^, 225^o^, and 315^o^ with respect to the
ship\'s heading. When carrying out the calibration, proper time and
stations shall be selected to minimize both the night effect and land
effect. All the riggings, metallic guys and other antenna leads shall be
arranged in a condition as close to the ordinary sea passages. All other
antenna circuits, whether transmitting or receiving, shall be kept in
the open circuit condition. Only the latest calibration chart or graph
shall be kept in the navigational bridge, whenever a radio bearing is
taken, all related vessel conditions shall be maintained as close to the
condition existing at the time of last calibration, and a correction
from the latest calibration chart or graph shall be applied to the
observed bearing accordingly.

**E. EMERGENCY STEERING GEARE**

All officers are to be familiar with the method of switching to
emergency steering. Drills will be conducted quarterly and will be
recorded on the Drill and Inspection Checklist.

**VIII. CARGO HANDLINGVIII**

**A. GENERALA**

The Chief Mate is in charge of all cargo operations. While
loading/discharging cargo, the operation will be supervised by a
responsible deck officer, who will instruct the personnel involved in
handling cargo of any possible hazards. National and international
requirements relating to equipment must be complied with.

The Chief Mate will review loading plans and verify that stress, trim
and stability on both departure and arrival conditions are within
permissible limits.

A copy of the approved loading plan will be made available to the
responsible deck officer on watch who will ascertain that loading is
carried out according to plan distribution. The Chief Mate will ensure
that hazardous cargo is identified on the plan and located
appropriately.

Since the ship\'s crew has been assembled to operate and maintain the
vessel, longshoreman functions are beyond its capability.

On arrival in port, the Chief Mate will instruct the bosun of the
intended cargo operations. The bosun together with the available deck
hands will proceed to prepare the ship\'s cargo handling equipment. The
Chief Engineer or his/her delegate will operate the internal and stern
ramps.

Normally procedures will include, but are not limited to the following:

1\. Testing of Equipment:

\- Deck Machinery

\- Stern Ramps, Hold Ramps, Sideports

\- Watertight Doors

\- Lighting

\- Forklift Trucks

\- Locking Gear

2\. Preparation of Equipment:

\- Clearing Deck Areas

\- Rigging Gear

\- Opening Watertight Doors

\- Opening and Covering Stern Ramp

\- Operating Hold Ramps

\- Installing Safety Lines

\- Providing Portable Lighting

3\. Securing of Equipment (End of Cargo Operation)

\- Cleaning Stowage Spaces

\- Removing Portable Lighting

\- Closing Watertight Doors

\- Closing Stern Ramp

\- Removing Safety Lines

\- Securing all Deck Equipment

\- Inspecting all Lashings Prior to the Departure of the Securing Gang

One on-duty deck officer and one unlicensed deck hand will be in
attendance at all times during cargo operations to supervise that cargo
gear is operated safely and to alert the engine department of any
malfunctions.

The on-duty personnel will also take care to keep walkways clear of any
material, and to keep crew members and stevedores away from hatch
covers, warning edges, blocks, and wires.

**B. LOADING PROCEDURES (General)B**

Because of the extent of spaces in question, watertight doors will be
kept closed during navigation except when necessary for working cargo,
in which case they will always be ready to be immediately closed. The
opening and closing of such doors will be recorded in the deck log book.

Cars, trucks, trailers and containers will be adequately and securely
lashed to avoid any movement under anticipated weather conditions.
Special patrols will be carried out at regular intervals through the
voyage to ensure cargo remains secure. The patrol normally will be
conducted by two persons; however, if a single person is to carry it
out, there must be a means of communication with the bridge, and the
person\'s position reported at frequent intervals. The patrol must have
a breathing apparatus available and ready for use.

Special care will be taken to confirm that no person remains in cargo
spaces when they are closed up. Only authorized personnel should be
permitted to enter during a voyage.

Maximum thorough ventilation is to be maintained at all times when
vehicle engines are operating within the space. When there is doubt of
the quality of atmosphere, tests will be carried out to ensure the
maintenance of 21 percent (21%) oxygen with a carbon monoxide content
below the acceptable maximum. Where fitted, equipment for the detection
of carbon monoxide and hydrocarbon vapor will be maintained in good
working order. At least one combustible gas detecting instrument is to
be carried.

Any spill of oil or fuel from vehicles will be cleaned immediately. If
the presence of flammable vapor is detected, all electrical circuits and
equipment that are not intrinsically safe must be secured from a
position outside the space. Persons will not be allowed into the space
until the vapor has been effectively dispersed.

Equipment which may constitute a source of ignition of flammable vapors
is not permitted.

The Chief Mate will request that any movement of vehicles be directed by
a competent person, who will ensure that necessary movements are not apt
to endanger any person or equipment within the cargo spaces. Special
attention will be paid to prevent blockage of: access trunks, manhole
covers, and watertight doors; or emergency or fire stations by vehicles.
The Chief Mate will instruct the stevedore to leave adequate space near
the hydraulic controls for the watertight doors.

When disembarking vehicles, drivers will be forbidden to start engines
until all is clear for the vehicles in question to move off. Warning
notices to this effect will be posted at the entrance to and within any
vehicle spaces.

Particular attention will be paid to any vehicles, unit load or truck
carrying dangerous goods. The particular goods carried and full safety
information should be specified on the relevant transit document, and
care must be taken to ensure proper separation from other vehicles.
Carriage of such cargoes must be in accordance with IMDG code and such
other national and international regulations.

**C. SHIP\'S LOADING MANUALC**

Loading, offloading, and receiving operations of wheeled vehicles will
be done in accordance with the ship\'s *Loading Manual* located in the
Chief Mate\'s office. Detailed instructions to operate the stern ramp,
side doors, watertight doors, and deck machinery are described in
referenced manual.

**D. DESCRIPTION OF STERN RAMPD**

The stern ramp consists of two side girders with a drive-way in between
and is attached to the hull with hinges. The length of the side girders
is approximately 42.0 m. The part of the drive-way which is close to the
vessel is stiffly attached to the side girders. The drive-way
(Section 1) has a length about 29.5 m. Free width is 12 meters. The
second part of the drive-way consist of two sections, one about 14.4 m.
of length, Section 2, and the other about 5.85 m. long, Section 3. The
latter is a platform resting on the wharf when the ramp is in lowered
position. The end of the ramp resting on the wharf is divided into 11
\"fingers\" when the ramp is stowed, these \"fingers\", rest partly on
rubber chocks on the underside of the ramp and partly on stoppers at the
hinges of the \"fingers\". The sections are connected with hinges.

The ramp is raised to the upright stowed position by means of hydraulic
winches and wire ropes. In the stowed position Sections 2 and 3 are
hanging in upright position on the outer side of Section 1. At sea, the
ramp is secured to the ship\'s hull and the king post. (See figure later
in this Section)

> **E. WEIGHT LIMITATIONS, AXLE LOAD, WHEEL LOADE**

In loading position, the ramp is resting on the wharf on an area of
about 100 m^2^. The pressure on the wharf from the unsupported ramp is
approximately 1.9 tons/m^2^. When load carrying vehicles drives up the
ramp, the load increases to around 3.5 tons/m^2^. In harbors where the
pressure on the wharf must not be more than 2 tons/m^2^, the two
self-tension ramp winches are adjustable so that they can give the ramp
required support. To admit loading in tidal harbors, the peak angle
between the drive-way sections is continuously adjustable by means of
two hydraulically operated supports between the end of the side girders
and Section 2. When the self-tension winches are on \"high
wharf-pressure\", this angle adjustment is carried out automatically.
With the self-tension winches in position \"low wharf-pressure\" the
angle adjustment must be carried out manually. An automatic wharf
feeler, warning against contact between Section 2 and the wharf is
installed.

The stern ramp has been designed to be able to take the weight of the
following vehicles and their combinations.

These loading cases are allowable even when the ramp hoisting wire from
winches 1 are slacking and thus not supporting the ramp. Ramps and
hinges are constructed for the stress owning to the change in trim of 1º
max. and list of 3º max.

**F. DRAUGHT LIMITATIONSF**

Regarding draught limitations of stern ramp see figure that follows.

+------------+-----+------+------+------+-----+------+------+------+
| **TABLE    |     |      |      |      |     |      |      |      |
| FOR AFT    |     |      |      |      |     |      |      |      |
| DRAUGHT    |     |      |      |      |     |      |      |      |
| LIMITATION |     |      |      |      |     |      |      |      |
| TABLE      |     |      |      |      |     |      |      |      |
| 7.0.4.1**  |     |      |      |      |     |      |      |      |
+============+=====+======+======+======+=====+======+======+======+
| **PORT     | *   |      |      |      | *   |      | **G  |      |
| (WHARF)**  | *GR |      |      |      | *GR |      | RAD. |      |
|            | AD. |      |      |      | AD. |      | 1    |      |
|            | 1.  |      |      |      | 1.  |      | .8** |      |
|            | 6** |      |      |      | 7.6 |      |      |      |
|            |     |      |      |      | 6** |      |      |      |
+------------+-----+------+------+------+-----+------+------+------+
|            | M   |      | MAX  |      | M   |      | MAX  |      |
|            | IN. |      | DRA  |      | IN. |      | DRA  |      |
|            | D   |      | UGHT |      | D   |      | UGHT |      |
|            | RAU |      |      |      | RAU |      |      |      |
|            | GHT |      |      |      | GHT |      |      |      |
+------------+-----+------+------+------+-----+------+------+------+
|            | F   | M    | FOOT | M    | F   | M    | FOOT | M    |
|            | OOT | ETER |      | ETER | OOT | ETER |      | ETER |
+------------+-----+------+------+------+-----+------+------+------+
| SINGAPORE  | 1   | 5.83 | 35\  | 1    | 23  | 7.30 | 35\  | 1    |
| (PSA BERTH | 9\' |      | '5\" | 0.80 | \'1 |      | '5\" | 0.80 |
| 46-47)     | 2\" |      |      |      | 1\" |      |      |      |
|            |     |      | (    | (13  |     |      | (3   | (12  |
|            |     |      | 42\' | .04) |     |      | 9\'1 | .14) |
|            |     |      | 9\") |      |     |      | 0\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| HONG KONG  | 14. | 4.29 | 35\  | 1    | 18  | 5.76 | 35\  | 1    |
| (HIT KWAI  | 1\" |      | '5\" | 0.80 | \'1 |      | '5\" | 0.80 |
| CHUNG)     |     |      |      |      | 1\" |      |      |      |
|            |     |      | (    | (13  |     |      | (4   | (13  |
|            |     |      | 45\' | .85) |     |      | 2\'1 | .05) |
|            |     |      | 9\") |      |     |      | 0\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| KEELUNG    | 1   | 4.93 | 35\  | 1    | 2   | 6.40 | 35\  | 1    |
| (CONSTR.   | 6\' |      | '5\" | 0.80 | 1\' |      | '5\" | 0.80 |
| TERM.      | 2\" |      |      |      | 0\" |      |      |      |
| BERTH      |     |      | (4   | (16  |     |      | (4   | (14  |
| 22-23)     |     |      | 9\'1 | .20) |     |      | 6\'1 | .30) |
|            |     |      | 0\") |      |     |      | 1\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| KOBE (PORT | 1   | 4.73 | 35\  | 1    | 2   | 6.20 | 35\  | 1    |
| ISLAND     | 5\' |      | '5\" | 0.80 | 0\' |      | '5\" | 0.80 |
| 14-15)     | 6\" |      |      |      | 4\" |      |      |      |
|            |     |      | (    | (13  |     |      | (    | (12  |
|            |     |      | 43\' | .30) |     |      | 40\' | .40) |
|            |     |      | 8\") |      |     |      | 3\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| NAGOYA     | 15  | 4.83 | 35\  | 1    | 2   | 6.30 | 35\  | 1    |
| (KINJO     | \'1 |      | '5\" | 0.80 | 0\' |      | '5\" | 0.80 |
| BERTH)     | 0\" |      |      |      | 8\" |      |      |      |
|            |     |      | (    | (12  |     |      | (    | (11  |
|            |     |      | 41\' | .50) |     |      | 38\' | .60) |
|            |     |      | 0\") |      |     |      | 1\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| TOKOHANA   | 1   | 4.43 | 35\  | 1    | 1   | 5.90 | 35\  | 1    |
| (HONAOKU   | 4\' |      | '5\" | 0.80 | 9\' |      | '5\" | 0.80 |
| \"3\")     | 6\" |      |      |      | 4\" |      |      |      |
|            |     |      | (    | (13  |     |      | (    | (10  |
|            |     |      | 44\' | .40) |     |      | 41\' | .50) |
|            |     |      | 0\") |      |     |      | 0\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| CRISTOBAL  | 1   | 3.88 | 35\  | 1    | 1   | 5.35 | 35\  | 1    |
| (PIER 6-8) | 2\' |      | '5\" | 0.80 | 7\' |      | '5\" | 0.80 |
|            | 9\" |      |      |      | 7\" |      |      |      |
|            |     |      | (    | (14  |     |      | (    | (13  |
|            |     |      | 46\' | .03) |     |      | 43\' | .18) |
|            |     |      | 2\") |      |     |      | 3\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| MIAMI      | 1   | 5.36 | 35\  | 1    | 2   | 6.83 | 35\  | 1    |
| (PORT ISL. | 7\' |      | '5\" | 0.80 | 2\' |      | '5\" | 0.80 |
| 3 ALTS.)   | 7\" |      |      |      | 5\" |      |      |      |
|            |     |      | (    | (18  |     |      | (    | (14  |
|            |     |      | 49\' | .02) |     |      | 46\' | .12) |
|            |     |      | 3\") |      |     |      | 4\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| SAVANNAH   | 1   | 5.97 | 35\  | 1    | 2   | 7.44 | 35\  | 1    |
| (GOT.      | 9\' |      | '5\" | 0.80 | 4\' |      | '5\" | 0.80 |
| CONT.      | 7\" |      |      |      | 5\" |      |      |      |
| BERTH)     |     |      | (    | (13  |     |      | (    | (12  |
|            |     |      | 46\' | .80) |     |      | 42\' | .90) |
|            |     |      | 3\") |      |     |      | 1\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| BALTIMORE  | 1   | 4.29 | 35\  | 1    | 18  | 5.76 | 35\  | 1    |
| (LOCUST PT | 4\' |      | '5\" | 0.80 | \'1 |      | '5\" | 0.80 |
| 4/5 SOUTH  | 1\" |      |      |      | 1\" |      |      |      |
| SIDE)      |     |      | (    | (14  |     |      | (4   | (13  |
|            |     |      | 47\' | .66) |     |      | 4\'1 | .66) |
|            |     |      | 9\") |      |     |      | 0\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| NEW YORK   | 1   | 5.21 | 35\  | 1    | 21  | 6.68 | 35\  | 1    |
| (PORT      | 7\' |      | '5\" | 0.80 | \'1 |      | '5\" | 0.80 |
| ELIZABETH  | 1\" |      |      |      | 1\" |      |      |      |
| UTS NO.    |     |      | (    | (13  |     |      | (2   | (12  |
| 22O)       |     |      | 42\' | .04) |     |      | 9\'1 | .14) |
|            |     |      | 9\") |      |     |      | 0\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| NEW        | 1   | 3.75 | 35\  | 1    | 1   | 5.22 | 35\  | 1    |
| ORLEANS    | 2\' |      | '5\" | 0.80 | 7\' |      | '5\" | 0.80 |
| (FRANCE    | 4\" |      |      |      | 2\" |      |      |      |
| RD)        |     |      | (    | (13  |     |      | (    | (12  |
|            |     |      | 44\' | .40) |     |      | 41\' | .80) |
|            |     |      | 9\") |      |     |      | 0\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| HOUSTON    | 7\' | 2.31 | 35\  | 1    | 1   | 3.78 | 35\  | 1    |
| (HARBORS   | 7\" |      | '5\" | 0.80 | 2\' |      | '5\" | 0.80 |
| CUT)       |     |      |      |      | 5\" |      |      |      |
|            |     |      | (    | (1   |     |      | (3   | (11  |
|            |     |      | 39\' | 2.2) |     |      | 6\'1 | .22) |
|            |     |      | 9\") |      |     |      | 0\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| NORFOLK    | 2   | 4.72 | 35\  | 1    | 2   | 6.19 | 35\  | 1    |
| (NORTH     | 5\' |      | '5\" | 0.80 | 0\' |      | '5\" | 0.80 |
| WHARF)     | 6\" |      |      |      | 4\" |      |      |      |
|            |     |      | (    | (14  |     |      | (    | (13  |
|            |     |      | 47\' | .41) |     |      | 44\' | .61) |
|            |     |      | 3\") |      |     |      | 4\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| JEDDAH     | 18  | 5.73 | 35\  | 1    | 2   | 7.20 | 35\  | 1    |
| (PORT      | \'1 |      | '5\" | 0.80 | 3\' |      | '5\" | 0.80 |
| BERTHS)    | 0\" |      |      |      | 7\" |      |      |      |
|            |     |      | (    | (16  |     |      | (    | (14  |
|            |     |      | 61\' | .70) |     |      | 48\' | .80) |
|            |     |      | 6\") |      |     |      | 7\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| DUBAI      | 1   | 4.26 | 35\  | 1    | 18  | 5.73 | 35\  | 1    |
| (MAIN      | 4\' |      | '5\" | 0.80 | \'1 |      | '5\" | 0.80 |
| BERTHS)    | 0\" |      |      |      | 0\" |      |      |      |
|            |     |      | (    | (13  |     |      | (3   | (12  |
|            |     |      | 42\' | .03) |     |      | 9\'1 | .13) |
|            |     |      | 9\") |      |     |      | 0\") |      |
+------------+-----+------+------+------+-----+------+------+------+
| BRAHRAIN   | 1   | 5.51 | 35\  | 1    | 27  | 6.98 | 35\  | 1    |
| (NEW       | 8\' |      | '5\" | 0.80 | \'1 |      | '5\" | 0.80 |
| E          | 1\" |      |      |      | 1\" |      |      |      |
| XTENSIONS) |     |      |      |      |     |      |      |      |
+------------+-----+------+------+------+-----+------+------+------+
| DURMAN     | 1   | 4.45 | 35\  | 1    | 1   | 5.92 | 35\  | 1    |
|            | 4\' |      | '5\" | 0.80 | 9\' |      | '5\" | 0.80 |
| (MAIN      | 7\" |      |      |      | 5\" |      |      |      |
| PIER)      |     |      |      |      |     |      |      |      |
+------------+-----+------+------+------+-----+------+------+------+
| KUWAIT     | 1   | 5.58 | 35\  | 1    | 2   | 7.05 | 35\  | 1    |
|            | 8\' |      | '5\" | 0.80 | 3\' |      | '5\" | 0.80 |
| (BERTHS    | 4\" |      |      |      | 2\" |      |      |      |
| 12-13-14)  |     |      |      |      |     |      |      |      |
+------------+-----+------+------+------+-----+------+------+------+
| PANDAR     | 1   | 4.57 | 30\  | 9.38 | 19  | 6.04 | 27\' | 8.48 |
| (SHAHPOUR) | 5\' |      | '9\" |      | \'1 |      | 10\" |      |
|            | 0\" |      |      |      | 0\" |      |      |      |
| (BERTHS    |     |      |      |      |     |      |      |      |
| 14-17      |     |      |      |      |     |      |      |      |
|            |     |      |      |      |     |      |      |      |
| ISSA       |     |      |      |      |     |      |      |      |
| TERMINAL)  |     |      |      |      |     |      |      |      |
+------------+-----+------+------+------+-----+------+------+------+

**NOTE:** NUMERALS IN ( ) SHOW UPMOST AFT DRAUGHTS IN CASE OF NOT
CONSIDERING THE MAXIMUM DRAUGHT OF THE SHIP.

CRITICAL PORT/WHARVES

TABLE 7,0,4,2

+---------------+---------------+------------+----------+------------+
| *             | [RESTRICTIONS | **HEIGHT   | **HORI   | *          |
| *PORT/WHARF** | ]{.underline} | AT NRW**   | ZONTAL** | *AVERAGE** |
|               |               |            |          |            |
|               |               |            | **CLE    | **TIDE**   |
|               |               |            | ARANCE** |            |
+---------------+---------------+------------+----------+------------+
| Port          | Bayonne       | 137        | 134/216  | 5-6 Feet   |
| Newark/Port   | Bridge        |            |          |            |
| Elizabeth     |               | 135        |          | 5-6 Feet   |
|               | Draw Bridge   |            |          |            |
| Port          |               |            |          |            |
| Newark/Port   |               |            |          |            |
| Elizabeth     |               |            |          |            |
+---------------+---------------+------------+----------+------------+
| Savannah      | Talmadoe Nom. | 136        | 400      | 7 Feet     |
|               | Bridge        |            |          |            |
+---------------+---------------+------------+----------+------------+
| Houston (Long | Bridge        | 135        | 400      | Negligible |
| Beach)        |               |            |          |            |
+---------------+---------------+------------+----------+------------+
| New Orleans,  | Great N.O.    | 155-160    | 750      | Seasonal   |
| Mississippi   | Bridge        |            |          |            |
|               |               | 135        | 1,000    | Negligible |
| New Orleans,  | Paris Road    |            |          |            |
| Gulf Outlet   | Bridge        |            |          |            |
+---------------+---------------+------------+----------+------------+
| Charleston    | Cooper Road   | 150        | \        | 5 Feet     |
|               | Bridge        |            | -\-\-\-- |            |
+---------------+---------------+------------+----------+------------+
| Philadelphia, | Delaware      | 188        | \        | 5 Feet     |
| Packer Ave.   | Memorial      |            | -\-\-\-- |            |
|               | Bridge        | 135        |          | 5 Feet     |
| Philadelphia, |               |            | 800      |            |
| Tioga Term    | Ben Franklin  |            |          |            |
|               | Bridge        |            |          |            |
+---------------+---------------+------------+----------+------------+
| Boston,       | Bridge        | No         | No       | No         |
| Castle Island |               | R          | Res      | R          |
|               |               | estriction | triction | estriction |
| Boston,       |               |            |          |            |
| Mystic Cont.  |               | 135        | \        | 8-10 Feet  |
| terminal      |               |            | -\-\-\-- |            |
+---------------+---------------+------------+----------+------------+
| C & D Canal   | Several       | 133        | \        | \-\-\-\    |
|               | Bridges       |            | -\-\-\-- | -\-\-\-\-- |
+---------------+---------------+------------+----------+------------+
| Cape Cod      | Several       | 135        | \        | \-\-\-\    |
| Canal         | Bridges       |            | -\-\-\-- | -\-\-\-\-- |
+---------------+---------------+------------+----------+------------+

**VESSEL\'S CRITICAL MEASUREMENTS**

a\) Water - top of funnel on ballast draft (8.00m) 1 40.5m/133.8\'

b\) Water - top of ramp on ballast draft (8.00m) 1 49.0m/160.7\'

c\) Water - top of radar mast on ballast draft (8.00m) 1 about
46.0m/150.9\'

**G. DOCK HEIGHTG**

The Master and Chief Mate must be alert to unusually high docks. Use of
camels might be required. The Master shall keep sufficient tugs on
standby if he has reason to believe that the stern ramp might not clear
the string piece without the use of camels.

> Allowance must be made for extremes in draft and tide when making this
> determination.
>
> **1. LOADING CASE 1**
>
> Four loaded and four unloaded fork lift trucks on stern ramp as shows
> below.

**2. LOADING CASE 2**

> One loaded and one unloaded \"luf\" trailer on stern ramp as shown
> below.

**3. LOADING CASE 3**

> One 172 T heavy lift load wagon with tug master on stern ramp.

**4. LOADING CASE 4**

> One 208 T heavy lift load wagon with tug master on stern ramp.

**LOADING CASE 1**

Four loaded and four unloaded fork lift trucks on stern ramp as shown
below.

(Stern Ramp sketch to be inserted here)

**LOADING CASE 2**

One loaded and one unloaded \"luf\" trailer on stern ramp as shown
below.

(Stern Ramp sketch to be inserted here)

**LOADING CASE 3**

One 172 T heavy lift load wagon with tug master on stern ramp.

**LOADING CASE 4**

One 208 T heavy lift load wagon with tug master on stern ramp.

