ISM MANUAL

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ISM MANUAL

Table of content

Issue date 2015‐04‐22

Rev. no. 13

Doc. no. SMS‐000‐001. Page 1 of 4

0 Table of content

0‐1 Table of content

0‐2 Revision log

1 Introduction

1‐1 Introduction

1‐2 Definitions

1‐3 Abbrevations

2 Policies

2‐1 Health & Safety policy

2‐2 Environmental policy

2‐3 Drug & Alcohol policy

2‐4 Smoking policy

2‐5 IT policy

2‐6 Code of conduct policy

2‐7 Tools and sharp objects policy

2‐8 Jewellery policy

3 Company Responsibilities and authority

3‐1 Ownership

3‐2 Organisation chart

3‐3 Description of Post – Managing Director

3‐4 Description of Post – Chief Operating Officer

3‐5 Description of Post – HSEQ Coordinator

3‐7 Description of Post – HR Coordinator

3‐8 Description of Post – Technical Superintendent

3‐9 Description of Post – Chief Financial Officer

3‐10 Description of Post – Accountant

3‐11 Office contact list

3‐12 Vessel contact list

3‐13 Recruitment and Training shore based personnel

3‐14 Description of Post – Flag Captain

3‐15 Description of Post ‐ Marine Superintendent

3‐16 Description of Post – Senior Captain (SC)

3‐17 Description of Post – Technical Manager

4 Designated Person

4‐1 Designated person ashore

5 Master’s responsibility and authority

5‐1 Master´s responsbility and authority

6 Resources and personnel

6‐1 Crewing

6‐2 Education and training

6‐3 Courses

6‐4 Familiarization

6‐5 Evaluation and appraisals

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Table of content


Rev. no. 13


6‐6 Description of Post ‐ Master

6‐7 Description of Post – Second Officer

6‐8 Description of Post ‐ Deckhand

6‐9 Description of Post – Chief Engineer

7 Shipboard operations

7‐1 Risk Assessment

7‐2 Toolbox talks

7‐3 Safe Navigation

7‐4 Voyage planning

7‐5 At sea

7‐6 Galley and accommodation inspection

7‐7 Embarking and Disembarking of passengers in port

7‐8 Transfer of passengers offshore

7‐9 Boarding offshore structures

7‐10 Operation near offshore installations

7‐11 Vessel access from pontoon

7‐12 Boarding a tower

7‐13 Boarding other vessel

7‐14 Lifting operations

7‐15 Bunker procedure

7‐16 Filling fuel tanks on wind turbines

7‐17 Power supply to wind turbine

7‐18 Connecting or disconnecting shore power

7‐19 Mooring

7‐20 Mooring a wind tower

7‐21 Handling of dangerous goods

7‐22 Walkways conditions

7‐23 Work permits

7‐24 Personal protective equipment

7‐25 Garbage management

7‐26 Passenger list

7‐27 Receive bunker offshore (vessel‐to‐vessel)

7‐28 Engine procedures

7‐29 Diving operation in the vicinity of the vessel

7‐30 Handling an ROV operation

7‐31 Cargo securing

7‐32 Hand and power tool usage

7‐33 Working aloft

7‐35 Mooring buoy operations

8 Emergency procedures

8‐1 Safety organisation chart

8‐2 Office Emergency Response Procedure

8‐3 Emergency Preparedness and office emergency response team

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Table of content


Rev. no. 13


8‐4 Drills

8‐4.1 Drill schedule

8‐5 Abandon ship

8‐6 Fire

8‐7 Man over board Fire, personnel on WTG

8‐8 Muster lists

8‐9 Collision

8‐10 Grounding

8‐11 Serious injury / Illness

8‐12 Oil spill

8‐13 Service vessel major breakdown

8‐14 Personnel stranded on WT by weather

8‐15 Emergency anchoring

8‐16 Emergency towing

8‐17 Emergency engine procedures

9 Reports and analysis

9‐1 Non‐conformities, accidents and hazardous occurrences

9‐2 Follow‐up investigation

9‐3 Suggestions for improvement

9‐4 On board complaint

10 Maintenance of the ship and equipment

10‐1 Maintenance

10‐2 Inspection

10‐3 Critical equipment

10‐4 Purchasing

10‐5 Reporting a claim

10‐6 Reporting a technical failure

11 Documentation

11‐1 Document control

11‐2 Record control

12 Company verification, review and evaluation

12‐1 Internal & external audit

12‐2 Annual Audit Plan

12‐3 Company verification and review

13 Forms

13‐1 Confirmation of understanding

13‐2 Acceptance of policies

13‐3 Safety induction for passengers

13‐4 Technical failure report

13‐5 Hand over report

13‐7 Master´s review

13‐8 Work permit form

13‐10 Passenger list

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Table of content


Rev. no. 13


13‐11 Evaluation and appraisal form

13‐13 Drill evaluation form

13‐14 Risk assessment form

13‐15 Toolbox talks form

13‐16 Safety meeting form

13‐17 Purchase order form

13‐18 Claim reporting form

13‐19 Crew list form

13‐20 Safety induction for visitors/contractors

13‐21 Voyage plan

14 Checklists

14‐1 Familiarization for Senior Captains

14‐2 Familiarization for new crewmember

14‐3 Pre‐transfer bunker checklist

14‐4 Launching after docking at slipway checklist

14‐5 Launching with hoist checklist

14‐6 500m zone checklist

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Revision log


Rev. no. 40


Code Name Rev. Date Comment

SMS‐003‐001 Ownership 6 2015‐04‐24 Added the vessel MCS Maestro to the list.

SMS‐000‐001 Table of content 12 2015‐04‐22 Added SMS‐007‐035 to the table.

SMS‐007‐035 Mooring buoy operations 1 2015‐04‐22 Added a new procedure mooring buoy operations.

SMS‐010‐004 Purchasing 3 2015‐03‐30 Minor update, added that Senior Captain’s are to be consulted in shipyard visits and major services.

SMS‐002‐007 Tools and sharp objects policy 2 2015‐03‐26 Minor update clarifying that the policy includes open blade knifes.

SMS‐008‐002 Office Emergency Response Procedure

4 2015‐03‐26 Updated the phone numbers in the emergency contact list.

SMS‐001‐001 Introduction 6 2015‐03‐17 Edit the part regarding crew conferences to senior captain conferences.

SMS‐003‐001 Ownership 5 2015‐03‐17 Edited Achievers call sig to the correct one.

SMS‐003‐012 Vessel contact list 4 2015‐03‐17 Updated existing contact details and added Developer and Discoverer to the list.

SMS‐000‐001 Table of content 11 2015‐02‐25 Added SMS‐003‐017 – Description of Post – Technical Manager and SMS‐007‐033 – Working aloft to the table of content.

SMS‐003‐008 Description of Post – Marine Superintendent

5 2015‐02‐23 The document has the wrong title. The title has been changed to Description of Post – Technical Superintendent

SMS‐003‐015 Description of Post – Marine Superintendent

2 2015‐02‐23 Minor alternation to the description.

SMS‐003‐017 Description of Post – Technical Manager

1 2015‐02‐23 Added description of post for Technical Manager.

SMS‐012‐002 Annual Audit Plan 3 2015‐02‐18 Schedule updated for year 2015

SMS‐012‐001 Internal & external audit 4 2015‐02‐18 Added information on the audit follow up carried out by either Senior Captain or Flag Captain.

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ISM MANUAL

Revision log


Rev. no. 40


SMS‐007‐013 Boarding other vessel 4 2015‐02‐17 Added a reference to the personal protective equipment procedure.

SMS‐007‐012 Boarding a tower 6 2015‐02‐17 Edited some minor errors in the procedure in step 5 and 6.

SMS‐015‐005 Toolbox talk form 3 2015‐02‐13 A column have been added for listing existing risk assessment relevant for the items discussed in the toolbox talk.

SMS‐014‐002 Familiarization for new crew members

9 2015‐02‐13 An error caused the issued form to be deleted from AMOS. The form has now been restored.