# STERN RAMP WORKING RANGE

(Graph to be inserted here)

# STERN RAMP

(Stern Ramp sketch to be inserted here)

[PLAN OF STERN RAMP]{.underline}

(Stern Ramp sketch to be inserted here)

[MAIN MANEUVER STAND]{.underline}

(Sketch to be inserted here)

[PORTABLE CONTROL STAND]{.underline}

(Sketch to be inserted here)

[LOCATION OF GREASING POINTS]{.underline}

(Sketch to be inserted here)

**H. MANEUVER DESCRIPTIONSH**

> The ramp is operated by wire and two (2) hydraulic winches situated on
> deck 6. Sections 2 and 3 are folded behind section 1 with hydraulic
> winches situated on the side girders. During the first phase of
> winching maneuver the ramp is helped out by a hydraulic push cylinder,
> which also acts as a shock absorber when the ramp is approaching the
> stowed position.
>
> The main maneuver stand is situated at starboard side of ramp winch
> level so that complete overlook of the maneuver is received. A
> portable maneuver panel with 6 m cable might be fitted in deck 3.
>
> This panel will have the same control functions except maneuver deck
> selector and control lamps. This panel will also additionally contain
> function selector for wharf feeler. Total time from quay position to
> stowed position is approximately 20 minutes.

**I. NORMAL OPERATION AT SEAI**

> When operating at sea, there are two switches which must be switched
> to the \"AT SEA\" position. One is located on the main operating
> panel, the other is on the stand where the hydraulic valves are
> located.
>
> There are two small valves on the hydraulic stand that must be opened
> for \"AT SEA\" operation.
>
> The servo pump is utilized for operation at sea. The servo pump must
> be started from the switchboard. This pump is located on the left side
> of the switchboard when facing forward.

**J. OPERATION INPORTJ**

> The following procedure is used to switch from \"AT-SEA\" operation to
> \"INPORT\" operation.
>
> First the servo pump must be stopped. Then the two switches on the
> main operating stand and the hydraulic valve stand must be shifted to
> the \"INPORT\" position. Finally, the two small valves located on the
> hydraulic valve stand must be shut.

**K. SYSTEM FOR ALTERNATIVE QUAY-PRESSUREK**

> The alternative quay-pressure of stern-ramp is controlled from the
> maneuver stand on deck 6 or from the portable maneuver panel in deck
> 3. On the middle of the left side of the said stand there is switch to
> choose which panel you want to make the maneuver from. Below this
> there is a lever for driving the ramp-supports.
>
> In the center there is a function switch and a lever for maneuvering
> the flap. With the switch in position \"manual\" the flap can be
> hoisted and lowered by the lever and the winch can be driven in both
> directions. When the switch is in position \"automatic\" and the winch
> works self tensioning, i.e. slacks out or takes in wire with a hold
> pressure of about 55 kPa/cm. On the right there is the function switch
> and a lever for maneuvering the ramp. With the switch in position
> \"manual\" the ramp can be hoisted and then lowered by the lever and
> the winch can be driven in both directions.
>
> When the switch is in position \"automatic\" and the flap lever is in
> position \"lower\" the winch works self tensioning. With the lever in
> position \"hoist\" the winch is driven as on \"manual\". Note that
> when operating the ramp support the position of the lever is
> unimportant, also when the ramp support is regulated by the wharf
> feeler. In these last two cases, the ramp lever is in position
> \"stop\".
>
> The portable maneuver panel figure contains the same as deck 6 except
> the maneuver deck selector and control lamps. Additionally, there is a
> switch for the wharf feeler. With the switch in position \"alarm\" the
> feeler will, if the clearing between the ramp sidegirders and wharf is
> changed, make a siren (located on no. 4 deck) sound.
>
> The clearing must in this case be adjusted manually. With the switch
> in position \"automatic\" the feeler starts the above mentioned alarm
> and automatically adjusts the clearing by driving the ramp supports
> and no. 2 stops as soon as the operation is completed.
>
> Note that to achieve automatic adjustment, also the switch for the
> ramp winches must be in position \"self tension high quay pressure\"
> and the switch for the flap in position \"automatic\".
>
> The wharf-feeler is placed on the starboard sidebeam, underfore of the
> no. 2 winch. The wharf-feeler is actuated when switch \"flap\" to
> \"aut\" and then switch \"wharf-feeler\" to \"aut\" after the gap
> between section 1 and the wharf is set about 1 meter.

**L. SECURING OF RAMPL**

> In stowed position the ramp is secured to the hull with turn buckles,
> which are connected to the side girders. Each turn buckle has a
> pulling power of 50 tons and the section 2 and 3 is locked to section
> 1 by a screw locking rod.

**M. LUBRICATION AND MAINTENANCEM**

> Lubrication point and frequency of lubrication is according to the
> instruction book indicated on the figure. However, it is strongly
> advised to lubricate the ramp more frequently than what is indicated.
> Experience from ships with similar ramp construction has proved this
> necessary.

**N. MANEUVERING INSTRUCTION FOR STERN RAMPN**

> (See figure that follows)

[FOLDABLE BEAM & RAMP IN STOWED POSITION]{.underline}

(Sketch to be inserted here)

**O. LOWERING OF THE RAMP (Maneuvering of the Ramp & Flap)O**

**NOTE: DO NOT START ANY HYDRAULIC PUMPS UNTIL YOU ARE READY TO USE THE
RAMP. STARTING THE PUMPS WILL HEAT UP THE HYDRAULIC FLUID. WHEN THE RAMP
IS OPERATED, THIS ADDITIONAL HEAT COULD BE DETRIMENTAL TO SAFE OPERATION
OF THE RAMP.**

1\. Start the pilot (servo) pump. There is a time delay on the pump.
Start the circulator pump. Start the six hydraulic pumps. These pumps
are to be started from the pump room.

2\. Start the cooling fans, one is located on the main switchboard
(LOWER RIGHT when looking FWD), the other on the frame adjacent to the
right side of the switchboard and opposite it facing AFT.

3\. **Station a crew member up on the catwalk to ensure the locks are
fully retracted before pressurizing the push-out cylinders. He/she is
also to monitor the kingpost and fairlead sheaves to ensure that the W-1
wire is tracking smoothly and the sheaves are rotating.**

4\. Ensure that communication is established between the hydraulic
control room, the maneuvering stand and the \"watch aloft\" via radio.
Also ensure there is a qualified person (normally this is the First
Asst. Engineer) standing by in the hydraulic control room.

5\. Ensure that the locks have been removed from the FLAP. There are two
twist type locks, one on each side of the ramp. They are accessible by
removing two plates secured on the ramp by screws.

6\. Check indication and control lamps by pressing the button \"lamp
test\".

7\. NEVER USE the ramp SELF TENSION WHARF PRESSURE position of the ramp
selector switch. The FLAP self tension switch is not used except when
raising the ramp and the flap is approaching the vertical position.

8\. Ensure that the locks on the main ramp have the pins removed. There
are two locks: one each on the port and starboard sides.

9\. There are two hydraulic locks, located at the top of the ramp on the
port and starboard sides. These must be disengaged from the main
operating stand.

a\. At the main operating stand, place the main ramp lever to the
\"HOIST\" position.

b\. Turn the switch for the locks to the \"UNLOCK\" position. An
\"UNLOCKED\" indication should appear on the stand (green light).

**NOTE**

In order to operate these locks, the RAMP LEVER must be in the HOIST
position. If it isn\'t in this position, the locks will not operate when
the switch is turned. **A crew member must be stationed on-site to
verify that locks are disengaged.**

10\. After the hydraulic locks have been disengaged, slack the \"W2\"
wires, which support the flap. This permits the flap to swing away from
the ramp when the ramp is lowered.

**NOTE**

A decision must be made as to extension of the ramp supports or not. In
cold weather, the ramp supports should be extended because the more oil
in the hydraulic tank, the better the heat situation of the hydraulic
system. The ramp will be easier to position if the ramp supports are
extended. If the RAMP SUPPORTS are to be extended, then the following
procedure should be used.

a\. Move the No. 4 and No. 5 pumps\' switches to the \"RAMP SUPP\"
position.

b\. Move the RAMP SUPPORTS lever to the \"OUT\" position. Observe the
RAMP SUPPORTS as they extend.

c\. When the RAMP SUPPORTS have been extended, reposition the No. 4 and
No. 5 pumps\' switches to the \"Winch 1\" and \"Winches\" positions
respectively.

11\. Move the RAMP lever to the \"LOWER\" position. Observe the \"W1\"
wires to ensure that they both move. Observe the ramp moving away from
the ship. Watch the upper part of the ramp as it moves away from ship to
ensure that the ramp in fact moves away from the ship evenly. Ensure
that the \"PUSHOUT\" cylinders are operating correctly.

12\. As the ramp lowers, slack the W2 wires by moving the FLAP lever to
the LOWER position. This will ensure the flap moves away from the ramp
smoothly. As the flap passes the \"pivot point\", tighten the W2 wires
to raise the flap.

13\. As the ramp lowers, continue to observe the W1 and W2 wires and the
position of the flap. As the ramp lowers, the flap may have to be raised
in the HOIST MAX position. Use of the HOIST MAX position should be used
sparingly.

14\. As the ramp approaches the dock, a crew member should be standing
by on the dock with a radio to ensure the ramp is positioned on the dock
correctly and to prevent damage to the dock and/or ramp.

15\. If the ramp supports have not already been extended, extend them at
this time as needed to remove the \"HUMP\" from the ramp. Care must be
exercised during this operation so as to prevent damage to the ramp
supports, wires, and/or sheaves. The procedure for lowering the ramp
supports have been presented earlier in this section.

16\. When the ramp has been correctly positioned on the dock, all
hydraulic pumps and cooling fans should be secured.

**P. ADJUSTING THE RAMP ON THE WHARF (HIGH WHARF-PRESSURE)P**

> 1\. When the ramp is resting on the wharf, the foot pressure is to be
> adjusted with selector switch \"ok9\".
>
> 2\. Adjust the ramp supports with the operation handle
> \"Ramp-supports\" to a suitable clearing (about 1 meter) between wharf
> and ramp. This maneuver could best be done from portable control box.
> The operation selector for the flap is in position \"aut.\" according
> to 1.4. This means that the winches on the ramp beams automatically
> slack out or take in wire when operating the ramp supports.
>
> 3\. Turn the operation selector of the wharf-feeler into position
> \"aut\".

**Q. ADJUSTING THE RAMP ON THE WHARF (LOW WHARF-PRESSURE)Q**

> 1\. The foot pressure is to be adjusted with selector switch \"ok9\".
>
> 2\. The operation selector for the flap is to be turned into position
> \"Man\". When the foot pressure is adjusted lower than 0.75 ton/m this
> means that the forces in the ramp wires are equal to or bigger than
> the pressure between ramp supports and its consoles. Thus, the flap
> wires work as a connection between ramp and flap. The adjustment of
> the ramp supports therefore, must be carried out manually according to
> the following.

**LOWERING OF THE RAMP SUPPORTS**

> 3\. Elevate the ramp supports to suitable length by bringing the
> operation handle for the ramp supports into position \"hoist\".
> Thereby the ramp supports are rising from their consoles.
>
> 4\. Bring contact between the ramp supports and the consoles by
> tightening up the winch wire of the flap.

**PUSHING OUT THE RAMP SUPPORTS**

> 5\. Slacken the winch wire of the flap.
>
> 6\. Push out the ramp supports to contact with the consoles.
>
> 7\. Turn the operation selector of the wharf feeler into position
> \"Alarm\".

**R. HOISTING THE RAMP (Maneuvering of Ramp & Flap)R**

> 1\. **Station a crew member up on the catwalk to monitor the kingpost
> and fairlead sheaves to ensure that the W-1 wire is tracking smoothly
> and the sheaves are rotating. He/she is also to ensure that stab-ins
> are aligned when the ramp is stopped approximately 1-2 feet short of
> the lock housings.**
>
> 2\. Turn the operation selector of the wharf feeler into position
> \"Man\".
>
> 3\. Check that all the pumps are correctly aligned. Start the servo
> and circulating pumps. Start all six hydraulic pumps. Start the
> cooling fans.
>
> 4\. Turn the operation selector \"control from\" to \"here\" on the
> maneuver panel.
>
> 5\. Check indication - and control lamps by pressing the button \"Lamp
> Test\".
>
> 6\. Move the RAMP lever to the HOIST position, and take up the slack
> in the W1 wires. Observe the W2 and ensure that they are operating
> properly. Also ensure that there are no problems with the W2 wires or
> winches. Turn the operation selector for the flap into the AUT
> position and the lever in the LOWER position and switch off the self
> tension function by turning the operation selector for the ramp into
> the MAN position.
>
> 7\. When the ramp is raised past the 20 degree position, move the
> operation handle for the flap into the LOWER position, which will
> slacken the W2 wires, while hoisting the ramp.
>
> 8\. When the ramp is in the 60 degree position, check that the flap is
> hanging vertically, if not, slow down the ramp for a while so that the
> flap will take the vertical position.
>
> 9\. When the flap is hanging vertically, turn the selector switch FLAP
> to AUT.
>
> 10\. With the operation handle still in position \"Lower\", hoist the
> ramp up to stowed position. During the part of the maneuver the
> winches for the flap are automatically controlled so the wire does not
> wind off. Ensure that the flap does not strike the ramp (\"bang
> into\").
>
> 11\. As the ramp approaches the vertical position, the winch speed
> should be slowed to permit finer control of the ramp. Call the
> hydraulic room on the radio and instruct him/her to secure one of the
> hydraulic pumps.
>
> 12\. Turn the operation selector RAMP BATTENING to close in the
> condition in which the ramp lever is kept to HOIST when the ramp
> touches the surface of the king girder.
>
> 13\. As the ramp approaches its stowed position and the flap is pulled
> into it, ensure that the flap TWIST LOCKS are in position for locking.
> It may be necessary to send someone into the ramp through the access
> holes to position the locks after the flap is in position. **Ensure
> that the \"Watch Aloft\" visually verifes that hydraulic locks are in
> the UP position and it is clear to raise the ramp to its final STOWED
> position. DO NOT RELY ON INDICATOR LIGHTS AS THEY OPERATE ON PROXIMITY
> SWITCHES AND ARE PRONE TO FAILURE.**
>
> 14\. After the ramp is in its stowed position, the HYDRAULIC LOCKS on
> the upper part of the ramp must be LOCKED. With the RAMP lever in the
> HOIST position, move the RAMP SECURING SWITCH to the CLOSE position.
> This will lock the HYDRAULIC LOCKS on the upper part of the ramp. The
> lamp may not indicate that the ramp is LOCKED as the proximity
> switches are not always reliable. SOMEONE MUST VERIFY THAT RAMP IS
> INDEED LOCKED.
>
> 15\. Move the RAMP SUPPORTS to the IN position. Shift the No. 4 and 5
> pump selector switches to the RAMP SUPP position. Move the RAMP
> SUPPORTS lever to the IN position. When the RAMP SUPPORTS are IN,
> shift the No. 4 and 5 pump selector switches to the WINCH 1 and
> WINCHES positions respectively.
>
> 16\. The manual pin locks on the ramp must be installed at this time.
>
> 17\. The FLAP TWIST LOCKS must be installed and locked. It may be
> necessary to send someone in the ramp through the access holes to
> position the LOCKS.
>
> 18\. Ensure that all six hydraulic pumps are secured. Secure the servo
> and circulating pumps. Secure the fans.
>
> 19\. If going to sea, line up the two small valves on the hydraulic
> valve stand. Line up the two switches on the operating panel and
> hydraulic stand. Start the servo pump.

**S. FOLDING OF SIDE BEAMSS**

> 1\. Start pump motors 3, 4 and 5.
>
> 2\. Switch pump 4 and 5 to position \"Ramp Supp\".
>
> 3\. Switch \"Ramp beam folding\" to \"CH\".
>
> 4\. Depress the lamp test button.
>
> 5\. Turn the selector switch \"Ramp beam\" to position \"Unlock\".
> Wait until the lamp \"Unlocked\" illuminates.
>
> 6\. Turn the selector switch \"Beam folding\" to position \"Lower\".
>
> 7\. Watch out for slacking wire. Do not wind it up if not absolutely
> necessary. If winding the wire, wind it by keeping the lever \"Flap\"
> in position \"Hoist\".
>
> THE WIRE MUST NOT BE WINDED DEAD TIGHT. THIS MAY CAUSE SEVERE DAMAGE
> TO THE FOLDING MECHANISM,
>
> 8\. When the foldable beams are resting on their supports, turn the
> selector switch \"Beam folding\" to position \"C\".

**T. RAISING OF SIDE BEAMST**

> Check items 1-5 above. If set in accordance with instruction the
> raising operation can start.
>
> 1\. Turn the selector switch \"Beam folding\" to position \"Hoist\".
>
> 2\. When the beams are straightened turn the selector switch to
> position \"O\".
>
> 3\. Turn the selector switch \"Ramp beam\" to position \"Lock\" and
> wait until the lamp \"Locked\" illuminates.
>
> 4\. Turn the selector switch \"Ramp beam folding\" to position
> \"Off\".
>
> 5\. Stop the pump motors.

**U. WATERTIGHT DOORSU**

**1. LOCATION OF WATERTIGHT BULKHEAD DOORS AND ENTRANCE DOORS**

> [Deck 1]{.underline} Two doors, one on each side off the centerline at
> frame no. 166.
>
> [Deck 2]{.underline} One door on starboard side off the centerline at
> frame no. 166.
>
> [Deck 3]{.underline} Two doors, one on each side off the centerline at
> frame no. 166. One stern door at the landing ramp entrance.
>
> [Deck 4]{.underline} One door in the ramp casing at the entrance to
> deck no. 4.
>
> **2. SECURING**

All watertight bulkhead doors are opened, closed and battened by means
of hydraulic power. The controls are located in the vicinity of each
door.

**V. RAMP COVERSV**

> **1. RAMP-COVER IN DECK 3 (WATERTIGHT):**
>
> **Length** - TOTAL 59,700 mm (FORE PANEL = 28,700 mm, AFT PANEL =
> 31,000 mm)
>
> **Breadth - 11,900 mm. Weight - 233,000 kg.**
>
> **Loads on Cover:** Two layer 20\' or 40\' containers. Widely spread
> cargo 4 tons/m.
>
> **2. AXLE/WHEEL LOAD2**
>
> Heavy lift wagon of axle load 28 tons/8 wheels, \"luf\" trailer of
> axle load (bogie) 106.3 tons/16 wheels, 40\' roll trailer of axle load
> (double) 30.36 tons/16 wheels. Forklift truck of axle load 50 tons/6
> wheels. These axle load shall be placed in line on the deck transverse
> web in athwartship direction with any combination of them.
>
> The cover is opened and closed by means of hydraulic power. For
> location of the controls, see figure.
>
> **3. RAMP-COVER IN DECK 2 (NOT WATERTIGHT):3**
>
> **Length - 38,170 mm.** Breadth - 7,740 mm. Weight - 75,000 kg.
>
> **Loads on Cover:** Same as for ramp-cover deck 3. The cover is opened
> and closed by means of hydraulic power. For location of the controls,
> see figure.

**W. MOVABLE RAMPSW**

> **1. MOVABLE RAMP FOR AUTOMOBILES (WATERTIGHT):**
>
> **Length - 14,200 mm.** Breadth - 3,160 mm. Weight - 18,000 kg.
>
> **Load on Ramp:** Same as for ramp-cover deck no. 3A. The movable ramp
> is operated by means of hydraulic jigger cylinder and battened by
> hydraulically operated cleats.
>
> **2. FOLDABLE CAR RAMP:**
>
> **Length - 16,280 mm.** Breadth - 3,100 mm. Weight - 6,300 kg.
>
> **Load on Ramp:** 1.9 ton axle load. (One car only on the ramp). The
> foldable ramp is operated by means of hydraulic power.
>
> **3. FOLDABLE CAR RAMP:**
>
> **Length - 16,280 mm**. Breadth - 3,100 mm. Weight - 6,300 kg.
>
> **Load on Ramp:** 1.9 ton axle load. (One car only on the ramp). The
> foldable ramp is operated by means of hydraulic power.
>
> **4. HOISTABLE CAR DECK**
>
> **Deck 2B** Number of panels = 15 panels.
>
> Each panel of car deck is operated by means of hydraulic jigger
> cylinder individually. In the lowered position, panel of car deck is
> supported by links.
>
> **Load on Car Decks:** 200 kg/m and 1.0 ton axle load.

**X. SHELL DOORSX**

> **1. SIDE PORT DOOR (STARBOARD SIDE)**

**a. GENERAL**

> This side port door is located at bunkering station at the ship\'s
> starboard side, deck 3 level, and is hydraulically operated by the
> manual control valves provided adjacent to the door.

**b. CONSTRUCTION**

> The door system comprises the following main items:

\(1\) Door

\(2\) Guide rails

\(3\) Lower \"PUSH/PULL\" devices

\(4\) Upper \"PUSH/PULL\" devices

\(5\) Watertight wedging devices

\(6\) Wire rope for lifting the door

\(7\) Upper stoppers

\(8\) Manual control stand

**c. OPERATING PROCEDURE**

\(1\) To Open the Door

\(a\) First, confirm \"PUSH/PULL\" lever to be in \"SHUT\" position.
Then shift \"WEDGE\" valve lever to \"OPEN\" position and return to
neutral after wedges are released.

\(b\) Shift \"PUSH/PULL\" valve lever to \"OPEN\" position and return to
neutral after the door is pushed outboard.

\(c\) Shift \"DOOR\" valve lever to \"OPEN\" position and return to
neutral after the door is fully lifted up.

\(d\) Shift \"STOPPER\" lever to \"LOCK\" position. Then lower the door
until the door comes on the stoppers.

\(2\) To Close the Door

\(a\) Hoist the door a little bit to leave off the stoppers.

\(b\) Confirm \"PUSH/PULL\" lever to be in \"OPEN\" position. Then shift
\"DOOR\" lever to \"CLOSE\" position and return to neutral after the
door comes to the lowest position.

\(c\) Shift \"PUSH/PULL\" lever to \"SHUT\" position. The \"PUSH/PULL\"
and \"WEDGE\" lever to neutral position after the door is secured by
wedges.

Release the wedges Push out the door Pull up the door Lock the stopper

by cylinders (1) by cylinders (2) by cylinder (3) by cylinders (4)

  -----------------------------------------------------------------------
  OPENING OPERATIONS

  -----------------------------------------------------------------------

Lock the wedges Pull in the door Pull down the door Unlock the stopper

by cylinders (1) by cylinders (2) by cylinder (3) by cylinders (4)

  -----------------------------------------------------------------------
  CLOSING OPERATIONS

  -----------------------------------------------------------------------

**OPERATING METHOD OF THE DOOR**

**d. MAINTENANCE**

> Supply grease to all grease points and wire rope periodically.
>
> **2. SIDE PORT DOOR (PORT SIDE)**

**a. GENERAL**

> This side port door is located at bunkering station at the ship\'s
> port side, deck 3 level, and is hydraulically operated by the manual
> control valves provided adjacent to the door.

**b. CONSTRUCTION**

> The door system comprises the following main items:

\(1\) Door

\(2\) Hinged arm

\(3\) Sub arm

\(4\) \"PUSH/PULL\" devices

\(5\) Watertight wedging devices

\(6\) Manual control stand

**c. OPERATING PROCEDURE**

\(1\) To Open Door

\(a\) Open the cover of control stand and release locking bar.

\(b\) Push \"WEDGE\" valve lever for wedge releasing. Return valve lever
to neutral position after wedges are released.

\(c\) Push \"PUSH/PULL\" valve lever. Return valve lever to neutral
position after door is pushed outboard.

\(2\) To Close Door

\(a\) Pull \"PUSH/PULL\" valve lever. Return valve lever to neutral
position after door is pulled inboard.

\(b\) Pull \"WEDGE\" valve lever. Return valve lever to neutral position
after door is secured by wedges.

**d. MAINTENANCE**

> Supply grease to all grease points periodically.

**Y. CARGO HOLD VENTILATION**Y

> **1. GENERAL**

a\. During the loading/unloading operation in port, the mechanical
ventilation system is designed according to the following air change
rates for empty cargo hold.