SMS‐014‐002 Familiarization for new crew members

7 2015‐02‐05 The update contains an added field, among the items the Masters are to complete, regarding familiarization of the on board CCTV system.

SMS‐007‐014 Lifting operations 5 2015‐02‐05 Update to make it clear that the procedure only applies to NOS vessels equipped with a crane.

SMS‐007‐019 Mooring 3 2015‐02‐04 Updated procedure for departure. Toolbox talks to be held before releasing mooring if necessary.

SMS‐003‐001 Ownership 4 2015‐02‐03 Change of owners on 5 vessels, removed M/V Distributor, added M/V Carrier.

SMS‐013‐007 Master’s review 4 2015‐01‐30 Fixed an error from the last update.

SMS‐013‐007 Master’s review 3 2015‐01‐30 Minor alterations to the form.

SMS‐006‐005 Evaluation and appraisals 4 2015‐01‐23 Updated procedure with new routines. Responsible HR Coordinator will take care of the evaluation and appraisals.

SMS‐007‐033 Working aloft 2 2015‐01‐21 Minor alteration with work permits information.

SMS‐007‐033 Working aloft 1 2015‐01‐21 A new procedure for working aloft has been implemented.

SMS‐007‐014 Lifting operations 4 2015‐01‐20 Added a bullet point regarding tool box talks to be held.

SMS‐006‐001 Crewing 7 2014‐12‐19 Added section on “changes to vessel crew”

SMS‐007‐025 Garbage Management 2 2014‐12‐19 Added information about removing garbage from berths

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Revision log


Rev. no. 40


SMS‐001‐001 Introduction 5 2014‐12‐19 Added description on how changes to the SMS is made and distributed out to the vessels.

SMS‐003‐014 Description of Post – Flag Captain

4 2014‐12‐19 Added responsibilities to act as HSE representative on site.

SMS‐003‐007 Description of Post – HR Coordinator

4 2014‐12‐16 The job description for HR Coordinator(s) updated to include both the description for HR Administration and HR Planning

SMS‐007‐003 Safe Navigation 6 2014‐12‐15 Added “Bridge operations” as part of the procedure due to a requirement from a client.

SMS‐000‐001 Table of content 10 2014‐12‐12 Some newly added procedures was not entered in the table of content, this has now been rectified.

SMS‐007‐024 Personal protective equipment 4 2014‐12‐12 Updated the PPE matrix with the safety cutter that needs to be available close by when assisting during transfer.

SMS‐007‐008 Transfer of passenger offshore 7 2014‐12‐12 Removed list of PPE for deckhand and instead referred to the PPE matrix in SMS‐007‐024.

SMS‐014‐002 Familiarization for new crew member

6 2014‐12‐02 Added item (22) regarding the work permit system on board. Also updated item 21 to include Safety induction for visitors/contractors (SMS‐013‐020).

SMS‐013‐002 Acceptance of policies 4 2014‐11‐03 Instead of listing all policies we referred to chapter 2 containing all policies in place.

SMS‐002‐008 Jewellery policy 0 2014‐11‐03 Due to clients (SMC’s) demands we have to have a jewellery policy so this has now been developed.

SMS‐011‐002 Record control 7 2014‐10‐21 Added the voyage plan form to the record control instructions. Also a new index for the FORMS&REPORT ‐folder is available on the Intranet.

SMS‐014‐001 Familiarization for Senior Captain

2 2014‐10‐21 Familiarization checklist for Senior Captain added.

SMS‐006‐004 Familiarization 5 2014‐10‐21 The procedure have been updated to include familiarization for Senior Captains.

SMS‐013‐021 Voyage plan 1 2014‐10‐14 As part of the voyage planning procedure a voyage plan (form) have been implemented.

SMS‐007‐004 Voyage planning 2 2014‐10‐14 Voyage planning have been extracted from the Safe Navigation –procedure and added as a separate procedure. The procedure have also been updated.