> Deck No. 1 \...\.... 30 times/hour
>
> 2 \...\.... 25 times/hour
>
> 3 \...\.... 20 times/hour
>
> All ventilation fans for the above are used as supply fans and the air
> is exhausted through the stern door opening and the casing door
> opening during cargo handling.
>
> For the ventilation during loading/unloading in the container stowage
> space under deck 5, a ventilation fan is provided on the aft wall of
> this space for each port and starboard side.

b\. At sea, the reversible ventilation fans located mainly on port side
and forward are used as exhaust fans and the remaining ventilation fans
are used as supply fans.

> **2. THE CONTROL OF HOLD VENTILATION FANS AND DAMPERS**

a\. Hold fans with fire damper are divided into suitable groups as shown
on figure 3. The hold fans with damper which is remote-hydraulically
operated are provided in fan room on deck 4.

b\. Electrical interlock - the fan is able to run by the push button or
the CMC switch after the damper is opened by means of electrical
interlock.

c\. Remote start stop of the fan and open/close of the damper - all fans
and damper can be stopped/closed from wheel house by the stop/close
button with an indicating lamp for all stop/closed.

> The starting and stopping of the grouped hold fans and open/close of
> dampers can be done on deck console in deck control room by CMC switch
> with running lamps.
>
> Individual starting and stopping of the hold fan and open/close of the
> damper can be done on starter panel in fan starter room with running
> lamps.

d\. If operator wants to operate only damper leaving as fan stop, damper
can be opened by damper button on solenoid valve on valve stand in fan
starter room.

e\. Local shut - if operator wants to shut the damper on stopping the
fan in the fan room, the damper can be shut by opening the by-pass
valve.

f\. Reversible operation of fan - if operator wants to use the hold fan
as exhaust fan, the fan can be started/stopped by the CMC switch in deck
control room (grouped operation) or by exhaust button/stop button in fan
starter room (individual operation).

g\. Hydraulic system for fan damper control - the hydraulic power unit
for the damper operation is common use with valve remote control system
and can be started/stopped by the CMC switch with running lamps in deck
console and machine side.

h\. The control of fan for container stowage space under deck 5. The
supply/exhaust fan without damper for container stowage space under deck
5 can be started/stopped on deck console in deck control room and on
starter panel in fan starter room.

> **3. DIRI VENT SYSTEM**

**a. GENERAL**

\(1\) DIRI Vent System is fitted to avoid pockets of stagnant air/gas
during cargo loading/discharging operations. This is achieved by drawing
air into the DIRI Vent fans situated in the hold spaces and then
discharging it through jet nozzles redirected toward the rampways. It
has the dual effect of creating a turbulent air condition in the holds
and providing a positive air stream toward the exhaust position
represented by the stern door and casing door respectively.

\(2\) At sea, a certain number of supply fans have to be reversed as
exhaust fans and the DIRI Vent System to be running. The DIRI Vent
System can also be running at sea even if the main fans are stopped in
bad weather conditions, to avoid the large temperature difference in the
holds.

**b. CONTROL OF DIRI VENT SYSTEM**

> DIRI Vent fans are divided into suitable groups as shown in the figure
> that follows. The start/stop of each group fans can be done on deck
> console in deck control room with individual running lamps by grouped
> switch. The start/stop of each fan can be done on starter panel in fan
> starter rooms with running lamps.
>
> All DIRI Vent fans can be stopped from wheelhouse by a push button
> which is common use with hold fan and damper.
>
> **4. DEW POINT INDICATOR AND CARGO HOLD TEMPERATURE INDICATOR**
>
> Dew point indicator with 8 dew point sensors (7-in hold, 1-weather
> part on deck 5) and Cargo hold temperature indicator with 20
> temperature sensors (19-inhold, 1-in weather part on deck 5) are
> installed on the deck control console in the deck control room to
> control the ventilation. The locations of sensors are shown on the
> drawing that follows later within this section.

**Z. BALLAST ARRANGEMENTZ**

This ship has following ballast operations:

> 1\. Ordinary Ballast Operation
>
> 2\. Auto Heel Operation
>
> 3\. Emergency quick Ballast Operation

As for the detail and practical operation of each ballast system, refer
to the following:

> **1. ORDINARY BALLAST SYSTEM**
>
> The valves in the system are operated from mimic diagram in the engine
> control room, by means of oil hydraulic system, except sea valves and
> coll. bbd. valve it is operated manually. Each hydraulic operated
> valve can be operated on the spot by means of a portable hand pump
> unit. The ballast pumps are operated from the engine control room.
> Sounding of all ballast tanks can be taken in the engine control room.
> The sounding instrument is pneumatic and is based on depth (innage)
> measurement.

FIG. 1 HOLD VENTILATION DURING LOADING/UNLOADING

(Sketch to be inserted here)

FIG. 2 HOLD VENTILATION AT SEA

(Sketch to be inserted here)

FIG. 3 GROUPING AND CONTROL POSITION FOR INDIVIDUAL FAN AND DAMPER

(Sketch to be inserted here)

FIG. 4 GROUPING OF DIRI VENT FAN

(Sketch to be inserted here)

> **2. AUTO HEELING SYSTEM**

**a. ABSTRACT**

> This instrument is capable of operation in either automatic or manual
> modes and is used to transmit control signals to the ship\'s water
> ballast pumping and valve control system, thereby enabling the ship to
> remain within preselected heel limits.
>
> The response of the ship in any loading condition is variable,
> therefore, the heel control settings should be selected to give the
> minimum number of transfer operations compatible with the cargo
> handling operations.
>
> Both Trim and Heel indicators displayed on the deck control console
> and in the Emergency Quick Ballast Panel situated in the Wheelhouse
> are lined directly to this auto heel system.

**b. SPECIFICATION**

> 1\. Power Supply : AC 220 V 1 60 HZ
>
> 2\. Power Dissipation : 160 VA
>
> 3\. Measuring Value : Trim 0 - +/- 1.5 degrees
>
> : Heel 0 - +/- 10 degrees
>
> 4\. Accuracy : 1% F.S at 25 degrees C.
>
> 5\. Detector Response Time : 2 sec.
>
> 6\. Automatic Heel Controller :
>
> a\. Control Start Inclination of Set : 0-3 degrees (variable)
>
> b\. Control Stop Inclination Set : 0-0.5 degrees (variable)
>
> c\. Control Delay Time : 10 sec.
>
> d\. Excess Heel : 3 degrees

**c. FUNCTION**

**(1) INCLINATION CONTROL SWITCH (START)**

> Set the control to the required maximum hell angle. When the vessel
> heels to stating this angle more than 15 seconds continuously, a
> control signal is transmitted to the water ballast transfer system to
> commence pumping. This is considered rolling of ship by wave.

AUTO HEEL OPERATION & ARRANGEMENT

(Sketch to be inserted here)

> **(2) INCLINATION CONTROL SWITCH (STOP)**
>
> Set the control to the required minimum heel angle. When the vessel
> returns to this angle a control signal is transmitted to the water
> ballast transfer system to stop pumping.
>
> **(3) POWER ON/OFF SWITCH**
>
> This is the power switch for the main electrical supply.
>
> **(4) CONTROL SWITCH**
>
> This is a three position Honeywell CMC selector switch with
> indication:
>
> Off/Reset
>
> \(a\) Auto Control
>
> \(b\) Manual Control
>
> When either auto control or manual control is selected, the
> appropriated selector is illuminated together with the Reset portion
> of the Off/Reset control switch.
>
> To reset the system, reset control switch to Off/Reset position. The
> fault should then be rectified and the control switch returned to the
> required control position.
>
> \(a\) AUTO CONTROL
>
> With the control switch in this position, the heel is automatically
> maintained within the limits set by the heel control Stop/Start
> switches.
>
> \(b\) MANUAL CONTROL
>
> With the control switch in this position, control is transferred to
> the Manual Transfer Control switch.
>
> **(5) MANUAL TRANSFER CONTROL SWITCH**
>
> This is a three position Honeywell CMC selector switch with push
> facility:
>
> 1\. Off
>
> 2\. P - S
>
> 3\. S - P
>
> 4\. Pumprun
>
> The heel can be manually controlled by setting this switch to either
> Port to Starboard, or, Starboard to Port as appropriate, and pressing
> the Push switch to commence pumping. Pumping operations are stopped by
> switching to the Off position.
>
> The appropriate sections of this switch when selected or operated are
> illuminated.
>
> **PORT - STARBOARD AND STARBOARD - PORT INDICATORS**
>
> These lights are illuminated when transfer is actually taking place;
> that is, when the valves are open and the pump running transferring
> water ballast from Port to Starboard or Starboard to Port.
>
> **EVEN INDICATOR**
>
> This lamp is illuminated when the transfer operation is complete.
>
> **EXCESS HEEL INDICATOR**
>
> This lamp is illuminated when the heel exceeds three (3) degrees.
>
> **TANK VALVE OPEN/SHUT INDICATORS**
>
> These lamps are illuminated to indicate the state of the valve for the
> tanks shown on the display. The tanks used for the water ballast
> transfer operation have to be preselected from Engine Control Room by
> the operator.

**d. OPERATION**

> Four (4) of the valves in the ballast system can be connected to an
> automatic list control system, which shifts water between No. 1-4
> lower water ballast side tanks port and starboard.
>
> On the figure these valves are marked with double-circled number.
> Before engaging the automatic list control, more than 300 m. of the
> ballast water shall be contained in a pair or two pairs of No. 1-4
> lower ballast side tanks port and starboard together.
>
> When the system is engaged, pumping from one side to the other side
> will start at a pre-set list angled (0.5 - 3 degrees, adjustable). The
> pumping is stopped either when the ship is upright (list angle of 0 -
> 0.5 degrees, adjustable) or when the pump discharge pressure fails.
>
> The tanks and valves used for the water ballast transfer system have
> to be preselected from engine control room by operator. Ballast valves
> not used for it must be closed. Then the list control system is
> engaged, and the valves will be operated as follows:
>
> Valves marked (1) will open by selecting the tank from engine control
> room.
>
> Valves marked (2) will start to open at about 10 seconds after
> starting the pump and close when the pumps stop.
>
> Valves marked (3) are open when shifting from portside to
> starboardside and are closed when shifting from starboardside to
> portside.
>
> Valves marked (4) are closed when shifting from portside to
> starboardside and are open when shifting from starboardside to
> portside.
>
> Valves marked (5) are closed when shifting from portside to
> starboardside and are closed when shifting from starboardside to
> port-side.
>
> **3. EMERGENCY QUICK BALLAST SYSTEM**

**a. ABSTRACT**

> Emergency quick ballast panel located in wheelhouse is provided to
> allow counter for emergency condition of ship. Therefore, priority is
> given to wheelhouse (emergency quick ballast of ballast control system
> while in operation from wheelhouse, it cannot be operated from the
> other control stations (engine control room and deck control room).

**b. FUNCTION**

> No fuse breaker and source indicator lamp - these are power switch for
> main electrical supply and indication.
>
> Control switch - this is a three position Honeywell CMC selector
> switch with push button facility:
>
> a\. Off/Push
>
> b\. Stbd. to Port
>
> c\. Port to Starboard
>
> d\. Pump Available
>
> The counter balance can be made controlled by setting this switch to
> either port to starboard or starboard to port appropriate and pressing
> the push switch to commence pumping. The pumping operation are stopped
> by switching to the off position. The appropriate sections of this
> switch when selected or operated are illuminated.
>
> **(1) AUTOMATIC VALVES SEQUENCING INDICATOR**
>
> This lamp is flickered when the automatic valve is opening.
>
> **(2) TANK VALVE SELECT OPEN/SHUT SWITCH**
>
> Before starting the emergency operation, tank valves (flooding tank
> and counter balance tank) must be selected by the operator.
>
> **(3) BALLAST VALVE OPEN/SHUT INDICATOR**
>
> L.E.D. type unit to be illuminated by automatic list control.
>
> **c. OPERATION**
>
> Emergency quick ballast control is arranged such that the operator has
> only to:
>
> 1\. Select the pump.
>
> 2\. Select the tank/tanks to be pumped from.
>
> 3\. Select the tank/tanks to be pumped to.
>
> Other utilized valves are to be operated automatically by logic.
> However, from pump availability and maintenance point of view, warning
> \"emergency quick ballast pump not available\' was provided wheelhouse
> alarm panel.

**IX. SAFETY**

**IX**

> **A. SAFETY POLICYA**
>
> A safety policy is important to a well-balanced Safety Program. The
> main purpose of a Safety Program is the elimination of unsafe
> conditions and unsafe practices through the cooperation of seamen,
> officers and vessel Masters. As a management team, the MTL Office
> staff and all Masters, must show by their actions and words, that they
> will provide a safe place and safe methods in which to work; this is
> their primary responsibility.
>
> An established safety policy, approved and implemented by MTL
> Management and made known to all employees, can assure all crew
> members that we are interested in their safety and are willing to take
> all practicable measures to make their vessel a safe place to live and
> work. Additionally, it ensures all officers that their efforts to
> promote safety are supported by management and are recognized as
> necessary functions to efficient production.
>
> The enforcement of safety policy is the primary responsibility of the
> vessel\'s Master. To accomplish our objectives successfully, this
> policy addresses everyone despite their rank or position. Our safety
> policy statement, reads:
>
> **\"It is the policy of the Company that every employee be provided a
> safe and healthful place in which to work. To this end, every
> reasonable effort will be made in the interest of accident prevention
> and health preservation.\"**
>
> Our office personnel are actively working to minimize loss due to both
> personal injury and equipment damage. They are responsible for all
> safety factors concerning a fleet of foreign and american flag
> vessels. They will provide the assistance needed to reduce both the
> severity and frequency of accidents onboard MTL operated vessels.
>
> Statistics released by the Marine Index Bureau, concerning an excess
> of illnesses and injuries, warrants an increasing concern for safety.
> The cost in terms of human and commercial loss presents a problem that
> all must strive to reduce.
>
> Pursuant to company safety policy, all vessels must conduct safety
> meetings at least once each calendar month with all crew members
> present except those who are on watch. Those on watch will be updated
> on the minutes after the safety meeting concludes.
>
> To provide proper input, minutes of each meeting will be reviewed by
> the Director of HS&EP as part of the monthly management report. At
> each meeting, discipline of employees involved in safety violations,
> including as statistical data on vessel accidents, will be reviewed.
>
> Occasionally, a review of illness/injury reports suggest a lack of
> thorough investigation. Recommendations to avoid future injury
> occurrences can be addressed at the monthly safety meeting.
>
> Keeping in mind that an investigation is an inquiry to find
> circumstances and causes, shipboard mishaps can be prevented when
> their causes are known and eliminated. Control numbers will be
> attached to each injury/illness report for tracking purposes between
> the Departments of Risk Management, HS&EP and the vessel. To gain
> factual knowledge of the causes, all witnesses should be interviewed
> despite the severity of the mishap, and a Witness/Non-Witness
> Statement must be obtained. The purpose of this statement is not to
> blame anyone but is intended to evaluate additional knowledge about
> the cause. An overlooked factor to a minor accident can mean a
> disaster upon recurrence of that accident. Therefore, it should be
> understood that a thorough investigation will provide a valuable input
> for the entire MTL fleet.
>
> **B. SAFETY INCENTIVE AWARD PROGRAM**
>
> **B**
>
> **1. PURPOSE**
>
> The purpose of this program is to promote safe working habits and
> attitudes of individuals employed as crew members. Additionally, the
> Award Program, as outlined below, will recognize and reward those
> individuals who do their jobs without incurring loss time.
>
> **2.** **REPORTING ON BOARD**
>
> When an individual reports on board and begins the orientation
> process, he will be informed of the safety incentive program.
>
> **3. AWARD PROGRAM**
>
> [Level 1 Award]{.underline}:
>
> This award is given to all permanent or relief crew members. A crew
> member, to get this level of award, must complete his tour aboard the
> vessel without a loss time injury. A relief crew member, to be
> eligible to receive this award, must serve a minimum of thirty
> consecutive days aboard the vessel.
>
> [Level 2 Award:]{.underline}
>
> This is the semi-annual segment of the program that is limited to
> permanent members of the crew. The semi-annual periods are based on a
> calendar year. In order for a crew member to earn an award at this
> level, the crew member must serve all tours within this semiannual
> period (January 1 through June 30 or July 1 through December 31)
> without a loss time accident.
>
> [Level 3 Award:]{.underline}
>
> Based on a calendar year, this is the annual segment of the program
> that is limited to permanent members of the crew. In order for a crew
> member to earn an award at this level, he/she must serve all tours
> within a calendar year without a loss time accident.
>
> [Certificates:]{.underline}
>
> At all award levels, a \"Safety Achievement Award Certificate\" also
> will be presented. These certificates dedicate those individuals who
> have earned safety awards described above. Copies of the certificate
> (one kept in the Master\'s file onboard and one sent to the MTL Safety
> Office) will be the means of accounting for all awards. Certificates
> will be signed by the Master and the recipient of the award.
>
> **C. SAFETY PROGRAM ORGANIZATION STRUCTURE**
>
> **C**
>
> **1. PURPOSE**
>
> To ensure that the Master of a MTL vessel actively administers MTL\'s
> Safety Program.
>
> **2. POLICY**
>
> The Master shall serve as Chairman of the vessel\'s Safety Committee.
> He shall hold monthly safety meetings in accordance with information
> contained on Form 391 (Rev. 8/79). All crew members, except watch
> personnel, are required to attend every meeting. Minutes of each
> meeting shall be completed, posted, and forwarded to the Director of
> HS&EP as part of the Monthly Management Report. Those individuals on
> watch that did not attend the safety meeting will be briefed on the
> meeting. It will be acknowledged in the minutes that those individuals
> were briefed on the safety meeting minutes.
>
> **3. PROCEDURE**
>
> **a. Hazard Identification Program**
>
> The Master shall ensure that an active hazard identification program
> is enforced. Crew members shall be solicited for any condition or
> practice which is deemed hazardous. Accidents shall be reviewed for
> hazard identification and a self-inspection program shall be
> initiated.
>
> Each department head/supervisor shall ensure that every worker under
> his direction is fully prepared and capable of performing his assigned
> work. Workers shall be required to use the appropriate safety
> equipment for their assigned work.
>
> Every crew member is responsible not only for his own safety but for
> the safety of his fellow crew members. No one shall undertake any task
> which may endanger himself or another crew member. If possible, crew
> members shall prevent anyone from endangering themselves.
>
> **b. Safety Meetings**
>
> The Master shall conduct monthly safety meetings in accordance with
> information contained on Form 391, Agenda Guidelines. He will ensure
> that all off-watch crew members attend. Meetings shall be rotated to
> ensure attendance by the greatest number of personnel. Significant
> safety items that were discussed in previous meetings will be repeated
> at the next safety meeting. When completing Form 391, the following
> information is required:
>
> \(1\) Names of all crew members attending the meeting; the Master may
> attach a crew list provided a notation is included as to who was on
> watch or not present for the meeting.
>
> \(2\) List the topics of discussion; a verbatim transcript need not be
> made. If additional space is needed, several pages may be used.
>
> \(3\) Distribution of Safety Meeting Minutes will be followed as
> outlined on the bottom of page one as follows: original to Master, one
> copy to ship safety file and one copy to be included in the Monthly
> Vessel Report.
>
> Meaningful safety meetings are a time-proven method of increasing
> safety awareness and preventing accidents. The more meaningful the
> meeting, the greater the benefits that will be seen in your safety
> program. The Agenda Guidelines will assist you in conducting your
> meetings. MTL has no objections when lifesaving and fire fighting
> equipment demonstrations are conducted jointly with the weekly
> fire/boat drills, provided notations are made in the monthly safety
> minutes of the date and equipment demonstrated.
>
> Agenda items C and D contain very important items. Responses to these
> items shall be reported when either unsafe conditions or unsafe acts
> are discovered or discussed, and most importantly, addressed in a
> positive manner. While it is important to address unsafe conditions,
> safety meetings are not vessel repair specifications. Sometimes there
> is a fine line in this regard and we expect the Master, as Chairman,
> to keep the safety meetings on course.
>
> Naturally, any unsafe condition or unsafe act reported should be
> addressed in a positive manner. For example, if a crew member reports
> an unsafe railing, then the repair of this railing should also be
> verified and mentioned at the next safety meeting. In this way, not
> only is the crew member aware that his safety suggestions are taken
> seriously, but there is proof that the unsafe condition has been
> corrected.
>
> **D. VESSEL SAFETY ORIENTATION PROGRAM**
>
> **D**
>
> **1. PURPOSE**
>
> This procedure acquaints new crew members with existing material and
> the environment in which they will live and work. It will also improve
> the health, safety and well being of all individuals during their
> employment on board the vessel, and stress the importance of good
> seamanship and safety awareness.
>
> **2. POLICY**
>
> When a new crew member reports on board, the Orientation Officer will
> emphasize the importance of safety, company policy and
> responsibilities required of each individual. Using a checklist (see
> Table 1), the Orientation Officer will ensure the new crew member
> receives the following items/information:
>
> a\. Proper footwear.
>
> b\. Proper work clothes.
>
> c\. Views orientation video (encourage crew member to view other
> safety videos presented in the future).
>
> d\. \"Welcome Aboard\" booklet.
>
> e\. \"Mariner\'s Guide to Survival Suits\" booklet.
>
> f\. A life jacket.
>
> g\. A survival suit.
>
> h\. A hard hat and goggles.
>
> i\. An ELSA.
>
> j\. Hearing protection device.
>
> k\. Station bill assignment/duties.
>
> l\. Shown location and instructions in use of Material Safety Data
> Sheets.
>
> m\. Inform crew member to be aware of certain dangers encountered on
> vessel (i.e., equipment, conditions).
>
> n\. Information on vessel policies and characteristics.
>
> o\. Information on Alcohol/Drug Free Policy and the Safety Incentive
> Program.
>
> p\. Information on proper disposal of refuse/plastics.
>
> q\. Information on hearing protection.
>
> r\. Trained in use of respiratory devices.
>
> **3. PROCEDURE**
>
> During the initial contact period, the Orientation Officer will stress
> the need for prompt reports of any unsafe tools, equipment or
> conditions that may be encountered onboard the vessel. Reminders
> concerning hard hats, safety goggles, acceptable dress, footwear, and
> additional safety advice should also be given.
>
> Additionally, the Department Head shall explain any special
> operational, maintenance and repair practices giving attention to
> safety policies onboard. Discussions should include the nature of
> cargo carried, areas of special hazard, safety and emergency
> equipment, and station bill assignments and duties.
>
> Suggestions made by the crew member concerning specific areas of work
> safety should be encouraged. Emphasize that the Department Head is
> available to answer questions anytime, and to address the issue again
> at the next monthly safety meeting.
>
> All new crew members shall be advised that attendance to every monthly
> Safety Meeting held on board MTL vessels is mandatory. At these
> meetings, crew members will receive first hand instruction/ guidance
> and can provide their own safety suggestions. In this manner, a
> continuous tone for safety will be maintained during each crew members
> employment.
>
> After the crew member has been put through the safety orientation
> program, a short quiz is given. This ensures that the crew member
> understands the hazards aboard as well as the location of all safety
> equipment, and the location of his/her assigned station bill and the
> duties of such billet.