SMS‐007‐006 Galley and accommodation inspection

3 2014‐10‐14 MLC requires having frequent inspections in the galley and weekly inspections of accommodation. Therefor a procedure has been implemented and a work order in

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ISM MANUAL

Revision log


Rev. no. 40


AMOS WI will pop‐up every week. Also, the old galley inspection form has been deleted due to this.

SMS‐006‐003 Courses 6 2014‐09‐30 Added “Proficiency in motor operation” in the matrix, applicable for all crew working on NOS vessels.

SMS‐007‐020 Mooring a wind tower 2 2014‐09‐24 As a result of a near‐miss reported, information to look for knots on mooring lines has been entered. Knots can get stuck in vessels railing and bend the railing off.

SMS‐007‐010 Operation near offshore installation

2 2014‐09‐24 Procedure updated to further clarify that the procedure only applies in cases were no site project procedure are in force.

SMS‐013‐016 Description of post – Senior Captain (SC)

2 2014‐09‐24 The official work description for Senior Captains

SMS‐008‐004.1 Drill schedule 5 2014‐09‐24 Inserted text regarding the importance to also perform drills according to SMS‐008‐004.

SMS‐013‐021 Galley inspection form 0 2014‐09‐02 In accordance with MLC2006 we now have a regular inspection of the galley (form), incl. checking temperatures in freezers and refrigerators.

SMS‐011‐002 Record control 6 2014‐08‐20 Added record information for: Latest management review, Latest (IMCA) inspection protocol, Latest external ISM/MLC audit report, Latest internal ISM/MLC audit report, Closed Incident, Accident, Near‐Accident

SMS‐013‐007 Master´s Review 3 2014‐08‐19 Question 20 removed and question 21 rephrased.

SMS‐003‐002 Organisation chart 8 2014‐08‐15 Updated organisation chart. Added: technical purchaser and third HR coordinator.

SMS‐006‐003 Courses 5 2014‐08‐13 Medical care medicine chest B is now only a mandatory course and no longer recommended. DML is recommended for masters and not Deck officers.

SMS‐003‐011 Office contact list 4 2014‐08‐13 Updated contact information with new phone numbers and employees.

SMS‐007‐021 Handling of dangerous goods 2 2014‐08‐12 Now the procedure is adapted to the new MSDS library available on the intranet.

SMS‐006‐006 Description of post ‐ Master 5 2014‐07‐11 The masters resposibility is not to carry out a Masters review annually, just to; "If requested, conduct a Master’s review "

SMS‐012‐003 Company verification and review

4 2014‐07‐11 Now the Master's review should be carried out annually on board each vessel instead of annually by every singel Master.

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ISM MANUAL

Revision log


Rev. no. 40


SMS‐006‐001 Crewing 6 2014‐07‐10 Added text: Each crewmember is responsible for bringing valid original certificates and a signed contract of employment when signing on.

SMS‐007‐032 Hand and power tools usage 1 2014‐07‐08 New procedure implemented for Hand and power tools usage

SMS‐007‐012 Boarding a tower 5 2014‐07‐04 Added text to further stress the importance of Master's decision when boarding a tower.

SMS‐000‐002 Revision log 1 2014‐07‐01 Revision log added

SMS‐013‐003 Safety induction for passengers

2 2014‐06‐13 Due to many incorrectly filled out forms the headings in the form have been clarified.

SMS‐013‐020 Safety induction for visitors/contractors

2 2014‐06‐13 A safety induction for visitors/contractors have been implement to make the induction more relevant for persons not doing a transit with the vessel

SMS‐007‐031 Cargo securing 1 2014‐06‐11 New procedure added, client asked for it during an IMCA inspection.

SMS‐008‐015 Emergency anchoring 2 2014‐06‐11 No updates to content, just graphical improvements due to a previous error

SMS‐003‐007 Description of Post – HR Coordinator

3 2014‐06‐10 24/7 availability removed from work tasks

SMS‐003‐001 Ownership 3 2014‐05‐28 New vessels added to list

SMS‐007‐001 Risk Assessment 4 2014‐05‐23 Matrix changed

SMS‐011‐002 Record control 5 2014‐05‐23 Clarification on handling acceptance of policy and confirmation of understanding

SMS‐013‐001 Confirmation of understanding 3 2014‐05‐23 Handling instructions have been added to the form

SMS‐013‐002 Acceptance of policies 3 2014‐05‐23 Handling instructions have been added to the form

SMS‐013‐014 Risk Assessment form 4 2014‐05‐23 The matrix have been updated

SMS‐003‐004 Description of Post – Chief Operating Officer

4 2014‐05‐19 Responsibilities in regards to work environment added

SMS‐006‐005 Evaluation and appraisals 3 2014‐05‐19 Interval between evaluations changed

SMS‐006‐006 Description of Post ‐ Master 4 2014‐05‐19 Added responsibility to assure that all visitors/contractors get a safety induction

SMS‐007‐007 Embarking & Disembarking of persons in port

4 2014‐05‐19 Added information regarding visitors/contractors that also needs to receive a safety induction.

SMS‐008‐006 Fire 2 2014‐05‐19 Rearranged, not changed

SMS‐008‐007 Man over board 2 2014‐05‐19 Rearranged, not changed

SMS‐008‐008 Muster list 2 2014‐05‐19 One document/page containing muster list for MOB, Fire, Abandon ship

SMS‐010‐003 Critical equipment 2 2014‐05‐19 The list of critical equipment have been revised

SMS‐012‐001 Internal & external audit 3 2014‐05‐19 Information added on how to handle the non‐conformities and observations in AMOS

SMS‐005‐015 Purchasing 2 2014‐05‐15 Due to the big changes in the purchasing department also the procedure have been changed

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ISM MANUAL

Revision log


Rev. no. 40


SMS‐007‐029 Diving operation in the vicinity of the vessel

1 2014‐04‐04 New procedure added based on a risk assessment on having divers in the vicinity of the vessel, the assessment revealed that a procedure needed to be implemented

SMS‐008‐005 Abandon ship 2 2014‐04‐02 Rearranged, not changed

SMS‐007‐030 Handling a ROV operation 1 2014‐03‐28 New procedure implemented based on a risk assessment for handling an ROV operation onboard.

SMS‐007‐003 Safe Navigation 5 2014‐03‐27 Added: “When navigating in confined and/or congested water the vessel shall always be on hand‐steering.”

SMS‐010‐002 Inspection 3 2014‐03‐07 Changed so that 1 IMCA inspection carried out by internal OR external person per year is necessary

SMS‐013‐005 Hand over report 3 2014‐03‐07 Each department has its own column to increase the clarity of the content.

SMS‐013‐019 Crew list 1 2014‐03‐07 During a IMCA inspection this was raised and the decision was made to implement a crew list

SMS‐003‐002 Organization chart 7 2014‐03‐03 Organization chart updated

SMS‐013‐004 Technical failure report 3 2014‐02‐28 No updates to content, just graphical improvements due to a previous error

SMS‐009‐001 Non‐conformities, accidents and hazardous occurrences

7 2014‐02‐20 Information regarding categorization of incoming reports have been added

SMS‐009‐004 On board complaint 2 2014‐02‐20 Procedure updated clarifying how the complaint is distributed when submitted on the intranet.

SMS‐014‐002 Familiarization for new crew member

5 2014‐02‐20 Added that signing the acceptance of policies and the confirmation of understanding forms should be signed into the familiarization

SMS‐013‐018 Claim reporting form 2 2014‐02‐10 Changes to the signature fields to clarify handling

SMS‐007‐028 Engine procedures 1 2014‐01‐24 Added a new procedure regarding vessel specific engine procedures

SMS‐008‐016 Emergency towing 1 2014‐01‐22 New procedure, the procedure is a result of the corrective actions taken in connection with an incident involving towing.

SMS‐008‐017 Emergency engine procedures 1 2014‐01‐22 New procedure, the procedure is a result of the corrective actions taken in connection with an incident.