**TABLE 1.** **NEW CREW MEMBER ORIENTATION CHECKLIST**

+------------------------------------------------------+------+-------+
| ITEM/DESCRIPTION                                     | INI  |       |
|                                                      | TIAL |       |
|                                                      |      |       |
|                                                      | B    |       |
|                                                      | ELOW |       |
|                                                      |      |       |
|                                                      | CM   |       |
|                                                      | OO   |       |
+------------------------------------------------------+------+-------+
| 1\. Work shoes acceptable.                           |      |       |
+------------------------------------------------------+------+-------+
| 2\. Work clothes acceptable.                         |      |       |
+------------------------------------------------------+------+-------+
| 3\. Orientation video viewed.                        |      |       |
+------------------------------------------------------+------+-------+
| 4\. Welcome Aboard booklet issued.                   |      |       |
+------------------------------------------------------+------+-------+
| 5\. Survival Suit booklet issued.                    |      |       |
+------------------------------------------------------+------+-------+
| 6\. Life jacket issued.                              |      |       |
+------------------------------------------------------+------+-------+
| 7\. Survival suit issued.                            |      |       |
+------------------------------------------------------+------+-------+
| 8\. Hard hat and goggles issued.                     |      |       |
+------------------------------------------------------+------+-------+
| 9\. ELSA issued.                                     |      |       |
+------------------------------------------------------+------+-------+
| 10\. Hearing protection issued.                      |      |       |
+------------------------------------------------------+------+-------+
| 11\. Oriented to station bill duties.                |      |       |
+------------------------------------------------------+------+-------+
| 12\. Shown MSDS instructions.                        |      |       |
+------------------------------------------------------+------+-------+
| 13\. Lectured on what dangers to watch for.          |      |       |
+------------------------------------------------------+------+-------+
| 14\. Lectured on ship\'s policies.                   |      |       |
+------------------------------------------------------+------+-------+
| 15\. Lectured on ship\'s characteristics.            |      |       |
+------------------------------------------------------+------+-------+
| 16\. Lectured on Safety Incentive Program.           |      |       |
+------------------------------------------------------+------+-------+
| 17\. Lectured on garbage disposal/handling.          |      |       |
+------------------------------------------------------+------+-------+
| 18\. Lectured on hearing protection.                 |      |       |
+------------------------------------------------------+------+-------+
| 19\. Received respiratory protection training.       |      |       |
+------------------------------------------------------+------+-------+

[KEY]{.underline}

OO= Orientation Officer

CM= Crew Member

Crew Members Name:
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Rating:
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Date:
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

Orientation Officer\'s Name:
\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

> **E. HEAD PROTECTION**
>
> **E**
>
> **1. PURPOSE**
>
> This procedure instructs crew members in use of head protection, the
> dangers of moving objects or bumping one\'s head, and having harmful
> materials collect on the head.
>
> **2. POLICY**
>
> The Master shall review the types of accidents and near accidents
> which have occurred on his vessel. He will determine the need for any
> additional use of head protection.
>
> Hard hats shall always be worn for the following situations:
>
> • During mooring operations
>
> • Working in cargo holds or tanks
>
> • During cargo transfer operations when on deck
>
> • Hoisting or lowering materials, such as stores
>
> • During fire and boat drills
>
> • While on deck both in port and at sea
>
> • While in the engine room or any machinery space both in port or at
> sea.
>
> **3. IMPLEMENTATION**
>
> All crew members will be provided a hard hat for personal head
> protection during their employment on board MTL owned or operated
> vessels. Where an insufficient supply of hard hats exists or
> replacements are required, a purchase requisition shall be immediately
> forwarded to Marine Purchasing.
>
> Additionally, all visitors upon boarding a MTL vessel must be provided
> a hard hat. A container containing hard hats for visitors shall be
> placed at the gangway upon the vessel\'s arrival at the berth. It is
> the responsibility of the gangway watch to ensure that all visitors
> are given a hard hat when boarding and that the hard hat is returned
> upon departure.
>
> Since company policy dictates the use of hard hats on deck (among
> other areas), all crew members going ashore can place their personal
> hard hats in the container at the gangway and pick them up upon
> returning onboard.
>
> Violations for not wearing a hard hat must be treated by written
> reprimand and recorded in the Ship\'s Log; continued violations will
> be cause for dismissal.
>
> **4. GENERAL INFORMATION**
>
> Safety hard hats are available through Marine Purchasing by the normal
> requisitioning method.
>
> The MSA V-Gard Slotted Cap, in white, is the preferred type/model hard
> hat that shall be requisitioned. This type/model has been found to be
> the best general purpose hard hat for shipboard use. Unless some
> overriding consideration prevails, this type of hard hat shall be
> requisitioned exclusively as it is an OSHA approved hat.
>
> In addition to providing the necessary head protection, the MSA V-Gard
> Slotted Cap provides a means of securing the following additional
> protective equipment to be used as conditions dictate: hearing
> protection, face shield and/or goggles, welding shield, chin strap,
> and cold weather protection.
>
> Each MTL vessel shall maintain a sufficient quantity of the above
> equipment on board for all crew and visitors to use as policy,
> situations or conditions dictate.
>
> Hard hats shall be replaced when damaged or in need of a new
> suspension or sweatband. (Sweatbands may be purchased separately.)
>
> Tars, paints, oils and other adherent dirt should be periodically
> removed using non-flammable and non-toxic solvents.
>
> The wearer should adjust the helmet\'s sweatband for his head size
> such that the hat remains securely in place. It should be noted that
> an improper fit is a typical cause for headache complaint.
>
> The 1 to 1-1/4 inch clearance between the top of the head and the
> inside shell of the hat will provide the desired cushion from impact
> in the following ways:
>
> • The shell resists and deflects a blow
>
> • Impact is distributed over a large area
>
> • The suspension acts as a shock absorber
>
> • Even if the hat does dent or shatter, it still takes the force out
> of the blow.
>
> Hard hats can often save the scalp, face and neck from overhead spills
> of harmful liquids; they can also help prevent the collection of
> irritating chemical dusts and mists in the hair.
>
> The actual weight of a safety hard hat is within ounces of the weight
> of an ordinary felt hat.
>
> Light colored safety hard hats reflect heat as well as or better than
> ordinary hats; they also allow free air circulation.
>
> Safety hard hats must never be worn with the suspension removed.
>
> It is recommended that shipboard department heads periodically check
> that hard hats are worn properly. A good time for such an inspection
> would be during the Fire/Boat Drill. Further instruction to all
> crewmen could be made as a feature of the vessel\'s Safety Committee
> Meetings.
>
> **F. HEARING CONSERVATIONF**
>
> It is MTL\'s policy to keep noise levels onboard its owned and/or
> operated vessels as low as practicable, and to maintain or improve
> sound-absorbing arrangements. Areas requiring hearing protection shall
> be identified and disposable hearing protection devices located at the
> entry points.
>
> Areas that produce excessive noise levels shall not be entered nor
> shall work be performed at those locations without the use of personal
> noise suppression devices. Ear plugs or ear muff type noise
> suppression devices shall be worn when working in areas of high noise
> levels.
>
> When work is performed in such spaces, a suitable system of
> communications shall be agreed upon before work begins.
>
> The following areas and situations may cause excessive noise levels
> where personal protection hearing devices shall be used:
>
> 1\. Exposure to impulse or impact noise while in a confined space
> (tank or cargo hold) during deck maintenance or operations that may
> cause impact or impulse noise levels (i.e., chipping, scaling, etc.).
>
> 2\. While in engine spaces when engines and/or machinery is operating.
>
> 3\. While using high speed rotary tools.
>
> 4\. All other areas where excessive noise may be generated and/or is
> posted.
>
> Since ear plugs are handled often for fitting and removal, they should
> be maintained in hygienic condition, free from dirt or grease.
> Instructions accompanying each ear plug device should be carefully
> followed for proper fit and cleanliness.
>
> Near very high noise levels, ear plugs may be used in conjunction with
> ear muffs for additional protection.
>
> During the orientation program, hearing protection devices will be
> issued with instructions pertaining to areas where these devices
> should be worn, and location of areas to retrieve disposable hearing
> protection.
>
> **G. EYE PROTECTION**

**G**

> **1. PURPOSE**
>
> This procedure provides information to prevent injury or possible loss
> of sight from flying or falling objects, contact with
> liquids/chemicals, or by other means.
>
> **2. POLICY**
>
> If the possibility of an injury to the eye exists, goggles, full face
> shields or other suitable eye protection shall be worn at all times.

**WARNING**

> Eyeglasses alone, with or without \"safety glass\" does not constitute
> adequate eye protection!
>
> Appropriate eye protection is required (for observers/supervisors
> too), but not limited to the following:
>
> • Using grinders
>
> • Operating lathes
>
> • Operating drill presses
>
> • Chipping, wire brushing or scraping
>
> • Handling acids or other chemicals:
>
> · When in the area of the manifold
>
> · Transferring Anyhydrous Ammonia and chemical cargoes, especially
> when connecting/disconnecting cargo hoses/arms
>
> · When working on valves or flanges regardless of location
>
> · When using caustics, degreasers or other cleaning solvents,
> including but not limited to: Fantastic, 409, and all types of spray
> cleaners, soaps, and oven cleaners.
>
> • Working with or near storage batteries
>
> • Handling and using boiler or water treatment chemicals.
>
> • Working inside boiler furnaces
>
> • Working dusty cargo
>
> • Operating windlass and brake release
>
> • Welding/burning
>
> • Handling cathode ray tubes and fluorescent light tubes
>
> • Working on boiler gauges
>
> • Using compressed air or any compressed gas
>
> • Painting, especially overhead and/or spray painting
>
> • Using chain falls
>
> • Cleaning, mucking, drying cargo/ballast tanks and cargo holds
>
> • Manual gauging of cargo tanks
>
> • Sandblasting
>
> • Fumigating
>
> **3. GENERAL INFORMATION**
>
> General purpose goggles provide protection against medium to heavy
> impacts. Chemical goggles protect against fumes, vapors and liquid
> splashes. Welding goggles/masks protect the eyes from ultra violet
> rays and bright welding glare. Therefore, it is mandatory that the
> proper type of eye protection is chosen for each particular job.
>
> Face shields should be used to protect the face and neck from flying
> objects, sprays, and splashes of liquids and molten material. Face
> shields shall never be worn as the sole means of eye protection. In
> conjunction with face shields, the proper type of goggles should
> always be worn.
>
> **4. IMPLEMENTATION**
>
> The Master has the overall responsibly to ensure that eye protection
> is available and used whenever necessary.
>
> The Chief Engineer is responsible to ensure that proper eye protection
> is available and used in all machinery spaces, especially in the
> machine shop and in all other engine room workshops/areas.
>
> The Chief Mate is responsible to ensure that proper eye protection is
> available and used in workshops, paint lockers and in all areas on
> deck where deemed necessary.
>
> The Chief Steward is responsible to ensure that eye protection is
> available and used when deemed necessary in the his work area.
>
> The Safety Officer shall inspect all eye protection devices to ensure
> that they are in good condition and that proper cleanliness is
> maintained by all users.
>
> Personnel who frequently engage in work that requires eye protection
> shall be issued the proper protection; they are responsible for their
> maintenance.
>
> The Safety Officer shall issue the proper type of goggles to all crew
> members during their orientation and he shall ensure their use as
> required.

**5. ENFORCEMENT**

> The Master will treat eye protection violations as unsafe and
> unseamanship like acts. Violations shall be treated by written
> reprimand and recorded in ship\'s log; continued violations will be
> cause for dismissal.
>
> Shore personnel, who do not comply with eye protection requirements as
> contained herein, will be removed from the vessel.
>
> Upon boarding the vessel, eye protection will be issued in conjunction
> with a hard hat.

**H. FOOT PROTECTIONH**

**1. PURPOSE**

> This procedure provides information concerning the selection and use
> of good quality safety shoes or work boots.

**2. POLICY**

> Proper safety or work shoes/boots are required and shall be provided
> and used by crewmen for their own protection. Additionally, rubber or
> some form of waterproof boot or overshoe shall be worn when wet or
> adverse conditions exist.
>
> Loafers, slippers, tennis shoes, clogs, or sandals in any form shall
> not be worn while on duty and are strictly forbidden while on deck, in
> engine spaces, cargo spaces, or any work place.

**3. GENERAL INFORMATION**

> A properly fitted shoe/boot will provide good support for the foot,
> thus eliminating sore or fatigued feet. Additionally, a high top
> shoe/boot will provide good ankle support as well.
>
> A good quality steel toe safety shoe/boot that offers additional
> protection is preferred. A good quality work shoe/boot is also
> acceptable.
>
> Shoes with torn or loose soles are a tripping hazard and must be
> either repaired or replaced.
>
> A person should carefully choose a shoe that will be appropriate with
> the type of work they will be doing. Hard rubber or leather soles are
> not recommended since they could easily cause one to slip on wet, damp
> or smooth surfaces. Instead, a shoe that provides good traction on
> deck surfaces should be selected.
>
> Metal heal or toe plates (taps) affixed to the bottom of a shoe are
> forbidden on all vessels because they will not hold on steel decks,
> ladders or stairs, and they are also very likely to generate sparks.

**4. IMPLEMENTATION**

> The Safety Officer shall question all crewmen reporting for duty
> whether they have proper footwear and will ensure that all crew
> members use proper footwear while on board. At his discretion, the
> Master may not accept anyone on board the vessel who is not wearing
> proper footwear or refuses to do so.

**5. ENFORCEMENT**

> The Master will treat all violations as unsafe and unseamanship like
> acts. Violations shall be treated by written reprimand and recorded in
> Ship\'s Log; continued violations will be cause for dismissal.

**I. HAND PROTECTIONI**

**1. PURPOSE**

> This procedure provides information concerning the precautions to take
> to avoid hand injuries caused by exposure to injurious substances or
> temperature extremes.

**2. PROCEDURE**

> All vessel and other contract personnel, who are involved in work
> which has a capability for exposure to chemicals, must comply with the
> following requirements:
>
> a\. Protective gloves shall be worn whenever handling hoses, valves,
> containers, or any task which has the potential for hazardous exposure
> to the hands.
>
> b\. Gloves for chemical service must be selected for adequacy based on
> several factors which include:
>
> • Chemical resistance
>
> • Permeation tests
>
> • Ease of use
>
> Refer to Table 2 for a complete listing of recommended gloves to be
> worn when handling certain chemicals. If any problems or questions
> arise, consult the Director of HS&EP.
>
> c\. Personnel involved in the following work assignments must wear
> specific glove types, as follows:

**WARNING**

> SELECTING THE PROPER GLOVE FOR DIFFERENT OPERATIONS IS VERY CRITICAL.
> IF IN DOUBT AS TO WHAT TYPE OF GLOVE SHOULD BE WORN, CONSULT THE CHIEF
> MATE.

\(1\) Tank washing/drying: Ansell Edmont NEOX

\(2\) Hose connect/disconnect: Neoprene, butyl rubber or PVA

\(3\) Pump/line maintenance: ask Chief Mate for proper glove selection

\(4\) Tank sump areas: ask Chief Mate for proper glove selection

> d\. The Chief Mate will maintain a list of chemical and glove
> selections for each chemical carried on board the vessel. He will
> request additional study or recommendations from UCCEP personnel when
> new chemicals are carried on board or when questions arise.
>
> e\. After being in contact with chemicals, gloves must be disposed of
> properly. A disposal container will be positioned near the work area
> where chemical resistance gloves are worn. If gloves are damaged or
> exposed to chemicals, they shall be deposited in the designated
> container upon leaving the work area.
>
> f\. Only gloves which are approved will be purchased for use on board
> the vessel.
>
> g\. All employees have a responsibility to maintain their gloves in
> safe working condition and to request replacement when necessary.
>
> **TABLE 2 -** **RECOMMENDED GLOVES FOR HANDLING CHEMICALS**

+-------------------------+--------+-------------------------+--------+
| CHEMICAL                | GLOVE  | CHEMICAL                | GLOVE  |
|                         |        |                         |        |
|                         | TYPE   |                         | TYPE   |
+-------------------------+--------+-------------------------+--------+
| ACETIC ACID             | 1      | ISOBUTYL ACETATE        | 1      |
+-------------------------+--------+-------------------------+--------+
| ACETONE                 | 2      | ISOPROPYL ACETATE       | 1      |
+-------------------------+--------+-------------------------+--------+
| AMYL ACETATE            | 2,3    | ISOPROPYL ALCOHOL       | 1      |
+-------------------------+--------+-------------------------+--------+
| AMYL ALCOHOL            | 1,2    | METHANOL                | 2      |
+-------------------------+--------+-------------------------+--------+
| BUTANOL                 | 1,2,3  | METHYL AMYL ALCOHOL     | 1      |
+-------------------------+--------+-------------------------+--------+
| BUTYL ACETATE           | 3      | METHYL CELLOSOLVE       | 2      |
+-------------------------+--------+-------------------------+--------+
| BUTYL ACRYLATE          | 2      | METHYL ETHYL KETONE     | 2,3    |
+-------------------------+--------+-------------------------+--------+
| BUTYL CELLOSOLVE        | 1,2,3  | METHYL ISOBUTYL KETONE  | 2      |
+-------------------------+--------+-------------------------+--------+
| CAUSTIC                 | 1      | MINERAL SPIRITS         | 1      |
|                         |        |                         |        |
| (SODIUM HYDROXIDE)      |        |                         |        |
+-------------------------+--------+-------------------------+--------+
| DIETHANOLAMINE          | 1,2    | NAPHTHA                 | 1      |
+-------------------------+--------+-------------------------+--------+
| DIETHYLENE GLYCOL       | 2      | PM 2185 (ETHYLENE       | 1      |
|                         |        | GLYCOL                  |        |
+-------------------------+--------+-------------------------+--------+
| ETHANOL                 | 1,2    | PROPANOL                | 1      |
+-------------------------+--------+-------------------------+--------+
| ETHYL ACETATE           | 2,3    | PROPYL ACETATE          | 2      |
+-------------------------+--------+-------------------------+--------+
| ETHYL ACRYLATE          | 2,3    | STYRENE                 | 3      |
+-------------------------+--------+-------------------------+--------+
| ETHYLHEXOIC ACID        | 1      | TERGITOL NP-9           | 1,2    |
+-------------------------+--------+-------------------------+--------+
| ETHYLENE GLYCOL         | 1      | TOLUENE                 | 3      |
+-------------------------+--------+-------------------------+--------+
| ETHYLENEDIAMINE         | 1,2    | TRIETHANOLAMINE         | 1,2,3  |
+-------------------------+--------+-------------------------+--------+
| ETHYL HEXANOL           | 1,2,3  | TRIETHYLENE GLYCOL      | 2      |
+-------------------------+--------+-------------------------+--------+
| ETHYL HEXYLACRYLATE     | 2      | VINYL ACETATE           | 1      |
+-------------------------+--------+-------------------------+--------+
|                         |        | XYLENE                  | 3      |
+-------------------------+--------+-------------------------+--------+

> [KEY]{.underline}
>
> 1= NEOPRENE
>
> 2= BUTYL
>
> 3= POLYVINYL ALCOHOL

**J. HAZARDOUS SUBSTANCES/PROTECTIVE CLOTHINGJ**

**1. PURPOSE**

> To avoid injuries caused by exposure to injurious substances or
> temperature extremes by wearing the appropriate clothing.

**2. POLICY**

> It is the MTL\'s policy that any employee, who in the performance of
> his assigned duties may be exposed to injurious substances and/or
> temperature extremes, shall wear suitable protective clothing. This
> policy supplements the requirements contained in CFR Title 46, part
> 153.933.
>
> Temperature extremes can result from exposure to adverse weather
> conditions or during certain work procedures (i.e., cutting, welding,
> burning) performed either in the vicinity of machinery or in
> refrigerated spaces.

**3. IMPLEMENTATION**

> It is the Master\'s responsibility to ensure that all crew members
> wear the necessary protective gear for the task to be accomplished.
> For chemical cargoes, such protective gear could include full
> rubberized suits, rubber gloves, boots, hard hats, goggles and face
> shields. For extreme cold environmental conditions, protective gear
> could include insulated arctic suits, insulated gloves, insulated
> safety shoes and wool caps.

**4. ENFORCEMENT**

> The Master will consider all violations as unsafe and unseamanship
> like acts. Violations shall be treated by written reprimand and
> recorded in Ship\'s Log; continued violations will be cause for
> dismissal.

**5. DEFINITIONS**

> Injurious substances are defined as materials which can cause harmful
> effects by exposure to fumes, sprays or liquid saturation. These
> materials include but are not limited to chemical cargoes, bunkers or
> lubricating oils, rust inhibitors, degreasers and cleaning detergents.
>
> An injury is exposure to any chemical which inflicts harm (i.e. skin
> damage, respiratory damage, eye damage and reproductive damage) to an
> individual.

**6. RAIN GEAR**

> Crew members will be provided suitable rain gear for use in inclement
> weather as well as during a specific job task such as handling caustic
> products. All rain gear shall be of an approved type, resistant to
> solvents and corrosive exposure and meet the following requirements:

a\. Trouser legs and coat sleeves shall be cuffless to avoid holding
liquids or snagging objects.

b\. All fasteners shall be buttons, snaps, velcro type or seal tight
zippers.

c\. Coat storm flaps shall be constructed to prevent liquid entry from
chemical splashes.

**K. WARNING SIGNSK**

> Practical procedures and controls (i.e., entry permits, a two person
> buddy system, etc.) shall be established for safe entry into spaces
> (e.g. lockouts, personnel protective equipment or other administrative
> means). Whenever possible, warning signs (i.e., danger, caution or
> instruction) shall be used and classified, as follows:

**1. Danger Signs**

> Danger signs shall be used only where an immediate hazard exists.
> These signs will have a red background.

**2. Caution Signs**

> Caution signs shall be used to warn against potential hazards or to
> caution crew members against unsafe practices. These signs will have a
> yellow background.

**3. Safety Instruction Signs**

> Safety instruction signs shall be used where there is a need for
> general instructions and/or suggestions relative to safety measures.
> No specific color will be used for these signs; however, red and
> yellow must NEVER be used.

**L. PHYSICAL HAZARDSL**

> Physical hazards include any protrusions into walkways, high coamings
> on door sills, low overheads particularly in engine spaces or in way
> of ladders, heat sources (steam piping), electrical sources (exposed
> wiring), and trip hazards (cleats, padeyes, piping on deck, top and
> bottom ladder steps, and mooring wires).
>
> Physical hazards shall be clearly marked. Yellow is the basic color
> for designating \"CAUTION\" and for marking physical hazards. Solid
> yellow, yellow and black stripes, yellow and black checkers or yellow
> with any suitable contrasting background should be used whenever
> possible. Alternatively, any suitable contrasting color and or strips
> of cloth, etc., shall be used.

**M. WORK AREA SAFETYM**

> Upon joining the vessel, the new crewman will receive safety training
> via the vessel safety orientation program. This program educates the
> crewman about the various safe work procedures that are implemented
> onboard which can prevent work-related injuries. This is covered under
> the New Member Orientation Checklist.
>
> When loading, unloading, or tank washing a cargo tank that carries or
> had carried a particular chemical which requires that specific safety
> measures be taken, the Chief Mate will address those safety measures
> to individuals involved. Examples of this would be respirator usage
> when loading a product where proven overexposure limits exist. Another
> example is the procedure for handling a non-conductive product. Those
> specific safety measures will be outlined in the specific manuals
> generated for that purpose. The Chief Mate shall refer to those
> manuals when necessary.

**N. PRE-STARTUP SAFETY REVIEWSN**

**1. PURPOSE**

> To establish a procedure for reviewing changes in standard operating
> procedures and alterations/additions to vessel systems.

**2. POLICY**

> All changes to vessel operations shall be reviewed and approved by
> qualified personnel designated by the Master or Director of HS&EP. Any
> change which affects standard operating procedures shall be in
> compliance with health, safety and environmental protection
> requirements and other MTL or government standards.

**3. PROCEDURE**

> Prior to operation of new systems or modifications to existing
> systems, or when temporary/permanent changes in standard operating
> procedures/conditions can significantly affect the design or operation
> of the vessel, the Master will coordinate a pre‑startup safety review
> with department heads. This review will evaluate what procedure the
> modifications will affect. The pre-start up safety reviews will be
> coordinated by the Master as necessary.
>
> The review shall include:
>
> • Orientation and discussion of the system
>
> • Inspection, write-up and issue of a report by the department head
> with their concerns, the Masters response to the report and corrective
> actions to be taken
>
> • A final letter of approval from the department head stating that all
> concerns have been resolved to their satisfaction and the equipment is
> approved to start-up.
>
> **O. VESSEL SAFETY RULESO**

**1. PURPOSE**

> To provide controls that will minimize personal injuries, property
> losses and hazardous incidents. These rules shall apply to all vessel
> personnel, contractors, vendors and visitors.

**2. POLICY**

> Since it is impossible to list every possible hazard which might be
> encountered on board a vessel, safety restrictions can not be limited
> to the rules stated below. All crew members must follow the safe
> practices and procedures given in written AND oral job instructions.
> All safety requirements specified and published by the crew members
> department must also be observed.
>
> Management requires all crew members to use good judgment in the safe
> execution of their jobs.

**NOTE**

> VIOLATION OF SAFETY RULES OR FAILURE TO FOLLOW ACCEPTED SAFE
> PRACTICES/PROCEDURES AND GOOD SEAMANSHIP WILL BE CAUSE FOR
> DISCIPLINARY ACTION.

**3. PROCEDURE**

> The presence of safe working conditions and the operation of the
> vessel under safe, controlled conditions should have top priority in
> the planning and execution of all work.
>
> The following safety rules shall be enforced on the vessel:

a\. Non-safety matches and cigarette lighters are prohibited.

b\. Smoking is prohibited, except in designated areas. Violators are
subject to immediate dismissal or removal from the vessel.

c\. Fighting will not be tolerated.

d\. Consumption of, or the possession of, intoxicating beverages or
controlled substances (other than those prescribed for medical purposes)
are prohibited.

e\. Firearms and other weapons are prohibited.

f\. Loud music is prohibited especially when it disturbs those crewmen
who are off watch. Music is considered loud when voices must be raised
in order to be heard.

g\. If splashed with chemicals, or other hazardous substances, remove
chemically saturated shoes and clothing and wash the body and eyes
immediately using the safety shower/eye bath fountain.

h\. Report all injuries, accidents or spills to your supervisor
immediately.

i\. Contact lenses will not be worn except in offices or with management
approval for medical exceptions.

j\. Special goggles and/or face shields will be provided and must be
worn during certain job instructions.

k\. Hard hats must be worn at all times while on the vessel except in
offices or other areas designated by management.

l\. Safety shoes are recommended in all work areas. Moccasins, canvas or
open toed shoes will not be worn. Only shoes constructed of relatively
non‑absorbent material are acceptable.

m\. Hearing protection must be worn at all times in designated noise
areas.

n\. Coveralls or full length trousers and a shirt having a minimum of
one quarter (standard short) length sleeves shall be worn.

o\. Follow all safety signs posted for the working area.

**P. VESSEL MASTERP**

> The Master is the individual responsible for all units of operation on
> his vessel and includes the following:
>
> • Administer the Health & Safety Program to all crew members
>
> • Provide vessel officers the service and technical advice needed for
> administration of the safety program; and, use controls to assure
> uniform performance in compliance with the Health & Safety Program
> elements
>
> • Advise and counsel all department heads in promoting, coordinating,
> implementing and evaluating the vessel\'s Health and Safety Program
>
> • Conduct training programs on board to enable each crew member to
> develop a strong attitude for safety and a clear-cut understanding of
> his specific duties and responsibilities.
>
> **1. Department Heads**
>
> Department Heads are the individuals responsible for specific
> operations on board the vessel.
>
> The responsibility for safety performance, including the performance
> of Supervisory Officers of the department, is vested in the Department
> Head.

**2. Supervising Personnel**

> Supervising Personnel are responsible for an assigned area. They shall
> be in constant contact with the crew to ensure work and maintenance
> tasks are done in a satisfactorly manner.
>
> Supervising Personnel are solely accountable for the safety of
> operations under their control and the personal safety of every
> employee under their supervision. Supervising Personnel shall:
>
> • Establish Safe Operating Procedures for personnel in their
> department
>
> • Ensure their staff are trained in these procedures, as well as
> vessel safety procedures/rules, and shall require strict adherence to
> them
>
> • Prohibit the use and operation of unsafe equipment
>
> • Encourage suggestions to improve safe operations, investigate
> accidents, and be alert for unsafe conditions and acts.
>
> Besides their area of responsibilities, Supervising Personnel shall
> correct any unsafe practices or conditions not within their designated
> areas that they deem necessary. Normally, this means calling attention
> to the person concerned. But, where delay of action may result in
> injury to a crew member, Supervising Personnel shall act immediately
> and report to the responsible person at a later date.

**X. GANGWAY SECURITYX**

> Only those with ship\'s business are allowed aboard.
>
> Gangway security, in the Hampton Roads area, will be provided for the
> vessel. Terminals, called upon by the vessel that do not have an
> adequate security system to screen those persons who we want to board
> the vessel, will be provided a gangway watchman.
>
> Should the vessel visit a terminal that has not been previously
> visited or has not been visited in some time, the HS&EP Director will
> evaluate the security system of that terminal. It will be determined
> if it is necessary to procure additional security personnel above
> those crewman who guard the gangway. If so, the extra security will be
> added.
>
> The watchman will arrive on board immediately after the vessel is
> docked at the first terminal called upon or any subsequent terminal
> after a shift. The watchman will remain aboard the vessel until the
> vessel shifts to another terminal, shifts to anchor, or departs for
> sea. The following is a list of duties the watchman will be
> responsible for:
>
> • Greet all persons at the gangway who are requesting to board.
>
> • Issue a hard hat and goggles.
>
> • Issue a vessel safety notification card.
>
> • Ask the intent of the visitor\'s business and with whom they are
> meeting with, along with identification.
>
> • Have them log the date, their name, company they are with or
> representing, and time aboard into the visitors log, located at the
> gangway.
>
> • Notify crewman intended to visit of visitor\'s presence aboard.
>
> • Upon acceptance by the crewman of the visitor, direct the visitor to
> where the crewman can be located.
>
> • If the visitor is unaware of where to go, notify an able bodied
> seaman in order for the AB to escort the visitor.
>
> • If an AB is unavailable, notify the intended crewman the visitor
> needs an escort and for the crewman to meet the visitor at the
> gangway.
>
> • When a visitor is departing, have them log out in the visitors log
> and retrieve from them the hard hat, goggles and visitors information
> card issued previously to them.

The gangway watchman should be positioned at or very near the gangway.
He is to never leave the area of the gangway unless he is relieved by an
AB for a scheduled break. The gangway watchman will be relieved by an AB
on watch in order to take scheduled meal and coffee breaks. Breaks and
meal relief will be scheduled by the mate and AB\'s on watch with the
watchman per watch rotation.

The gangway watchman will follow all vessel standard operating
procedures and safety practices. He will follow all rules and
understands that the mate on watch is in charge of the deck. The company
employing the gangway watchman will inform the watchman of the safety
procedures and any known hazards that may exist aboard. They will
instruct them on the procedure aboard. Upon reporting to the vessel, the
watchman will be instructed by the deck officer of his duties and
certain known hazards particular to the vessel\'s status at the time of
duty.

> The mate on watch will not utilize the watchman as part of his watch.
> The watchman is not allowed to turn valves, adjust the tension on
> mooring lines, assist in hose connect or disconnect, nor perform any
> other normal watchstanding duties other than the gangway watch. He is
> strictly to be used for gangway security.

**Section C**

**Interface with MARAD**

## MARAD - OPCON

It is MTL\'s policy that all sections of MARAD\'s Operations Management
Manual (incl. RRF Operations Management Manual and RRF Logistics
Management Manual) be adhered to at all times by all MTL personnel
involved with MARAD RRF vessels, except if in conflict with MSC
operational orders during MSC OPCON.

**Section D**

**Interface with MSC**

## MSC - OPCON

As the vessel is under MSC control when active, those applicable COMSC
instructions will also be followed, and in particular COMSC instruction
3121.9 \[MSC\'s Standard Operating Manual\] and any modification
thereto.

**Section E**

**Communications Procedures**

### INDEX

**COMMUNICATIONS PROCEDURES** E - 1

**I. INTRODUCTION** E - 1

**II. FORMAT** E - 1

**III. COMMUNICATIONS INSTRUCTIONS** E - 3

**A. GENERAL** E - 3

**B. DEPARTURE REPORTS** E - 3

**C. ARRIVAL REPORTS** E - 5

**D. NOON POSITION REPORTS** E - 6

**IV. OTHER NOTICES AND ADVISORIES** E - 7

**V. MESSAGE NUMBERING** E - 8

**EXAMPLE** E - 8

**INTERPREATION** E - 8

**VI. DOD COMMUNICATIONS SYSTEM** E - 8

**VII. REPORTS** E - 9

**VIII. URGENT MESSAGES** E - 11

**COMMUNICATIONS PROCEDURES**

**I. INTRODUCTIONI**

Shipboard communications procedures are addressed in detail in MTL\'s
operations manual, MSC\'s cargopins, and other referenced publications.
In addition to the above procedures MTL\'s shoreside procedures shall
conform to MTL\'s standard operating practices. In particular MTL\'s
emergency operating procedures shall be closely adhered to. During
normal operations, the Government Fleet Manager shall receive and
disseminate all ship to shore communications to the applicable fleet and
staff personnel. The MARAD fleet shall be responsible for transmitting
to the Maritime Administration\'s various offices information required
by them. The RRF Vessels of the Government Fleet shall remain primarily
responsible for coordinating with the Military Sealift Command. The
importance of proper and frequent communications can not be stressed
enough.

**II. FORMAT** **II**

The format for telex/cable communications has been slightly revised from
past practices to be more efficient and economical. Some abbreviations
not previously used are being introduced , such as five letter port
abbreviations. These abbreviations when run together with an A or D
(arrival or departure) and the four digit date group constitutes a 10
character group which is counted as only one word by the various
carriers (RCA, ITT, etc.). See also sub‑section VI below for message
numbering.

In the examples of arrival, departure and noon reports you will note
that groups of information have been run together to get as close as
possible to 10 character groups, thereby, cutting almost in half the
number of characters of words we will be charged for by the carrier yet
keeping the message readable. The Master will ensure that this new
format is strictly followed.

Also incorporated are provisions for your vessel to advise the office of
your primary and secondary communications guards.

UNLESS YOUR VESSEL HAS SUBMITTED IN WRITING FIXED Communications Guards
(IE Coastwise vessels on fixed runs) EVERY DEPARTURE MESSAGE WILL
INCLUDE this information. Codes for this information include:

P/MARISA A Primary Marisa Atlantic

S/WLOMOBLE Secondary WLO Radio Mobile

Should your vessel change its communications guard you must advise the
MTLSM office 24 hours in advance in your noon message by Re‑inserting
your new guards.

Groups of 10 characters, or as close as possible without exceeding 10,
are the most economical method of grouping characters. Therefore, you
should endeavor to abbreviate, group and/or run together words where
possible. If for any reason you are not cetain that your abbreviation or
grouping will be clear and reasonable by all means SPELL OUT your
message in plain language. Getting the message across is our objective.
All the better if this can be accomplished more economically in the
process.

Included in *Section F* of this manual you will find a listing of MTLSM
office telephone numbers including office extensions and home numbers of
key personnel. DO NOT hesitate to call, at any time, whenever it should
become necessary.

**III. COMMUNICATIONS INSTRUCTIONSIII**

**A. GENERALA**

In the event your vessel is in port and you wish to contact us from your
agent\'s office by TELEX, FAX, or E-Mail our numbers are:

  -------------------------- --------------------------------------------
  TELEX                      232894 MTLI‑UR

  TELEFAX                    201‑330‑7791

  Internet (E-Mail)          First Initial Last Name @ MTLX.COM
  -------------------------- --------------------------------------------

> **[Internet Addresses]{.underline}**
>
> First Initial and Last Name.
>
> For example, John Smith would be:
>
> ***JSMITH@MTLX.COM***
>
> Jack Kruzinski would be:
>
> ***JKRUZINSKI@MTLX.COM***

These machines are normally attended by office personnel only during
normal business hours. An answering service monitors this traffic at all
other times. Any message which requires prompt attention during non
business hours must start with the word \"URGENT.\" The answering
service, upon receipt of any such message will immediately telephone its
contents to a company representative at home for immediate action. The
office main telephone number can be found in Section F of this manual.
This number is monitored by the answering service on weekends, holidays
and after hours. Section F of this manual also contains a list of office
personnel home phone numbers, in case of need please telephone at any
time.

> **B. DEPARTURE REPORTSB**
>
> Departure messages must be sent to the MTLSM office (without
> exception) when a vessel sails from each port. It is the Master\'s
> responsibility to see that these messages are sent promptly without
> fail. These messages are to be sent in group form as follows:
>
> **GROUP 1** Name of port, using proper abbreviation from appendix I,
> month and date in four numerals proceeded by the letter \"D\" to
> indicate departure.
>
> **GROUP 2** Local time of departure/water in long tons on board at
> time of departure proceeded by the letter \"W.\"
>
> **GROUP 3** Fuel oil on board in barrels at time of departure/diesel
> oil on board in barrels at time of departure. There will be no need to
> identify the types of fuel since heavy fuel or Bunker C figure will be
> given first then diesel oil figure will be given separated by a slash.
>
> **GROUP 4** Bunkers and diesel fuel lifted at that port to be given in
> same form as fuel on board in Group 3, if no bunkers/diesel lifted
> state \"NONE.\"
>
> **GROUP 5** Next port, date and local time to nearest hour of arrival
> next port.
>
> **GROUP 6** Your Primary and Secondary Communications Guards.
>
> ANY ADDITIONAL INFORMATION REQUIRED IS TO BE ADDED AFTER THE LAST
> GROUP.
>
> A signature is not to be used when the message is sent via the ship\'s
> radio as the vessel is always identified in the preamble of the radio
> message.
>
> **EXAMPLE**
>
> **NORFKD0923 1348/W100 27502/1472 6546/580 NY26/03 P/MARISATA
> S/WCCCHATH**

#### INTERPRETATION

> The vessel departed Norfolk Virginia September 23rd, 1348 hrs local
> time/on board was 100 long tons of fresh water, Fuel ROB upon
> departure 27502 bbls Bunker C/1472 bbls diesel oil, fuel lifted 6546
> bbls Bunker C/580 bbls diesel oil, the vessel\'s next port will be New
> York where her ETA is September 26 at 0300 hrs local time, primary
> communications guard is Marisat Atlantic, Secondary Guard WCC Chatham.
>
> **C. ARRIVAL REPORTSC**
>
> Arrival messages are to be sent to the MTL office without exception
> from each port when a vessel arrives. It is the Master\'s
> responsibility to ensure that an arrival message is sent to the MTL
> office upon arrival by the best means available to him at the time.
> Under no circumstances should the Master wait until departure to send
> an arrival message. These messages are to be sent in group form as
> follows:
>
> **GROUP 1** Name of port, month and date in four numerals proceeded by
> the letter \"A\" to indicate arrival.
>
> **GROUP 2** Local time of arrival/water on board at time of arrival in
> long tons proceeded by the letter \"W.\"
>
> **GROUP 3** Fuel oil on board in barrels at time of arrival/diesel oil
> on board at time of arrival. There is no need to identify types of
> fuel since heavy fuel or Bunker C figure is to be given first followed
> by diesel oil figure separated by a slash.
>
> ANY ADDITIONAL INFORMATION REQUIRED CAN BE ADDED AFTER THE LAST GROUP.
>
> A signature is not to be used when the message is sent via the ship\'s
> radio as the vessel is always identified in the preamble of the radio
> message.

##### EXAMPLE

##### NYA0926 0324/W100 24472/1468

##### INTERPRETATION

> The vessel arrived New York September 26, at 0324/with 100 long tons
> water, fuel ROB 24472 bbls Bunker C/1468 bbls diesel oil on board.
>
> **D. NOON POSITION REPORTSD**
>
> Noon Position Reports are to be sent to MTL office by the vessel when
> *at sea* on a daily basis. Position Reports are to be sent in group
> form as follows:
>
> **GROUP 1** Latitude with minutes expressed to the nearest tenth of a
> degree (no need to use a decimal point) followed by the letter \"N\"
> or \"S\" to indicate North or South. longitude with minutes expressed
> to the nearest tenth of a degree (no need to use a decimal point)
> followed by the letter \"E\" or \"W\" to indicate East or West.
>
> **GROUP 2** Average speed to one decimal point since last position
> report/average RPM\'s since the last position report.
>
> **GROUP 3** Fuel oil (Bunker C) in barrels, used since last position
> report/fuel oil (Bunker C) remaining on board.
>
> **GROUP 4** (For motor vessels only) Diesel oil in barrels used since
> last position report/diesel oil in barrels remain on board.
>
> **GROUP 5** Fresh water remaining in long tons proceeded by the letter
> \"W\"/one word description of weather since last position report such
> as ROUGH, GOOD, MODERATING (MOD) etc.
>
> **GROUP 6** Next port and estimated time of arrival (ETA) next port,
> date and hour.

##### EXAMPLE

##### 

##### 373N0752W 165/785 650/26852 2/1470 W100/GOOD NY26/03

##### 

##### INTERPRETATION

> The vessel at local noon was at 37 DEG. 18\" North, 075 DEG. 12\" West
> since the last noon position report the vessel has averaged 16.5
> knots/with an average RPM of 78.5, bunker C used 650 bbls/ROB 26852
> bbls, diesel oil used 2 bbls/diesel ROB 1470 bbls, there is 100 long
> tons of fresh water remaining on board/and the weather conditions
> since the last position report were good, ETA next port which is New
> York 26th day of month 0300 hours.
>
> A signature is not to be used when the message is sent via the ship\'s
> radio as the vessel is always identified in the preamble of the radio
> message.
>
> Should your vessel be at anchor or drifting for any reason the Daily
> Noon Report is required and should be sent as follows:
>
> **GROUP 1** State that you are at anchor or drifting +
>
> **GROUP 2** Place anchored +
>
> **GROUP 3** Reason +
>
> **GROUP 4** Fuel oil (Bunker C) in bbls ROB/diesel oil in bbls ROB +
>
> **GROUP 5** Fresh water ROB in long tons proceed by the letter
> \"W\"/one word description of weather since last report such as ROUGH,
> GOOD, etc.

##### EXAMPLE

##### 

##### ANCHORED SWPASS AWAITORDER 19460/548 W120/FAIR

#####  

##### INTERPRETATION

> The vessel is at anchor South West Pass awaiting orders, remaining on
> board 19460 bbls Bunker C/548 bbls diesel oil, 120 long tons fresh
> water remaining on board/weather fair.

**IV. OTHER NOTICES AND ADVISORIESIV**

> Any cash requirements should be requested AT LEAST four (4) business
> days prior to arrival. Any crew replacements should be requested
> allowing sufficient time for arrangements to be made.
>
> Any malfuctions in the steering gear, loran, fathometer, gyro compass,
> radar, or any other required equipment, should be brought to the
> attention of MTL office immediately. If entering a U.S. port the
> United States Coast Guard MUST also be advised.
>
> The Master shall also notify the home office of any offhires including
> distance of deviation, fuel consumed, total time offhire and the
> reason.
>
> Any vessel arriving in a U.S. Port laden with a hazardous cargo shall
> notify the Coast Guard of its ETA not later than 24 hours prior to
> arrival.
>
> All Marine Transport Management vessels WILL PARTICIPATE in the Coast
> Guard\'s AMVER Program.
>
> All MTLSM vessels have been enrolled with Medical Advisory Systems.
> MAS has supplied each vessel with a communications protocol book which
> should be referred to in case of need.

**V. MESSAGE NUMBERINGV**

> All messages shall be preceded by a date message group formated as
> follows: month expressed as two digit number/date expressed as two
> digit number,\"MSG\",and message number that date.

##### EXAMPLE

##### 

##### 03/12MSG02\.... TEXT OF MESSAGE FOLLOWS\....

##### 

##### INTERPREATION

> The message which follows is the second message sent by the vessel to
> the MTL Office on the 12th of March.

**VI. DOD COMMUNICATIONS SYSTEMVI**

> Normally, MTL will communicate through available commercial
> facilities. However, when appropriate, especially when answering
> communication received through DOD communications system, MTL will
> send messages through the DOD system.
>
> It is understood that MTL may introduce messages into the DOD system
> via Message Center at Military Sealift Commander headquarters,
> Washington, D.C. (Telex 197673 mscdd ut).

**VII. REPORTSVII**

> As the vessel will be under the operational control of Military
> Sealift Command when trading, the Ship Manager assumes that reports
> will be required in accordance with current MSC instructions. Listed
> in the accompanying chart are anticipated reporting requirements. This
> would be adjusted as directed by MSC and MARAD. Reference should be
> made to the MSC Standard Operating Manual (SOM) and the SAILORD for
> the most up-to-date reporting requests.
>
> While at sea, the vessel will send MTL a daily noon position report
> which consists of latitude, longitude, distance to next port, length
> of day, fuel command, slip %, fuel remaining onboard and speed made
> good since the last report. In addition, the vessel will be instructed
> to copy the operator on MOVEMENT REPORTS and PRE-ARRIVAL MESSAGES
> required by COMSCINST 3121.9.
>
> The Master will be instructed that the operator\'s requirements
> concerning reports and other communications matters may be superseded
> by instructions from MSC.

+-----------------------+-------------------------------+--------------+
| **[                   | **[WHEN                       | *            |
| REPORT]{.underline}** | REQUIRED]{.underline}**       | *REFERENCE** |
|                       |                               |              |
|                       |                               | **[          |
|                       |                               | COMSCINST]{. |
|                       |                               | underline}** |
+=======================+===============================+==============+
| MOVEMENT REPORT       | 1\. Upon getting underway,    | 3121.9       |
|                       | i.e., abeam Sea Buoy/Pilot    |              |
|                       | Station (Departure Report).   | 2-2-5        |
+-----------------------+-------------------------------+--------------+
|                       | 2\. Upon arrival at           |              |
|                       | Destination Port, Rendezvous  |              |
|                       | point at Sea, Oparea, etc.    |              |
|                       | (Arrival Report)              |              |
+-----------------------+-------------------------------+--------------+
|                       | 3\. Change Report             |              |
|                       |                               |              |
|                       | > A. Whenever ship\'s ETA     |              |
|                       | > changes by more than Four   |              |
|                       | > (4) hours.                  |              |
|                       | >                             |              |
|                       | > B.Every Twelve (12) hours   |              |
|                       | > when ship is engaged in     |              |
|                       | > storm evasion.              |              |
+-----------------------+-------------------------------+--------------+
| PRE-ARRIVAL REPORT    | Seventy-two (72) hours prior  | 3121.9       |
|                       | to arrival at each port       |              |
|                       |                               | 2-10-3       |
+-----------------------+-------------------------------+--------------+
| CASUALTY REPORT       | As soon as basic facts are    | 3121.9       |
|                       | known concerning a casualty   |              |
|                       | which may affect the          | 2-11-2       |
|                       | Vessel\'s operations.         |              |
+-----------------------+-------------------------------+--------------+
| CASUALTY CORRECTION   | As soon as the casualty is    | 3121.9       |
| REPORT                | corrected.                    |              |
|                       |                               | 2-11-4       |
+-----------------------+-------------------------------+--------------+
| WEATHER REPORTS       | 1.0000Z, 0600Z, 1200Z and     | 3121.9       |
|                       | 1800Z daily.                  |              |
|                       |                               | 2-3-6        |
|                       | 2.When weather is             |              |
|                       | significantly worse than      |              |
|                       | predicted.                    |              |
|                       |                               |              |
|                       | 3.When a storm is encountered |              |
|                       | with winds greater than       |              |
|                       | Forty-Eight (48) KT.          |              |
+-----------------------+-------------------------------+--------------+
| IN-PORT STATUS REPORT | Daily when ship is in a port  | 4610.33B     |
|                       | where no MSC Representative   |              |
|                       | is available or the MSC       |              |
|                       | Representative is unable to   |              |
|                       | submit the Report.            |              |
+-----------------------+-------------------------------+--------------+
| REPORT OF AVAILABLE   | Upon completion of Cargo      | 3120.17      |
| CARGO SPACE           | Operations at ports where     |              |
|                       | there is no MSC               |              |
|                       | Representative.               |              |
+-----------------------+-------------------------------+--------------+
| AUTOMATED MUTUAL      | 1.Upon leaving port           | 3121.9       |
| ASSISTANCE VESSEL     | (Department Report).          |              |
| RESCUE SYSTEM (AMVER) |                               | 2-6-1        |
|                       | 2.Within Twenty-four (24)     |              |
|                       | hours after departure and     |              |
|                       | every forty-eight (48) hours  |              |
|                       | until arrival at Destination  |              |
|                       | Port.                         |              |
|                       |                               |              |
|                       | 3.Immediately prior to        |              |
|                       | arrival at Destination Port.  |              |
+-----------------------+-------------------------------+--------------+
| SHIP SIGHTING REPORTS | If requested by MSC.          | 3121.9       |
|                       |                               |              |
|                       |                               | 2-5-3        |
+-----------------------+-------------------------------+--------------+

**VIII. URGENT MESSAGESVIII**

> Immediate notification to the Operator of emergency situations should
> normally be accomplished by a telephone call to the cognizant
> shoreside manager. For this purpose, the vessel is supplied with the
> home telephone numbers of key shoreside personnel. The Operator
> maintains an answering service during non-business hours and a member
> of the shore staff may be contacted by the answering service at any
> time. [If a telephone call is not possible, the vessel is to send a
> TELEX to the MTL TELEX address. A TELEX sent to this address is passed
> directly to the shoreside person\'s E-Mail.]{.underline}

**Section F**

###### Technical Support Procedures

## TECHNICAL SUPPORT PROCEDURES

MTL\'s government division has full time technical support ablities. MTL
has a port engineer for every group of two or three ships. The port
engineer is the on-site (when applicable) technical manager. All of the
port engineers consult wih the MARAD Marine Surveyor for support and/or
questions. When a problem arises that requires technical support from
MTL, the chain of command is as follows.