SMS‐006‐003 Courses 5 2013‐12‐16 New courses added

SMS‐009‐001 Non‐conformities, accidents and hazardous occurrences

6 2013‐12‐12 Added instructions on handling a non‐conformity report

SMS‐012‐002 Annual audit plan 2 2013‐12‐10 Updates for 2014

SMS‐000‐001 Table of content 6 2013‐12‐04 Added two new procedures to the table

SMS‐006‐002 Education and training 4 2013‐12‐04 Updated

SMS‐007‐016 Filling fuel tanks on wind turbines

4 2013‐12‐04 Updated

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Revision log


Rev. no. 40


SMS‐007‐027 Receive bunker offshore (vessel‐to‐vessel)

1 2013‐12‐04 New

SMS‐008‐004 Drills 3 2013‐12‐04 Updated

SMS‐013‐014 Risk assessment form 3 2013‐11‐22 Corrected some small mistakes form the earlier version

SMS‐008‐004.1 Drill schedule 3 2013‐11‐12 New schedule for 2014

SMS‐001‐001 Introduction 4 2013‐11‐06 Update regarding issuing process of documents.

SMS‐011‐001 Document control 3 2013‐11‐06 Update regarding Master’s responsibility for vessels certificates.

SMS‐011‐002 Record control 4 2013‐11‐06 Updated reference no. in list

SMS‐013‐001 Confirmation of understanding 2 2013‐11‐06 Small changes in the design out of form

SMS‐013‐002 Acceptance of policies 2 2013‐11‐06 Small changes in the design out of form

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ISM MANUAL Introduction

Introduction


Rev. no. 6


Northern Offshore Services A/S (NOS) is responsible for the crewing and technical management of all vessels in the NOS fleet. As a dedicated vessel owner company NOS mission is to provide services of the highest standards with regards to quality, safety, security and environmental criteria. To achieve these goals NOS shall provide an efficient and safe workplace for our employees and encourage all employees within the company to continuously improve the quality, safety, security and environmental standards. Northern Offshore Services A/S is to be considered as being the Main Office assuming the responsibilities as per the ISM Code. Northern Offshore Services AB is to be considered a branch office with similar safety management functions. The Safety Management System (SMS) is the document outlining our policies for quality, safety, and environmental issues and our continuous efforts toward improving these. An essential part of the our Safety Management System are the Senior captain conferences which are held at least two times per year ashore between shore and sea‐based staff, providing a suitable forum for the crew members, to raise issues regarding work environment, quality, safety, security or protection of the environment. Continuous feedback from the entire organisation is an important part of achieving our goal of constant improvement. An addition to these meetings the safety meetings are being held on board between crew. While the Standard Operating Procedures and Emergency Procedures outlined in the SMS shall be used as guidelines, these do not cover all situations that may evolve in their entirety. All persons employed are thus personally responsible for complying with laws and regulations. When having read, understood, and accepted the Northern Offshore Services Safety Management System, all employees working on board our vessels or at our offices with a role responsibility described in this document, have to sign the document SMS‐013‐001 ‐ Confirmation of understanding. All changes to procedures in this document is done at the NOS Head Office and the replicated out to the vessels using the program AMOS Replicator. All documents covered in this SMS have been created and issued by the HSEQ Coordinator and approved by the Managing Director.

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Definitions


Rev. no. 2


Commonly used terms in the SMS are defined as follows: Accident An undesired event that results in harm to people, harm to environment, damage to property or loss to process. Administration The Government of the State whose flag the ship is entitled to fly. Auditee An organization, department or ship to be audited. Auditor A qualified person who is authorized to carry out safety and quality audit. Cargo Ship Any ship which is not a passenger ship. (SOLAS, Part A, Reg. 2g). SOLAS applies to Cargo Ships above 500 GT. Company The owner of the ship or any other organization or person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship from the ship owner and who, on assuming such responsibility, has agreed to take over all duties and responsibility imposed by the code. Document of Compliance A document issued to a Company which complies with the requirements of this Code. External Audit DOC is subject to annual audits by the Administration. SMC is subject to a renewal audit every fifth year and an intermediate audit between the second and third anniversary date of the SMC by an inspector from the Administration. Internal Audit The Company shall carry out internal safety audits on board and ashore at intervals not exceeding twelve months to verify whether safety and pollution‐prevention activities comply with the safety management system. In exceptional circumstances, this interval may be exceeded by not more than three months. International Safety Management Code The International Safety Management Code for the Safe Operation of Ships and for Pollution Prevention. Major Non‐Conformity An identifiable deviation, which poses a serious threat to the safety or personnel or ship safety or a serious risk to the environment that requires immediate corrective action or the lack of effective and systematic implementation of a requirement of this Code.