All technical problems will be dealt with as efficiently and as quickly
as possible by in-house MTL personnel or by outside subcontractors as
circumstances dictate.

**[TELEPHONE CONTACT LIST]{.underline}**

Marine Transport Lines, Inc.

1200 Harbor Blvd. (9th Floor)

C-901

Weehawken, NJ 07087‑0901

Tel. ‑ 201‑330‑0200

Fax ‑ 201‑330‑7791

24‑Hour Answering Service ‑ 201‑863‑3370

[MARAD Department Contacts]{.underline}

VP Government Fleet Ops

####### John Collins

Contract Adminisrator

Port Engineer

Assistant Port Engineer

**Section G**

**Records, Reports, & Logistic Support**

### INDEX

**RECORDS, REPORTS, & LOGISTIC SUPPORT** G ‑ 1

**I. REPORTS** G ‑ 1

**II. RECORDS** G ‑ 2

**1. FINANCE** G ‑ 2

**2. ENGINEERING OPERATIONS AND MAINTENANCE** G ‑ 2

**Repairs** G ‑ 3

**Alterations, Configuration Changes and Alterations Equivalent to
Repair; Technical Documents** G ‑ 3

**Machinery, Electrical and Hull History** G ‑ 3

**On‑board Material** G ‑ 4

**3. CLAIMS AND LITIGATION** G ‑ 5

**4. MARTS** G ‑ 5

**5. OPERATIONS/DOCUMENTATION** G ‑ 6

**6. LOGISTICS:** G ‑ 7

**ATTACHMENT 1** G ‑ 8

**ATTACHMENT 2** G ‑ 10

**RECORDS, REPORTS, & LOGISTIC SUPPORT**

**I. REPORTSI**

MTL will provide MARAD with scheduled reports as required. MTL will
submit any other required reports which may be added to the list below
by written request from any group COTR or MARAD officer:

\- Monthly Inspection Report

\- Readiness Report/Report of Deficiency Affecting Readiness Status

\- Ships Lubrication Schedule/General Agent\'s Planned Lubrication
Schedule

\- Request for use of Shipboard/Shore Based Spares and Shipboard/
Shorebased Spares Use Report

\- Request and Approval for Surface Preparation and Coating beyond 2000
ft^2^

\- Phase IV Maintenance Checklists

\- Megger/Insulation Resistance Readings Report

\- Phase IV Maintenance Report

\- Navigation Equipment (report of annual inspections, tests and
servicing)

\- Radio Equipment (report of annual inspections, tests and servicing)

\- Lube Oil/Hydraulic Oil/Fuel Oil Analysis Reports

\- Copies of ABS, SOLAS and USCG Certificates

Accounting reports will be in accordance with Contract Section C.3.14.2
and Attachment J.2. \"Financial/Requirements Procedures\" as contained
in Contract No. DTMA 91-93-C-00045 and any modifications agreed thereto
between MTL and MARAD. MTL is familiar with these types of accounting
reports and has been submitting same for over five years.

When the ship is under the operational control MSC during Operational
Plan Procedures, the Officer will comply with reporting requirements set
forth in COMSC INSTRUCTION 3120.17 (CARGOPINS) and any modifications
thereto.

**II. RECORDSII**

MTL will maintain records in an organized and efficient manner so they
can be used in day-to-day operations. In addition, at a minimum, MTL
will organize them in accordance with the ship manager\'s contract\'s
turnover requirements. The following is an excerpt from MARAD SAR\'s
guidelines to ship managers regarding turnover requirements to new ship
managers to be followed by MTL as a guideline for a record keeping
system.

MTL maintains a working record keeping system for each vessel, pursuant
to the requirements set forth in Contract \# DTMA91-93-C-00045. The file
index is listed as Attachment 2.

**1. FINANCE**

**[Transfer. Office‑to‑MARAD Region Office]{.underline}:**

a\. List of Work Orders (WO) issued to you by contract.

b\. Final cost if WO is completed.

c\. Total unbilled purchase orders issued against uncompleted work
orders.

d\. Estimated date SM will bill uncompleted work to MARAD.

e\. List of WOs issued in which you have not started work.

**2. ENGINEERING OPERATIONS AND MAINTENANCE**

**[Transfer, Office‑to‑Office]{.underline}**:

This is intended to transfer custody of ship‑specific materials held in
company offices. These in many cases duplicate shipboard records. Those
held aboard ship will be sighted by representatives of both the outgoing
and incoming ship managers in the presence of the MARAD COTR.

**[Repairs]{.underline}**

a\. Records of all repairs performed, unless on file in the MARTS
system.

b\. Lists of outstanding repairs and outstanding regulatory
requirements.

c\. Specifications and Delivery Orders from all repair periods,
activations and lay‑ups.

d\. Vessel activation history.

e.  All drydocking reports.

f\. All coating application reports; list quantity and location of all
coating products applied to ship.

g\. List of completed planned maintenance (PM) and any PM programmed for
the remainder of the current fiscal year.

**[Alterations, Configuration Changes and Alterations Equivalent to
Repair; Technical Documents]{.underline}**

a\. Drawings, instruction or technical manuals held in SM offices.

b\. Pending requests, with applicable documentation, for technical
approval by the USCG, ABS or MARAD.

c\. Currently‑approved activation plans, activation specifications,
operating plans, lay‑up plans and lay‑up specifications.

d\. Lists of drawings to be updated due to configuration changes,
individuals responsible for update and anticipated delivery dates.

**[Machinery, Electrical and Hull History]{.underline}**

a\. Engineering and Equipment Station Logs.(MARTS)

b\. Electric motor and circuit resistance readings.

c\. All CASREP\'s and CASCOR\'s submitted during operations.

d\. Record of boiler water treatment and/or diesel cooling water
condition.

e\. List of all machinery and structure which has been opened for ABS
survey or USCG inspection, with the dates it was performed.

f\. All structural ultrasonic gaging reports.

g\. All chain gagings, rudder pintle readings and tailshaft weardown
readings.

h\. All sea trial reports.

i\. List of all machinery and structure due for ABS survey or USCG
inspection, with due dates.

j\. Record of lube oil analysis.

k\. Records of Hydraulic systems analysis.

l\. Record of all phase IV maintenance performed.

m\. Monthly walkover reports.

n\. After action reports.

o.  Date of all expansion joint renewal.

**[On‑board Material]{.underline}**

a\. Location, quantity, product identification, chemical treatment and
analysis of all petroleum products.

b\. Location, quantity and identification of any other liquid stored in
the ship\'s tanks.

c\. Location, quantity, product identification and technical data for
any hazardous materials. [This applies to all hazardous materials which
are carried or installed in ship\'s systems as well as those carried as
separate material.]{.underline}

d\. Inventory of all charts and publications.

e\. Location of logs, files and other documents.

f\. List and location of all technical manuals and drawings.

**3. CLAIMS AND LITIGATION**

**[Retain in Company offices]{.underline}:**

a\. All records pertaining to personal injury claims.

b\. All records pertaining to present or potential claims for damages or
lawsuits against the ship manager or the Maritime Administration.

c\. All records pertaining to present or potential contract claims or
requests for equitable adjustment.

**4. MARTS**

**[Update]{.underline}:** MARTS database to include all information
current to the time of ship custody transfer. Download onto two
diskettes.

**[Transfer. Office‑to‑Office]{.underline}:** One diskette.

**[Transfer. to assigned ACOTR]{.underline}** (for further transfer to
Region MARTS Manager): One diskette.

**5. OPERATIONS/DOCUMENTATION:**Attached list (Attachment 1) gives a
listing of certificates and operating instructions. Some (coded A) are
normally held on board ship; others (coded B) are customarily duplicated
in the company offices.

**[Update]{.underline}:** a. Status of all ships renewable certificates
and documents.

b\. Summary of inspections and surveys.

**[Remain on board]{.underline}:** All A‑coded items. These shall be
verified by the ACOTR at the time of Material Condition Survey.

**[Transfer, Office‑to‑Office]{.underline}:** All B‑coded items.

**6. LOGISTICS:**

**[Update]{.underline}:** All records of materials expenditure, receipt
or configuration change using PC/SAL or manual forms if PC/SAL is not
available. Download PC/SAL information onto diskette.

**[Transfer, Office‑to Office]{.underline}:**

a\. Records of all repair parts and outfit items which have been ordered
and not received. Information should include vendor, anticipated
delivery date and requisition number.

b\. Office inventory records.

c.  Records of purchasing outfitting materials (consumables and
    expendables).

**[Transfer, Vessel to ACOTR and Inventory Specialist at time of
Material Condition Survey:]{.underline}**

a\. Inventory of controlled equipage and high value expendables.

b\. Current BAL, SAL or other current inventory.

c\. List of MARAD seals on spare parts boxes.

d\. Drawing and Tech Manual inventory.

e\. Set of all master keys.

######## Completed: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_2000 Accepted: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_2000

########  \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_ \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

########  For Ship Manager (Outgoing) For Ship Manager (Incoming)

########  Accepted: \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_2000

########  \_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_\_

########  MARAD COTR/ACOTR 

**ATTACHMENT 1**

A. All **[LOG]{.underline}** books: Official Log, Medical Log, Oil
Record Book, and Repair/Maintenance Logs and the following:

1\. Pilot House Bell Book

2\. Oil Record Book

3\. Bearing Record Book

4\. Gyrocompass Record

5\. Navigator\'s Notebook

6\. Captain\'s Night Order Book

7\. Ship\'s Deck Log

8\. Ship\'s Visitors Log

9\. Bridge/Gangway Log

10\. Gangway Alarms Log

11\. Engine room log

12\. Engine room bell book

13\. Night order book/standing orders

14\. Refrigeration temperatures/pressures

15\. Chief engineer\'s noon report

16\. Fuel documentation

A/B. All **[ORIGINAL]{.underline}** vessel regulatory documents such as:

Certificate of Registry (COD)

Certificate of Inspection (COI)

Load Line Certificate Cargo gear register

Radio Station License

International Oil Pollution Prevention Certificate (IOPP)

Certificate of Financial Responsibility (COFR)

Certificates of Classification for Hull, Machinery & Refrigerating Plant

Drydocking, Tailshaft, Boiler, Cargo Gear & Special Surveys

Cargo Ship Safety Construction Certificate

Safety Equipment Certificate

Certificate of Admeasurement

Panama & Suez Canal Tonnage Certificates

Stability Letter

Current document **[SUMMARY]{.underline}** of Inspections & Surveys
either expired or coming due within one year.

All **[MANUALS]{.underline}** or **[INSTRUCTIONS]{.underline}** such as:

Ship\'s Deck Operations Manual

Emergency Bills, Fire, Damage Control, Lifeboat

Emergency Response Plan for Oil or Hazardous Material Spills

Oil Transfer Instructions and Procedure

COMSCINST 3121.9 (series) - Standard Operating Manual (SOM)

ACP 149 - Radio Communications Instructions for Merchant Ships Under
Naval Control

COMSCINST 3123.5H ‑ MSC Movement Report Instructions

COMSCINST 3145.1A ‑ Nautical Chart and Publications Allowance

COMSCINST 5214.2D ‑ Consolidated List of Recurring Reports

NTP‑10 ‑ Communication Instructions for Ships controlled by the Military
Sealift Command and the U.S. Merchant Fleet

NWP‑10‑1‑10 ‑ Operational Reports (formerly NWP‑7A)

NWP‑10‑1‑11 ‑ Status of Resources and Training System (SORTS)

OPNAVINST 3100.6D ‑ Special Incident Reporting (OPREP‑3) Procedures

######### Attachment 2

**SHIP MANAGER Contract**

DTMA8C00021

<table>
<colgroup>
<col style="width: 4%" />
<col style="width: 4%" />
<col style="width: 21%" />
<col style="width: 8%" />
<col style="width: 6%" />
<col style="width: 10%" />
<col style="width: 9%" />
<col style="width: 6%" />
<col style="width: 8%" />
<col style="width: 19%" />
</colgroup>
<thead>
<tr class="header">
<th><strong>Serial No.</strong></th>
<th><strong>Marts No.</strong></th>
<th><strong>Deliverable</strong></th>
<th><strong>Contract Reference</strong></th>
<th><strong>Technical Exhibit Reference</strong></th>
<th><strong>Event</strong></th>
<th><strong>Time from Event (days)</strong></th>
<th><strong>Due Date</strong></th>
<th><strong>Deliver To</strong></th>
<th><strong>Remarks</strong></th>
</tr>
</thead>
<tbody>
<tr class="odd">
<td>1</td>
<td>A-001</td>
<td>PORT ENGINEER RESUMES</td>
<td></td>
<td>1-16.2</td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td>COTR forward to ACOTR for comment, back to COTR to SOMO to MAR-611
for approval. MAR-611 back to SOMO and ACO.</td>
</tr>
<tr class="even">
<td>5</td>
<td>A-002</td>
<td>IDENTIFICATION OF MGT POC</td>
<td>C3.3.3</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>MAR-380</td>
<td></td>
</tr>
<tr class="odd">
<td>8</td>
<td>A-003</td>
<td>COPY OF MEDICAL INVOICE REVIEW SERVICE AGREEMENT</td>
<td><p>C3.4.16</p>
<p>G.18</p></td>
<td></td>
<td>NTP</td>
<td>60</td>
<td>11/30/00</td>
<td>ACO</td>
<td>ACO forward to COTR</td>
</tr>
<tr class="even">
<td>114</td>
<td>A-004</td>
<td>Notify USCG COTP, copy ABS, MARAD-designated vessel OP</td>
<td>C3.4.1</td>
<td></td>
<td>NTP</td>
<td>5</td>
<td>10/6/00</td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>7</td>
<td>A-005</td>
<td>NOTIFICATION FROM S/M ON MARTS TRAINING REQUIREMENTS</td>
<td></td>
<td>1-3.1.2</td>
<td>NTP</td>
<td>10</td>
<td>10/11/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>44</td>
<td>A-006</td>
<td>PREVENTION &amp; SEXUAL HARASSMENT POLICY &amp; PROCEDURES</td>
<td>C8.2.2</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="odd">
<td>46</td>
<td>A-006</td>
<td>PROCEDURES &amp; GUIDELINES FOR DISCRIMINATION CLAIMS</td>
<td>G14.d</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>PCO</td>
<td></td>
</tr>
<tr class="even">
<td>47</td>
<td>A-007</td>
<td>SM CORPORATE DATA REQUIREMENTS</td>
<td>C3.3.2</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>MAR-611</td>
<td>cc: COTR</td>
</tr>
<tr class="odd">
<td>54</td>
<td>A-008</td>
<td>CONTRACTOR'S PURCHASING SYSTEM</td>
<td><p>G30</p>
<p>ATTACHMENT J2 ITEM 3.3.1</p></td>
<td></td>
<td>NTP</td>
<td>90</td>
<td>12/30/00</td>
<td>PCO AND A COPY TO EACH COGNIZANT REGIONAL COCO</td>
<td></td>
</tr>
<tr class="even">
<td>51</td>
<td>A-009</td>
<td>SAFETY MGT PLAN</td>
<td>C4.4.6.1</td>
<td>1-18.0</td>
<td>NTP</td>
<td>90</td>
<td>12/30/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="odd">
<td>98</td>
<td>A-010</td>
<td>SUBCONTRACTING PLAN</td>
<td>J6</td>
<td></td>
<td></td>
<td>SEMIANNUAL UNTIL OCT 99 THENCE ANNUALLY BY 1 OCT</td>
<td>User Must Input the Date</td>
<td>ACO</td>
<td></td>
</tr>
<tr class="even">
<td>121</td>
<td>A-011</td>
<td>Citizenship Affidavits</td>
<td>H.14 &amp; K.20</td>
<td></td>
<td></td>
<td>Not a region responsibility (PCO)</td>
<td>User Must Input the Date</td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>55</td>
<td>A-012</td>
<td>QUALITY ASSURANCE AND MANAGEMENT PLAN (QAMP)</td>
<td>C3.4.23.2</td>
<td></td>
<td>NTP</td>
<td>90 DAYS AFTER NTP</td>
<td>12/30/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>128</td>
<td>A-013</td>
<td>Annual Review of Personnel Conflict (Reservists)</td>
<td>C3.3.12</td>
<td></td>
<td>Annually from Award</td>
<td>Annually from Award</td>
<td>User Must Input the Date</td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>133</td>
<td>A-014</td>
<td>QAMP Annual update</td>
<td>C3.4.23</td>
<td></td>
<td>Annually from Award</td>
<td>Annually from Award</td>
<td>User Must Input the Date</td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td>116</td>
<td>A-015</td>
<td>Joint survey of HAZMAT inventory and assessment of containers</td>
<td></td>
<td>1-19.2.3</td>
<td></td>
<td>Annual or on Deactivation</td>
<td>User Must Input the Date</td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>14</td>
<td>A-021</td>
<td>LETTER OF ACCEPTANCE FOR ACTIVATION PLAN</td>
<td>C2.3(1)</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>15</td>
<td>A-022</td>
<td>DRAFT OF SM'S ACTIVATION PLAN, INCLUDING CHANGES AND
JUSTIFICATION</td>
<td>C2.3(2)</td>
<td></td>
<td>NTP</td>
<td>90</td>
<td>12/30/00</td>
<td>COTR WITH NOTIFICATION TO ACO</td>
<td></td>
</tr>
<tr class="odd">
<td>129</td>
<td>A-023</td>
<td>Revised Activation Plan</td>
<td>C4.2.3.2.1 (2)</td>
<td></td>
<td>Activation</td>
<td>90 Days After Activation</td>
<td>User Must Input the Date</td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td>17</td>
<td>A-024</td>
<td>LETTER OF ACCEPTANCE FOR ACTIVATION SPECIFICATIONS</td>
<td>C2.3(1)</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="odd">
<td>18</td>
<td>A-025</td>
<td>DRAFT OF SM'S ACTIVATION SPECIFICATIONS, INCLUDING CHANGES AND
JUSTIFICATION</td>
<td>C2.3(2)</td>
<td></td>
<td>NTP</td>
<td>90</td>
<td>12/30/00</td>
<td>COTR WITH NOTIFICATION TO ACO</td>
<td></td>
</tr>
<tr class="even">
<td>130</td>
<td>A-026</td>
<td>Revised Activation Spec</td>
<td>C4.2.3.2.1 (2)</td>
<td></td>
<td>Activation</td>
<td>90 Days After Activation</td>
<td>User Must Input the Date</td>
<td></td>
<td></td>
</tr>
<tr class="odd">
<td>20</td>
<td>A-031</td>
<td>LETTER OF ACCEPTANCE FOR OPERATIONS PLAN</td>
<td>C2.3(1)</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>21</td>
<td>A-032</td>
<td>DRAFT OF SM'S OPERATIONS PLAN, INCL. CHANGES &amp;
JUSTIFICATION</td>
<td>C2.3(2)</td>
<td></td>
<td>NTP</td>
<td>90</td>
<td>12/30/00</td>
<td>COTR, NOTIFY ACO</td>
<td></td>
</tr>
<tr class="odd">
<td>23</td>
<td>A-041</td>
<td>LETTER OF ACCEPTANCE FOR DEACTIVATION PLAN</td>
<td>C2.3(1)</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>24</td>
<td>A-042</td>
<td>DRAFT OF SM'S DEACTIVATION PLAN, INCLUDING CHANGES AND
JUSTIFICATION</td>
<td>C2.3(2)</td>
<td></td>
<td>NTP</td>
<td>90</td>
<td>12/30/00</td>
<td>COTR WITH NOTIFICATION TO ACO</td>
<td></td>
</tr>
<tr class="odd">
<td>26</td>
<td>A-043</td>
<td>LETTER OF ACCEPTANCE FOR DEACTIVATION SPECIFICATIONS</td>
<td>C2.3(1)</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>27</td>
<td>A-044</td>
<td>DRAFT OF SM'S DEACTIVATION SPECIFICATIONS, INCLUDING CHANGES AND
JUSTIFICATION</td>
<td>C2.3(2)</td>
<td></td>
<td>NTP</td>
<td>90</td>
<td>12/30/00</td>
<td>COTR WITH NOTIFICATION TO ACO</td>
<td></td>
</tr>
<tr class="odd">
<td>10</td>
<td>A-045</td>
<td>LETTER OF ACCEPTANCE FOR SHIP SPECIFIC PHASE IV MAINTENANCE
PROCEDURES</td>
<td>C2.3(1)</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>11</td>
<td>A-046</td>
<td>DRAFT OF SM'S PHASE IV MAINTENANCE PROCEDURES, INCLUDING CHANGES AND
JUSTIFICATION</td>
<td>C2.3(2)</td>
<td></td>
<td></td>
<td>90</td>
<td>User Must Input the Date</td>
<td>COTR WITH NOTIFICATION TO ACO</td>
<td></td>
</tr>
<tr class="odd">
<td>12</td>
<td>A-047</td>
<td>REVISIONS TO SHIP SPECIFIC P4P</td>
<td>C4.2.2.</td>
<td></td>
<td></td>
<td>AS NEEDED</td>
<td>User Must Input the Date</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>57</td>
<td>A-051</td>
<td>MAINTENANCE MANAGEMENT PLAN (DRAFT)</td>
<td></td>
<td>1- 3.5.5 &amp; APPENDIX C (TE-3)</td>
<td>NTP</td>
<td>90</td>
<td>12/30/00</td>
<td>COTR</td>
<td>THIS IS THE INITIAL DRAFT TO BE SUBMITTED FOR REVIEW.</td>
</tr>
<tr class="odd">
<td>58</td>
<td>A-051</td>
<td>MAINTENANCE MANAGEMENT PLAN (FINAL)</td>
<td></td>
<td>1- 3.5.5 &amp; APPENDIX C (TE-3)</td>
<td>RECEIPT OF REVIEW COMMENTS FROM THE MARAD SURVEYOR</td>
<td>60 DAYS AFTER RECEIPT OF REVIEW COMMENTS FROM SURVEYOR</td>
<td>User Must Input the Date</td>
<td>COTR</td>
<td>** UPON FINAL APPROVAL, THE MARAD SURVEYOR SHALL SUBMIT COPIES TO
MARAD HQ: OFFICE OF SHIP OPS: DIV. OF SHIPS M&amp;R FOR
CODIFICATION.</td>
</tr>
<tr class="even">
<td>59</td>
<td>A-052</td>
<td>ROS M&amp;I (VMA) CODIFICATION ** FOR ROS SHIPS ONLY</td>
<td></td>
<td>3.5.5</td>
<td>CODIFICATION RECEIVED FROM HQ</td>
<td>UPON APPROVAL OF MAINTENANCE MANAGEMENT PLAN</td>
<td>User Must Input the Date</td>
<td>MARAD HQ, OFFICE OF SHIP OPS, DIVISION OF SHIP MAINT. AND
REPAIR</td>
<td>** S/M SHALL UPLOAD ROS M&amp;I ACTIONS INTO THE RRF-MARTS (VMA)
DATABASE IN THE "TECH. DATABASES SUBMODULE"</td>
</tr>
<tr class="odd">
<td>134</td>
<td>A-053</td>
<td>VMA M&amp;I Actions Update</td>
<td></td>
<td>1-3.5.5</td>
<td>Accomplishment</td>
<td></td>
<td>User Must Input the Date</td>
<td></td>
<td></td>
</tr>
<tr class="even">
<td>99</td>
<td>A-054</td>
<td>ANNUAL VMA REPORT</td>
<td></td>
<td>1-1.9.6.7</td>
<td>ANNUAL VMA</td>
<td>WITHIN 30 DAYS FOR COMPLETION OF ANNUAL VMA CYCLE</td>
<td>User Must Input the Date</td>
<td>COTR</td>
<td>*** ROS CREW (CHIEF ENGINEER, 1st AE, AND CHIEF MATE) SHOULD REVIEW
THE FINAL REPORT AND MAKE RECOMMENDATIONS TO IMPROVE THE PHASE IV
MAINTENANCE PROCEDURES TO MARAD VIA THE PORT ENGINEER !!</td>
</tr>
<tr class="odd">
<td>42</td>
<td>A-061</td>
<td>LAYBERTH SECURITY ASSESSMENT</td>
<td>C4.4.12.1</td>
<td>1-1.4.2.7</td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>49</td>
<td>A-062</td>
<td>SEVERE WEATHER PLAN</td>
<td></td>
<td>1-4.2.2.1</td>
<td>NTP</td>
<td>60</td>
<td>11/30/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="odd">
<td>53</td>
<td>A-063</td>
<td>VESSEL SECURITY PLAN</td>
<td>C4.4.12.5</td>
<td>1-1.9.6.3.2</td>
<td>NTP</td>
<td>90</td>
<td>12/30/00</td>
<td>COTR</td>
<td></td>
</tr>
<tr class="even">
<td>52</td>
<td>A-064</td>
<td>STATION BILL AND EMERGENCY PLAN</td>
<td>C4.4.9</td>
<td></td>
<td>NTP</td>
<td>30</td>
<td>10/31/00</td>
<td>COTR</td>
<td>** THE STATION BILL AND EMERGENCY PLAN SHALL BE INCORPORATED INTO
C4.4.12.5</td>
</tr>
<tr class="odd">
<td>102</td>
<td>A-065</td>
<td>SAFETY VIDEOS LIST OF VIEWERS</td>
<td>C4.4.6</td>
<td>1-9.6.14.3</td>
<td>SAFETY</td>
<td>ANNUALLY</td>
<td>User Must Input the Date</td>
<td>COTR</td>
<td>COPY OF SIGNED LOG</td>
</tr>
<tr class="even">
<td>39</td>
<td>A-071</td>
<td>TURNOVER, JOINT MATERIAL CONDITION SURVEY &amp; SECURITY
VALIDATION</td>
<td>C2.5.1</td>
<td></td>
<td>NTP</td>
<td>25</td>
<td>10/26/00</td>
<td>SHIP MANAGER AND MARAD</td>
<td>A JOINT STATEMENT INDICATING COMPLETION OF THE INSPECTIONS AND
CERTIFYING THE CONDITION OF THE SECURED SPACES SHALL BE PREPARED BY THE
SHIP MANAGER REPRESENTATIVE AND THE MARAD REPRESENTATIVE.</td>
</tr>
<tr class="odd">
<td>119</td>
<td>A-072</td>
<td>Technical documentation - maintain &amp; inventory</td>
<td>C2.2.6</td>
<td>1-14.2 &amp; 1-14.4</td>
<td></td>
<td>Ongoing</td>
<td>User Must Input the Date</td>
<td></td>
<td></td>
</tr>
</tbody>
</table>

  -----------------------------------------------------------------------------------------------------------------------------------
  **Serial   **Marts   **Deliverable**   **Contract    **Technical   **Event**     **Time from   **Due      **Deliver   **Remarks**
  No.**      No.**                       Reference**   Exhibit                     Event         Date**     To**        
                                                       Reference**                 (days)**                             
  ---------- --------- ----------------- ------------- ------------- ------------- ------------- ---------- ----------- -------------
  50         A-073     TURNOVER          C2.5.2                      NTP           60            11/30/00   LMO WITH    \*\* NOTE:
                       INVENTORY                                                                            COPY TO     THIS IS A
                       VALIDATION OF                                                                        MAR-614     JOINT
                       SPARES,                                                                                          INVENTORY
                       CONTROLLED                                                                                       VALIDATION
                       EQUIPAGE & HIGH                                                                                  LETTER OR
                       VALUE ITEMS,                                                                                     ELECTRONIC
                       OUTFITTING, &                                                                                    COPY TO COTR
                       TECHNICAL                                                                                        
                       DOCUMENTATION                                                                                    

  100        A-074     GOVERNMENT        G.8           1-5.0                       AT TURN OVER  User Must  SHIP        SHIP AND ALL
                       FURNISHED                                                                 Input the  MANAGER     EQUIPMENT ON
                       PROPERTY                                                                  Date                   BOARD

  60         A-075     ANNUAL INVENTORY  C2.2.2.1 AND  5             Annually from 30 DAYS AFTER User Must  COTR        COTR FORWARD
                       OF CONTROLLED     C2.4.5                      NTP           ANNIVERSARY   Input the              COPY TO LMO
                       MATERIALS                                                   OF NTP        Date                   

  112        A-076     TERMINATION JOINT C2.9.1.1.1                  CONTRACT      UPON          User Must  COTR        
                       MATERIAL                                      TERMINATION   TERMINATION   Input the              
                       CONDITION                                                   OR EARLY      Date                   
                       VALIDATION                                                  TERMINATION                          
                                                                                   OF CONTRACT                          

  113        A-077     TERMINATION SPARE C2.9.1.1.2                  CONTRACT      UPON          User Must  LMO         
                       PARTS VALIDATION                              TERMINATION   TERMINATION   Input the              
                                                                                   OR EARLY      Date                   
                                                                                   TERMINATION                          
                                                                                   OF CONTRACT                          

  111        A-078     TERMINATION       C2.9.1.1.3                  CONTRACT      UPON          User Must  COTR AND    
                       CONTROLLED                                    TERMINATION   TERMINATION   Input the  LMO         
                       EQUIPAGE                                                    OR EARLY      Date                   
                       INVENTORY                                                   TERMINATION                          
                                                                                   OF CONTRACT                          

  63         A-081     WASTE MANAGEMENT                1-19.7.2.1    ACTIVATION    ACTIVATION    User Must  PLACE UPON  
                       PLAN                                                                      Input the  EACH VESSEL 
                                                                                                 Date       WHEN        
                                                                                                            ACTIVATED   
  -----------------------------------------------------------------------------------------------------------------------------------

  ------------------------------------------------------------------------------------------------------------------------------------------------
  **Serial   **Marts No.** **Deliverable**   **Contract    **Technical   **Event**      **Time from Event    **Due     **Deliver   **Remarks**
  No.**                                      Reference**   Exhibit                      (days)**             Date**    To**        
                                                           Reference**                                                             
  ---------- ------------- ----------------- ------------- ------------- -------------- -------------------- --------- ----------- ---------------
  91         M-001, M-002  UPDATE                          1-3.2.1. (2)  MARTS          WITHIN 10 WORKING    User Must COTR        
                           DEFICIENCIES WHEN               & (3) ALSO 1- DEFICIENCIES   DAYS NOT TO EXCEED   Input the             
                           ANY ACTION IS                   4.1.3.4       UPDATE         ENTRY BY 20TH OF     Date                  
                           TAKEN WHICH                                                  MONTH                                      
                           AFFECTS THEM,                                                                                           
                           E.G., DISCOVERY,                                                                                        
                           COMPLETION OF                                                                                           
                           WALKOVERS,                                                                                              
                           COMPLETION OF                                                                                           
                           P4P, COMPLETION                                                                                         
                           OF REPAIR                                                                                               
                           AVAILABILITY,                                                                                           
                           COMPLETION OF                                                                                           
                           REPAIR OR                                                                                               
                           MAINTENANCE                                                                                             
                           ACTION BY ROS                                                                                           
                           CREW                                                                                                    

  92         M-003-M-006   UPDATE OF ALL                   1-3.1.3.(3)   MONTHLY MARTS  [NOT LATER THAN 20TH User Must COTR        
                           MARTS FILES                                   DELIVERY       OF EACH MONTH        Input the             
                                                                                        \*\*\*EXCEPT FOR     Date                  
                                                                                        ships. IN PH                               
                                                                                        \"O\"]{.underline}                         

  28         M-007         INSTALL ECSMIS    C2.4.1        4-4.0         NTP            0                    10/1/00   SHIP        
                           AND PC-SAL                                                                                  MANAGER     
                           SOFTWARE AT SHIP                                                                                        
                           MANAGER                                                                                                 

  122        M-007         PC-SAL Download                 5-4.0                                                       MAR-614     

  136        M-008         Spare Parts                     5-8.0                                                                   
                           Rpt/Usage Rpt                                                                                           
                           (MA-971)                                                                                                

  84         M-009         WORK ORDER        G21.3                                      AS REQUESTED         User Must COTR AND    \*\* MARAD MAY
                           TRACKING                                                                          Input the ACO         REQUEST A COPY
                                                                                                             Date                  OF THE TRACKING
                                                                                                                                   DOCUMENT ON AN
                                                                                                                                   \"AS NEEDED\"
                                                                                                                                   BASIS, OR AS
                                                                                                                                   OFTEN AS
                                                                                                                                   MONTHLY

  90         M-010         SUBCONTRACT LOG   G22                                        [NOT LATER THAN 5TH  User Must ACO         
                                                                                        DAY OF EACH          Input the             
                                                                                        MONTH]{.underline}   Date                  

  76         M-011         FOR RRF-10,20,                  1-4.1.3.1.2                  SEMI- ANNUALLY/      User Must COTR        
                           &30 Day SHIPS,                                               10/20 day ships      Input the             
                           REPORT OF                                                    Monthly              Date                  
                           WALKOVER                                                                                                
                           INSPECTION                                                                                              

  75         M-012         FOR RRF-10 AND                  1-4.1.3.1.1                  MONTHLY              User Must COTR        
                           RRF-20 SHIPS,                                                                     Input the             
                           EXCEPTION REPORT                                                                  Date                  

  95         M-013         ROS GAPPED BILLET G26.1.2.5 AND                              QUARTERLY            User Must COTR AND    
                           RECONCILIATION    C4.4.2.2                                                        Input     PCO         
                           REPORT                                                                            Date                  

  96         M-014         ROS CREW TIME     G26.1.2.4.1                 ROS CREW TIME  BY THE 2ND WEEK      User Must FCO         
                           SHEET             AND C4.4.2.2                SHEETS         FOLLOWING THE END OF Input the             
                           RECONCILIATION                                               THE PREVIOUS QUARTER Date                  
                           REPORT                                                                                                  

  97         M-015         REPORT OF         G17 AND J3,                 INSURANCE      30 DAYS FOLLOWING    User Must MAR-385,    \*\* SEE
                           INSURANCE CLAIMS  SUPP A,                     CLAIMS         END OF QUARTER       Input the MAR-575,    CONTRACT IF
                                             SECTION 10                                                      Date      MAR-610,    CLAIMS ARE OVER
                                                                                                                       ACO & COTR  \$20,000.00.
                                                                                                                                   G-17.5 & G-17.6

  104        M-016         COMPENSATORY      G17.4                                      AS NEEDED            User Must MAR-575 &   \*\* USE MAR
                           DAMAGES ESTIMATE                                                                  Input the MAR-600.3   FORM \"MA-26\"
                                                                                                             Date      VIA COTR    

  77         M-021         EQUIPMENT         C2.4.2                                     AS NEEDED            User Must COTR AND    USE FORM MA-986
                           CONFIGURATION                                                                     Input the LMO         TO REPORT
                           CHANGE                                                                            Date                  EQUIPMENT
                                                                                                                                   CONFIGURATION
                                                                                                                                   CHANGES

  83         M-022         MAINTAIN          C3.4.8                                     AS NEEDED            User Must COTR        \*\* TE-1
                           REGULATORY                                                                        Input the             SECTION 30
                           CERTIFICATES AND                                                                  Date                  PROVIDES
                           DOCUMENTATION                                                                                           \"MEMORANDA OF
                                                                                                                                   AGREEMENT\"
                                                                                                                                   BETWEEN
                                                                                                                                   MARAD-ABS &
                                                                                                                                   MARAD-USCG

  85         M-031         TURNOVER LETTERS                1-7.3.4.6.3   LICENSED       CHANGE OF MASTER OR  User Must ONE COPY TO \*\* MASTER
                                                                         OFFICER        CHIEF ENGINEER &     Input the COTR AND    SHOULD RETAIN
                                                                         TURNOVER       LICENSED OFFICERS    Date      ONE COPY TO ONE COPY ON THE
                                                                                                                       MAR 613     VESSEL AND
                                                                                                                                   FORWARD A COPY
                                                                                                                                   TO THE SHIP
                                                                                                                                   MANAGER

  3          M-032         PROPOSED KEY      H.4.b                       PROPOSED       15 DAYS PRIOR TO     User Must ACO AND     
                           PERSONNEL                                     PERSONNEL      MAKING ANY PERMANENT Input the COTR        
                           SUBSTITUTION                                  SUBSTITUTION   CHANGES              Date                  

  71         M-033         INCIDENT REPORT   C3.4.12                     INCIDENT       WITHIN 24 HRS OF     User Must COTR        
                           SUBMISSION                                    REPORT         INCIDENT             Input the             
                                                                                                             Date                  
  ------------------------------------------------------------------------------------------------------------------------------------------------

  --------------------------------------------------------------------------------------------------------------------------------------
  **Serial   **Marts   **Deliverable**   **Contract    **Technical   **Event**    **Time from      **Due    **Deliver   **Remarks**
  No.**      No.**                       Reference**   Exhibit                    Event (days)**   Date**   To**        
                                                       Reference**                                                      
  ---------- --------- ----------------- ------------- ------------- ------------ ---------------- -------- ----------- ----------------
  79         M-034     MARINE                          TE-1 SECTION               AS NEEDED        User     USCG, COTR, 
                       CAUSALITIES                     7.3.18                                      Must     MAR-611,    
                       REPORT                                                                      Input    MAR-575,    
                                                                                                   the Date MAR-220     

  82         M-035     OZONE DEPLETING                 1- 19.4                    EACH OCCURRENCE  User     ON BOARD    
                       COMPOUNDS REPORT                                                            Must     READY FOR   
                       (REFRIGERATION                                                              Input    REVIEW      
                       MAINTENANCE                                                                 the Date             
                       REPORT)                                                                                          

  78         M-036     HAZMAT DISPOSAL                 TE-1 SECTION               AS NEEDED        User     COTR        TE1 SECTION
                       DOCUMENTATION                   19.3.2                                      Must                 11.2.2
                                                                                                   Input                
                                                                                                   the Date             

  73         M-037     SEXUAL HARASSMENT C8.2.2                      SEXUAL       UPON REPORT OF   User     MARAD COCO  
                       AND                                           HARASSMENT   COMPLAINT        Must     & SOMO      
                       DISCRIMINATION                                REPORT       INVOLVING EITHER Input                
                       REPORT SUBMISSION                                          DISCRIMINATION   the Date             
                                                                                  OR SEXUAL                             
                                                                                  HARASSMENT                            

  123        M-038     Citizenship       H.18                                                      User                 Not a region
                       Change (Corporate                                                           Must                 responsibility
                                                                                                   Input                (PCO)
                                                                                                   the Date             

  124        M-039     ISM DOC (Loss of) H.19                                                      User                 
                                                                                                   Must                 
                                                                                                   Input                
                                                                                                   the Date             

  81         M-041     SCHEDULED         C3.4.22.2                                AS NEEDED IN     User     COTR        
                       OVERTIME REQUEST                                           ADVANCE OF       Must                 
                                                                                  OCCURRENCE       Input                
                                                                                                   the Date             

  72         M-042     EMERGENCY         C3.4.22.3     1-16.5.3.3.   EMERGENCY    WITHIN 48 OF     User     COTR        
                       OVERTIME REPORT                               OVERTIME     OCCURRENCE       Must                 
                       SUBMISSION                                    REPORT                        Input                
                                                                                                   the Date             

  64         M-051     DOCK TRIAL AGENDA C4.2.5.1                    DOCK TRIAL   ONE WEEK PRIOR   User     COTR        \*\* AGENDA MUST
                                                                                  TO TRIAL         Must                 BE REVIEWED BY
                                                                                                   Input                THE MARAD COTR
                                                                                                   the Date             PRIOR TO THE
                                                                                                                        COMMENCEMENT OF
                                                                                                                        THE DOCK TRIAL
  --------------------------------------------------------------------------------------------------------------------------------------

  --------------------------------------------------------------------------------------------------------------------------------------------------------
  **Serial   **Marts   **Deliverable**     **Contract    **Technical    **Event**        **Time from Event         **Due      **Deliver     **Remarks**
  No.**      No.**                         Reference**   Exhibit                         (days)**                  Date**     To**          
                                                         Reference**                                                                        
  ---------- --------- ------------------- ------------- -------------- ---------------- ------------------------- ---------- ------------- --------------
  65         M-052     QUICK LOOK RPT      C4.2.3.1.1    1-5.1.7,       MAINTENANCE      WITHIN 48 HRS AFTER       User Must  MAR-611 AND   
                       Phase IV            (1)           5.2.11         ACTIVATION TRIAL COMPLETION OF MAINTENANCE Input the  COPY TO COTR  
                                                                        COMPLETE-ION     ACTIVATION TRIALS         Date                     

  103        M-053     AFTER ACTION REPORT               1-5.3.6        PHASE IV ENTRY / WITHIN 30 DAYS AFTER      User Must  MAR -610 &    ALL VESSELS
                       (FOR SHIPS                                       RETURN           RETURNING TO PHASE IV     Input the  COTR          AFTER ALL
                       RETURNING TO PHASE                                                                          Date                     ACTIVATION
                       IV)                                                                                                                  

  105        M-060     PREPARE                           1- 3.3 &9.6.7  MARTS DEFICIENCY RANGE: \*\* WITHIN 30     User Must  COTR          
                       SPECIFICATIONS FOR                & 12           SPECIFICATIONS   DAYS AFTER INITIAL REVIEW Input the                
                       CORRECTION OF                                                     OF RRF MARTS RECORD, BUT  Date                     
                       DEFICIENCY                                                        NO LATER THAN 60 DAYS                              
                                                                                         AFTER DATE OF DISCOVERY                            

  118        M-061     Specifications to                 3.3            Occurrence       1 day                     User Must                
                       correct C3-C4                                                                               Input the                
                       deficiencies                                                                                Date                     

  117        M-062     Specifications for                1-3.3 &4.1.3.4 Quarter          180 days prior            User Must                
                       Regulatories                                     Scheduled                                  Input the                
                                                                                                                   Date                     

  120        M-063     RRF-30              C4.2.8.1                     Discovery or     60 Days from discovery or User Must                
                       Specification                                    Receipt of Disk  30 days from receipt of   Input the                
                                                                                         disk                      Date                     

  131        M-071     Notify COTR prior                 1-15.3.4       Scheduled Survey 30 days prior             User Must                
                       to scheduling                                                                               Input the                
                       Regulatory work and                                                                         Date                     
                       provide cost                                                                                                         
                       estimate                                                                                                             

  87         M-072     DAILY DETAILED                    1-11.3.2.9     DAILY REPAIR     DAILY                     User Must  COTR          
                       REPORT OF REPAIR                  ITEM 12        REPORT                                     Input the                
                                                                                                                   Date                     

  69         M-073     COST SUMMARY OF                   1-11.3.2.9     REPAIR           WITHIN 14 DAYS OF         User Must  COTR          
                       REPAIR (OUTSTANDING                              AVAIL-ABILITY    COMPLETION                Input the                
                       UNRESOLVED Issues)                               DEPARTURE                                  Date                     

  68         M-074     REPAIR AVAILABILITY               1-11.3.2.2     REPAIR           WITHIN 30 DAYS OF         User Must  MAR-611 AND   
                       ASSESSMENT                                       AVAIL-ABILITY    DEPARTING FACILITY        Input the  COTR          
                       (TECHNICAL SUMMARY)                              DEPARTURE                                  Date                     

  70         M-075     COST SUMMARY OF                   1-11.3.2.19    REPAIR           WITHIN 3 MONTHS OF        User Must  COTR          
                       REPAIR                                           AVAIL-ABILITY    COMPLETION                Input the                
                                                                        DEPARTURE                                  Date                     

  125        M-076     Ecsmis Update                     5-8.4.3        Transaction      Within 10 days            User Must                
                                                                        Activity                                   Input the                
                                                                                                                   Date                     

  126        M-081     MSC Turnover/Phase                1-5.3.3                         End of Phase O            User Must                
                       V Layup Data                                                                                Input the                
                                                                                                                   Date                     

  67         M-082     SITREP ON                         1- 5.1.7       ACTIVATION       DAILY OR AS REQUIRED BY   User Must  MAR-611 AND   
                       ACTIVATION                                                        ACTIVATION                Input the  COTR          
                                                                                                                   Date                     

  88         M-083     FUNDS CONTROL       C5.2.7                                        WEEKLY FROM ACTIVATION    User Must  COTR          \*\* THE S/M
                       STATUS REPORTS                                                    THROUGH LAY-UP            Input the                MAY BE
                       (UPON ACTIVATION                                                                            Date                     DIRECTED BY
                       UNTIL RE-ENTRY INTO                                                                                                  THE MARAD ACO
                       PHASE IV)                                                                                                            TO PROVIDE A
                                                                                                                                            MORE DETAILED
                                                                                                                                            COST CONTROL
                                                                                                                                            ACCOUNTING
                                                                                                                                            BREAKDOWN

  137        M-084     QUICK LOOK RPT      C5.3.7                                        48 Hours after event      User Must                
                       Phase V                                                                                     Input the                
                                                                                                                   Date                     

  66         M-085     DETAILED AFTER      C4.2.3.1.1                   MAINTENANCE      WITHIN 30 DAYS OF THE     User Must  MAR-611 AND   
                       ACTION MAINTENANCE  (2)                          ACTIVATION       COMPLETION OF THE MAINT./ Input the  COTR          
                       ACTIVATION RPT                                   SEATRIAL         ACTIVATION SEA TRIAL      Date                     
                                                                        COMPLETE-ION                                                        

  86         M-091     DAILY STATUS REPORT               1-7.3.4.5(2) & STATUS REPORTS   [DAILY DURING             User Must  MAR 613 &     
                                                         1-7.3.20.10                     OPERATIONS]{.underline}   Input the  COTR          
                                                                                                                   Date                     

  74         M-092     CREW SHORTAGE       C8.1.5        1-16.10.6      CREW SHORTAGE    AS SOON AS THE SHORTAGE   User Must  USCG; COTR &  \*\* MASTER
                       REPORT SUBMISSION                                REPORT           IS REALIZED               Input the  MAR-613       SHALL SUBMIT
                                                                                                                   Date                     ON USCG FORM
                                                                                                                                            729

  80         M-093     NOTIFICATION OF                   TE-1 SECTION                    WITHIN ONE HOUR OF        User Must  OPERATIONAL   \*\* SHIP
                       INABILITY TO COMPLY               7.1.7                           INCIDENT                  Input the  COMMANDER &   MANAGER SHALL
                       WITH SAIL ORDER                                                                             Date       COTR          KEEP MARAD AND
                                                                                                                                            OPCOM FULLY
                                                                                                                                            INFORMED UNTIL
                                                                                                                                            SHIP IS
                                                                                                                                            CAPABLE OF
                                                                                                                                            COMPLYING WITH
                                                                                                                                            SAIL ORDERS

  62         M-094     CREWING ROSTER      C8.1.2                       ACTIVATION       DURING ACTIVATION         User Must  COTR          
                                                                                                                   Input the                
                                                                                                                   Date                     

  93         M-095     VOYAGE SUMMARY                    1-7.3.4.5(1) & VOYAGE REPORT    EVERY FOUR MONTHS AND     User Must  COTR AND MAR  
                       REPORT                            7.3.20.11                       UPON LAY UP               Input the  613           
                                                                                                                   Date                     

  61         M-096     INVENTORY OF        C2.2.2.1 AND  5              DEACTIVATION     30 DAYS AFTER             User Must  COTR          COTR FORWARD
                       CONTROLLED          C2.4.5                                        DEACTIVATION              Input the                COPY TO LMO
                       MATERIALS                                                                                   Date                     

  2                    KEY PERSONNEL       H.4.b                                         15 DAYS AFTER THE         User Must  ACO AND COTR  NOT ALLOWED
                       SUBSTITUTION WITH                                                 OCCURRENCE OF             Input the                EXCEPT AS
                       FIRST 90 DAYS OF                                                  SUBSTITUTION              Date                     NECESSITATED
                       CONTRACT                                                                                                             BY ILLNESS,
                                                                                                                                            DEATH OR
                                                                                                                                            TERMINATION OF
                                                                                                                                            EMPLOYMENT

  4                    PORT ENGINEER       C3.3.8        1-16.2         AT NOTICE TO     PRIOR TO NTP              User Must  SHIP MANAGER  MARAD APPROVED
                       APPROVAL                                         PROCEED                                    Input the                PORT ENGINEER
                                                                                                                   Date                     IS REQUIRED
                                                                                                                                            PRIOR TO
                                                                                                                                            ISSUANCE OF
                                                                                                                                            NTP!

  6                    SHIP Manager\'s     C3.2.2                       NTP              0                         10/1/00    COTR          
                       COMPUTERS                                                                                                            

  9                    DELIVER TO SHIP     C2.3 & C4.2.2                NTP              0                         10/1/00    SHIP MANAGER  
                       MANAGER SHIP                                                                                                         
                       SPECIFIC PHASE IV                                                                                                    
                       MAINTENANCE                                                                                                          
                       PROCEDURES                                                                                                           

  13                   DELIVER TO SHIP     C-2.3                        NTP              0                         10/1/00    SHIP MANAGER  \*\*SHIP
                       MANAGER ACTIVATION                                                                                                   MANAGER HAS 30
                       PLAN                                                                                                                 DAYS TO ACCEPT
                                                                                                                                            BY LETTER.
                                                                                                                                            \[C-2.3(1)\]

  16                   DELIVER TO SHIP     C2.3                         NTP              0                         10/1/00    SHIP MANAGER  \*\*SHIP
                       MANAGER ACTIVATION                                                                                                   MANAGER HAS 30
                       SPECIFICATIONS                                                                                                       DAYS TO ACCEPT
                                                                                                                                            BY LETTER.
                                                                                                                                            \[C-2.3(1)\]

  19                   DELIVER TO SHIP     C2.3                         NTP              0                         10/1/00    SHIP MANAGER  
                       MANAGER OPERATIONS                                                                                                   
                       PLAN                                                                                                                 

  22                   DELIVER TO SHIP     C2.3                         NTP              0                         10/1/00    SHIP MANAGER  
                       MANAGER                                                                                                              
                       DEACTIVATION PLAN                                                                                                    

  25                   DELIVER TO SHIP     C2.3                         NTP              0                         10/1/00    SHIP MANAGER  \*\*SHIP
                       MANAGER                                                                                                              MANAGER HAS 30
                       DEACTIVATION                                                                                                         DAYS TO ACCEPT
                       SPECIFICATION                                                                                                        BY LETTER.
                                                                                                                                            \[C-2.3(1)\]

  29                   INSTALL RRF-MARTS                 1-3.1.1        NTP              30                        10/31/00   SHIP MANAGER  
                       SOFTWARE                                                                                                             

  30                   INSTALL COMPUTERS   C3.2.2        1-3.1.1        NTP              0                         10/1/00    N/A           \*\*COTR
                       ONBOARD SHIPS                                                                                                        CONFIRM
                                                                                                                                            COMPUTERS ARE
                                                                                                                                            INSTALLED AND
                                                                                                                                            FUNCTIONAL

  31                   PROVIDE SAFETY                    1-18.2.5       NTP              PRIOR TO NTP              N/A        SHIP MANGER   
                       POSTERS                                                                                                              

  32                   MAR-613 PROVIDE     C4.2.7                       NTP              0                         10/1/00    SHIP          \*\*MARAD WILL
                       LISTING OF STANDARD                                                                                    MANAGER\*\*   INITIALLY
                       ADMINISTRATIVE                                                                                                       PLACE OR
                       CABINET FOLDERS                                                                                                      DIRECT S/M TO
                                                                                                                                            PLACE STANDARD
                                                                                                                                            NUMBERING
                                                                                                                                            SYSTEM ON FILE
                                                                                                                                            CABINET
                                                                                                                                            DOCUMENTS

  33                   Shortage of         C4.2.7                       NTP              30                        10/31/00   MAR-613 &     
                       Documents in                                                                                           MARAD COTR    
                       Administrative                                                                                                       
                       Filing Cabinet                                                                                                       

  34                   PROVIDE ECSMIS      C2.4.1                       NTP              60                        11/30/00   SHIP MANAGER  S/M AND MARAD
                       TRAINING FOR SHIP                                                                                                    COTR SHALL
                       MANAGER                                                                                                              DETERMINE
                                                                                                                                            AGREEABLE TIME
                                                                                                                                            FRAME FOR ROS
                                                                                                                                            CREW TRAINING

  35                   PROVIDE MARTS       C3.2.2        1-3.1.2        NTP              60                        11/30/00   SHIP MANAGER  S/M AND MARAD
                       TRAINING AT SHIP                                                                                                     COTR SHALL
                       MANAGER OFFICE (UP                                                                                                   DETERMINE
                       TO 2 DAYS)                                                                                                           AGREEABLE TIME
                                                                                                                                            FRAME FOR ROS
                                                                                                                                            CREW TRAINING

  36                   PROVIDE S/M WITH    C3.4.10       1-5.0          As Required from AS REQUIRED               User Must  SHIP MANAGER  
                       CRITICAL FLUIDS                                  NTP                                        Input the                
                       MONITORING                                                                                  Date                     
                       PROGRAM-TRAINING,                                                                                                    
                       POLICY GUIDANCE,                                                                                                     
                       TECHNICAL MANUALS,                                                                                                   
                       AND ORDERING FORMS                                                                                                   

  37                   PHONE LINE (3)      C3.2.3                       As Required from AFTER NOTICE TO PROCEED   User Must  SHIP MANAGER  
                       INSTALLATION ON ROS                              NTP                                        Input the                
                       OUTPORTED VESSELS                                                                           Date                     

  38                   DOCK TRIAL          C4.2.5.1                     DOCK TRIALS      3 MONTHS PRIOR TO DOCK    User Must  SHIP MANAGER  
                       NOTIFICATION                                                      TRIALS                    Input the                
                                                                                                                   Date                     

  40                   TURNOVER,           C2.5.1                                        AFTER NOTICE TO PROCEED   User Must  COTR          
                       RECOMMENDATIONS TO                                                                          Input the                
                       REMOVE OR ADD                                                                               Date                     
                       DSN\'S TO MARTS                                                                                                      

  41                   COMPLETE SHIP       C2.5.1                       NTP              25                        10/26/00   COTR          
                       SURVEY REPORT                                                                                                        
                       (MA-58) AND                                                                                                          
                       BASELINE SECURITY                                                                                                    
                       ASSESSMENT.                                                                                                          

  43                   APPROVAL OF                                                                                 User Must  SHIP MANAGER  
                       LAYBERTH SECURITY                                                                           Input the                
                       ASSESSMENT                                                                                  Date                     

  45                   APPROVAL OF SEXUAL                                                                          User Must  SHIP MANAGER  
                       HARASSMENT POLICY &                                                                         Input the                
                       PROCEDURE                                                                                   Date                     

  48                   IF THE MARAD COTR                 1-4.2.2.1                       NTP                       User Must  SHIP MANAGER  
                       HAS A LOCALLY                                                                               Input the                
                       APPROVED SEVER                                                                              Date                     
                       WEATHER PLAN, THE                                                                                                    
                       COTR SHALL PROVIDE                                                                                                   
                       IT TO THE SHIP                                                                                                       
                       MANAGER                                                                                                              

  56                   ENTER OR UPDATE     C4.2.3.1                     NTP              90                        12/30/00   COTR          
                       EXISTING                                                                                                             
                       MAINTENANCE                                                                                                          
                       ACTIVATION DSN                                                                                                       

  89                   WEEKLY REPORT                     1-11.3.2.9                      TUESDAYS DURING REPAIR    User Must  SOMO & COCO   
                                                         ITEM 13                                                   Input the                
                                                                                                                   Date                     

  94                   FOR SHIPS IN PHASE                1-3.1.3.(3)                     QUARTERLY                 User Must  COTR          
                       O. UPDATE OF ALL                                                                            Input the                
                       MARTS FILES                                                                                 Date                     

  101                  PHASE IV SCHEDULE   C4.1.3.3                                      ANNUALLY,ON 9/15          User Must  SHIP MANAGER  
                                                                                                                   Input the                
                                                                                                                   Date                     
  --------------------------------------------------------------------------------------------------------------------------------------------------------

  ------------------------------------------------------------------------------------------------------------------------------
  **Serial   **Marts   **Deliverable**   **Contract    **Technical   **Event**   **Time from  **Due    **Deliver   **Remarks**
  No.**      No.**                       Reference**   Exhibit                   Event        Date**   To**        
                                                       Reference**               (days)**                          
  ---------- --------- ----------------- ------------- ------------- ----------- ------------ -------- ----------- -------------
  106                  RRF - 30          C4.2.8.1                    RRF-30      \*\* WITHIN  User     COTR        
                       SPECIFICATION                                             60 DAYS OF   Must                 
                                                                                 DISCOVERY OF Input                
                                                                                 DEFICIENCY   the Date             
                                                                                 OR WITHIN 30                      
                                                                                 DAYS OF                           
                                                                                 RECEIPT OF                        
                                                                                 DISK                              

  107                  ASSISTANT PE                    1-16.3        ASSISTANT   \*\* UPON    User     COTR        
                       RESUMES                                       PORT        NOTICE THAT  Must                 
                                                                     ENGINEERS   MARAD PCO    Input                
                                                                                 WILL EXECUTE the Date             
                                                                                 CLIN                              

  108                  TURNOVER DATA:                  1-5.3.3       TURNOVER    \*\* UPON    User     COTR &      
                       LIST OF                                       DATA        TRANSFER OF  Must     MAR-613     
                       OUTSTANDING                                               VESSEL BACK  Input                
                       CASREPs AND COPY                                          TO MARAD     the Date             
                       OF MESSAGE TO                                                                               
                       CANCEL CASREPs TO                                                                           
                       OPCON                                                                                       

  109                  TURNOVER DATA:                  1-5.3.3       TURNOVER    \*\* UPON    User     COTR &      
                       FUEL USAGE                                    DATA        TRANSFER OF  Must     MAR-613     
                                                                                 VESSEL BACK  Input                
                                                                                 TO MARAD     the Date             

  110                  TURNOVER                        1-5.3.3       TURNOVER    \*\* UPON    User     COTR &      
                       DOCUMENTS: RETURN                             DATA        TRANSFER OF  Must     MAR-613     
                       OF TENDER, MASTER                                         VESSEL BACK  Input                
                       & CHENG VOYAGE                                            TO MARAD     the Date             
                       REPORTS                                                                                     

  115                  Unintentionally                                                        User                 
                       Left Blank                                                             Must                 
                                                                                              Input                
                                                                                              the Date             

  127                  Provide names of                1-7.3.13      At Award    At Award (if User                 
                       testing service                               (if in      in Phase O)  Must                 
                       when ordering                                 Phase O)                 Input                
                       personnel (Phase                                                       the Date             
                       o)                                                                                          
  ------------------------------------------------------------------------------------------------------------------------------

**Section H**

**Signature Control for Controlled Equipment**

CONTROLLED MATERIAL SIGNATURE CONTROL LOG

  ----------- ---------------------- -------------- -------------------------
  Item:                              Description:   

  Model No.:                         Serial No.:    
  ----------- ---------------------- -------------- -------------------------

+-------+------+-------------------------+------------+-------+-------+
| Entry | Date | Signature of Person     | Present    | Cond  | Inve  |
|       |      |                         | Location   | ition | ntory |
| No.   |      | Taking                  |            |       |       |
|       |      | Custody/Inventory       | of         |       | Y/N   |
|       |      |                         | Material   |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+
|       |      |                         |            |       |       |
+-------+------+-------------------------+------------+-------+-------+

**Notes:**

1\) The most senior officer on the vessel shall be in charge of the care
and custody of the controlled material. As such, this person must make
the initial entry on this log. At a minimum, an inventory of the
controlled material on the vessel will be taken annually o/a October 1st
and at each lay-up period and will be noted on this log.

2\) Controlled material can be issued for necessary use to members of
the crew. However, each time a piece of controlled material is issued,
that person taking custody is required to sign this signature control
log for that piece of controlled equipage. Upon issuance of the piece of
controlled material, that person taking custody will be responsible for
the condition and security of that item. Loss and/or damage to the
equipment will be the responsibility of the custodian as will be the
necessary repair and/or replacement.

**Section I**

**Operational Testing**

**OPERATIONAL TESTING**

MTL will perform operational testing to document voyage repairs, Phase
IV maintenance, planned maintenance, preventative maintenance, and
outstanding regulatory body requirements in accordance with MARAD\'s
*RRF Operations Management Manual **TE-1***. MARAD\'s RRF-MARTS computer
tracking system will be used to track voyage repairs, Phase IV
maintenance, planned maintenance, preventative maintenance and
regulatory body requirements as discussed in the Contract with Ship
Manager\'s in the *RRF MARTS USERS MANUAL* ***TE-3***.

**Section J**

**Emergency Plans**

**INDEX**

**EMERGENCY PLANS** J ‑ 1

**1 FIRE/EXPLOSION PROCEDURES** J ‑ 1

**1.1 PURPOSE** J ‑ 1

**1.2 PROCEDURE IN PORT** J ‑ 1

**1.3 PROCEDURE AT SEA** J ‑ 2

**2 OIL/HAZARDOUS MATERIAL SPILL RESPONSE PROCEDURES** J ‑ 2

**2.1 PURPOSE** J ‑ 2

**2.2 PROCEDURE** J ‑ 2

**3 OTHER EMERGENCY RESPONSE PROCEDURES** J ‑ 3

**3.1 PURPOSE** J ‑ 3

**3.2 POLICY** J ‑ 3

**3.3 PROCEDURE** J ‑ 3

**4 INCIDENT REPORTING** J ‑ 4

**4.1 PURPOSE** J ‑ 4

**4.2 POLICY** J ‑ 4

**4.3 DEFINITION OF INCIDENT** J ‑ 4

**4.4 PROCEDURE** J ‑ 5

**EMERGENCY PLANS**

**1 FIRE/EXPLOSION PROCEDURES1**

**1.1 PURPOSE11**

This procedure provides emergency response information for fire or
explosions occurring on the vessel.

**1.2 PROCEDURE IN PORT12**

1\. Ensure all vessel fire fighting procedures as stated in the
vessel\'s station bill are followed, including the use of applicable
extinguishing agents for each type of fire.

**NOTE**

If the Fire department is at the scene, the Master is the ultimate
authority in charge.

2\. Unless the fire can be extinguished immediately, the Terminal
Manager or dock foreman shall be notified immediately by telephone or
radio. If the fire is immediately snuffed, the incident shall be
reported to the Master.

3\. The terminal representative will contact the local Fire Department
and report information concerning the fire or explosion.

4\. The area near the fire or explosion shall be secured by the
person(s) reporting the fire or explosion.

5\. The Master will assign a liaison to meet the Fire Department at the
terminal gate. This person will act as the interface with the Fire
Department until the Master indicates otherwise.

During the emergency, the liaison will maintain radio communications
with emergency coordinators; he/she will have all relevant MSDS\'s,
vessel configuration data (i.e., loading plan), and other available
information concerning the fire; information to be provided or quickly
ascertained will include:

• Specific location of the fire or explosion

• Material(s) involved

• Number of tanks involved, if relevant

• Nature and number of injuries.

6\. When the Fire Department arrives, the liaison will inform them of
the situation and accompany them to the vessel.

7\. The Terminal Manager or his designee will be contacted and informed
of the situation as soon as possible.

8\. When the fire has been extinguished and the emergency is over, the
Master or his designee will complete an \"Incident Report\" per the
information contained later in this section.

**1.3 PROCEDURE AT SEA13**

1\. Ensure all vessel fire and emergency procedures, as stated in the
vessel\'s station bill are followed, including the use of applicable
fire extinguishing agents for each type of fire.

2\. The Master will quickly ascertain the situation and an appropriate
action plan will be instituted as deemed necessary for the situation at
hand.

3\. Once the emergency is under control, the Master will notify the
following MTL Directors:

• HS&EP

• Operations

• Risk Management

4\. An \"Incident Report\" will be filed; procedures are found later in
this section.

**2 OIL/HAZARDOUS MATERIAL SPILL RESPONSE PROCEDURES2**

**2.1 PURPOSE**

This procedure provides spill response information to affected persons
on the vessel and references the appropriate U.S. Coast Guard Marine
Safety Office (MSO).

**2.2 PROCEDURE**

22

1\. When a release or spill occurs, operating personnel shall
immediately attempt to stop or seal‑off the source of the release, if
deemed safe, by closing valves, plugging holes, etc. If any injuries or
chemical exposures are sustained, proper medical attention should be
provided immediately.

For proper handling procedures, including the use of personal protective
equipment, refer to the applicable Material Safety Data Sheet (MSDS).

Extreme caution must be exercised when approaching spills that emit
toxic or strong vapors especially in enclosed areas.

2\. If warranted, all non‑essential personnel shall be quickly evacuated
from the area surrounding the release or spill. The area shall be
cordoned off and measures taken to prevent unauthorized entry.

If the release involves a flammable volatile chemical, all ignition
sources must be shutdown.

3\. Upon a release or spill, refer to the vessel\'s Oil Spill Response
Plan for appropriate action/notification procedures. Any release (i.e.,
chemical or oil), spill or leak, regardless of persistency, must be
reported.

4\. When the Master or his designee is notified of a release, he must
quickly ascertain a course of action. Using the information provided in
the vessel\'s Oil Spill Response Plan, all concerned agencies and
entities must be notified immediately and given details of the release.
For cargo information, refer to the applicable MSDS.

5\. In the event of a spill or leak while the vessel is moored at a
terminal and/or discharging/loading cargo, responsibility of any action
to be taken lies with the terminal. The vessel\'s Master and crew shall
follow any requests or procedures made by the terminal\'s Qualified
Individual.

6\. Regarding the safety of the vessel and crew, the Master shall take
all necessary precautions.

**3 OTHER EMERGENCY RESPONSE PROCEDURES4**

**3.1 PURPOSE41**

To ensure safety of the vessel and its crew.

**3.2 POLICY42**

In the event that an emergency not covered herein occurs, the Master
will make necessary decisions based on the safety of the vessel and its
crew.

**3.3 PROCEDURE43**

For certain emergencies that could exist and could provide very
different scenarios, MTL acknowledges that the Master is ultimately in
charge of the vessel and the safety of its crew. He will establish a
plan of action according to the elements of the emergency and implement
the plan as he deems necessary.

> As soon as possible, he shall notify MTL personnel of the emergency
> and his intended or already executed plan of action. If time allows,
> before implementing a course of action, the Master will consult with
> MTL. An agreed plan of action will then be established by the Master
> and MTL. After the emergency has past, the Master will then file a
> complete report of the incident with MTL\'s office in accordance with
> the \"Incident Reporting\" policies, established later in this
> section. The report will be reviewed by all MTL personnel. The plan of
> action will be reviewed and reconciled for future use should a similar
> emergency arise.

Examples of these emergencies would include but not be limited to
hurricanes, tornadoes, flooding, solid waste, towing, grounding,
earthquakes, severe adverse weather, bomb threats, terrorism, or
accidental release of toxic materials from neighboring facilities.

**4 INCIDENT REPORTING5**

**4.1 PURPOSE51**

As an integral part of the Quality Improvement Process, MTL has
developed an \"Incident\" reporting procedure. The purpose of reporting
an incident is that potential liabilities are identified and potentially
reoccurring problems are rectified so that they do not occur again. The
reporting of an incident is the first step in identifying what needs to
be changed to effect a permanent change. Through every incident,
valuable lessons can be learned where company policies, procedures,
etc., can be improved upon or changed. Our goal is to strive for \"Zero
Defects\".

**4.2 POLICY52**

Due to the implementation of the Quality Process, procedures have been
modified to incorporate how to report incidents so that the Corrective
Action Group and/or Error Cause Removal Group can effectively deal with
the permanent correction to the problems if needed. All incidents are
dealt with in a timely manner.

**4.3 DEFINITION OF INCIDENT53**

The definition of an \"Incident\" is when an event or action meets any
of the follwing criteria. It should be noted that this does not mean
only in an operational sense. It could be a complaint received by
accounting or damages to a major spare in shipment which was ordered and
Marine Purchasing receives notification.

**Customer Complaint:**

Either written or verbal

**Pollution Incident:**

Either oil, chemical, cargo, air, water, or noise. In essence, any
pollution to our environment from an MTL owned/managed vessel.

**Delays to Vessel Exceeding 24 hours:**

Any delays which cause a vessel to be delayed in excess of 24 hours with
the exception of normal berthing congestion. This can be related to an
offhire scenario, that is, if an incident caused a vessel to be offhire
it will be considered an incident.

**Damages in Excess of \$25,000:**

Any and all damages to a vessel and/or its equipment/cargo in excess of
\$25,000, and/or damage to another vessel(s) or fixed object where it is
expected the damage will total in excess of \$25,000.

**Any Incident:**

Which is highly likely to cause any of the above parameters.

**Serious Injury:**

Death, dock damage, collisions or groundings.

**4.4 PROCEDURE54**

When the vessel has an incident to report, information must be passed
promptly by using computer\'s E-Mail message addressed to \"INCIDENT\".
This action will inform all parties at MTL, in writing, that an INCIDENT
has occurred. In addition to the E-Mail message, the appropriate parties
shall be notified as soon as possible. Updates can be sent, via E-Mail,
to keep all parties apprised of the problem. The Marine Safety Office
shall be notified as well. Refer to the vessel Oil Spill Response Plan
for the phone numbers for the MSO in the area.

An Incident Report Form will be used to report an incident. This format
shall be followed whenever an incident is reported and an investigation
has been carried out. The purpose of this form is to standardize the
final reporting of all incidents and to ensure that if company policy
has been breached or if a company must be modified, it is not
overlooked. This standardized format will also lend itself in the
reporting of incidents and our findings/recommendations to the MTL
fleet, as applicable.

Incident status will also be a standing topic at the weekly staff
meeting which the Director of Fleet Operations attends. By the second
Tuesday after a reported incident, the attached form must be submitted
to the Director of Fleet Operations by the person initiating the report.
In this manner, the incident can be discussed at future staff meetings.
Each section shall be completed, in detail, except for the sign off
section, which will be handled by the Operations Committee at MTL\'s
home office.

**Incident Reporting:** This number will be assigned by the Director of
Fleet Operations for ALL reported incidents. A master book will be kept
by the Director of Fleet Operations for all reported incidents.

**Date:** Self explanatory.

**Description of Incident:** Provide a complete and accurate account of
the incident in question. Attachments to the \"Incident Report Form\"
may be included as exhibits to aid in explaining the incident.

**Company/Regulatory Policy Effected:** Reviews MTL\'s, governmental and
regulatory policies to determine if a breach of protocol has been made.
The reference to the breach must be accurate as to what went wrong, and
which requirements, if any, were breached.

**Actions Taken:** Explain, in depth, and exact nature of what was done
after the incident. Again, supplemental exhibits are permitted to be
attached.

**Recommendations:** Describe any recommendations and conclusions of the
incident.

**Company Policy Update:** Describe in detail any updates and
modifications to company policies or procedures.

**Sign Off:** The Director of Fleet Operations and the Operations
Committee will obtain the necessary sign offs; they will also notify the
respective department of any policy changes and modifications.

**51**