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Definitions


Rev. no. 2


Near‐Accident/Near Miss An undesired event that under slightly different circumstances could have resulted in harm to people, harm or potential harm to the environment or damage to property or loss to process. Non‐conformity An observed situation where objective evidence indicates the non‐fulfillment of a specified requirement. Objective evidence Quantitative or qualitative information, records or statements of fact pertaining to safety or to the existence or implementation of the Safety Management System element, which is based on observation, measurement or test and which can be verified. Observation A statement of fact made during a safety management audit and substantiated by objective evidence. Passenger Every person other than the master and the members of the crew or other persons employed or engaged in any capacity on board a ship on the business of that ship and a child under one year of age. (SOLAS Part A, Reg. 2g) Passenger ship A ship that carries more than twelve passengers. (SOLAS Part A, Reg. 2e) Procedure A documented method of performing a specific task or work activity or set of tasks/activities. Safety Management Provide for safe practices in ship operation and a safe working environment; Establish safeguards against all identified risks; Continuously improve safety management skills of personnel ashore and on board ship, including preparing for emergencies related both to safety and environmental protection; Ensure compliance with mandatory rules and regulations; Ensure that applicable codes, guidelines and standards recommended by the Organization, Administration, Class Societies and Maritime Industry Organisations are taken into account. Safety Management Certificate A document issued to a ship, which signifies that the Company and its shipboard management operate in accordance with the approved safety management system. Safety Management System A structured and documented system enabling Company personnel to implement effectively the Company safety and environmental protection policy.

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Definitions


Rev. no. 2


Marine Labour Convention The Maritime Labour Convention (MLC) is an International Labour Organization convention established in 2006 as the Fourth pillar of international maritime law and embodies "all up‐to‐date standards of existing international maritime labour Conventions and Recommendations, as well as the fundamental principles to be found in other international labour Conventions".

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Abbreviations


Rev. no. 2


DOC Document of Compliance DP Designated Person HSEQ Health Safety Environment & Quality KPI Key Performance Indicator MOB Man over Board MVC Marine Vessel Coordinator NC Non Conformity NOS Northern Offshore Services ILO International Labour Organisation PMS Planned Maintenance System PPE Personal Protective Equipment PSC Port State Control SAR Search and Rescue SMC Safety Management Certificate SMS Safety Management System SOPEP Shipboard Oil Pollution Emergency Plan WTG Wind Turbine Generator MLC Marine Labour Convention MG Management Group

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.ISM MANUAL Policies

Health & Safety policy


Rev. no. 2


The Company's Health and Safety Policy is to prevent accidents and work‐related illnesses among the Company's employees, contractors and visitors. Further the Health and Safety Policy is to ensure continual improvement in occupational health and safety performance. To reach these goals we are committed to the following:

That our vessels are maintained and taken care of with regards to health and safety.

That our employees are well educated and motivated for their position.

That our employees have received proper instructions in safety procedures.

That all requirements from the administration and class are fulfilled.

That existing national and international legislation are followed.

That all reported deficiencies are investigated and analysed with the objective of improving safety and pollution prevention.

That our crew always wear the right personal protective equipment.

That equipment used is approved and in good condition.

That our procedures are followed.

That risk assessments always are carried out before starting any work where no procedures exist.

That dangerous chemicals and materials are used only in accordance with procedures and methods that effectively protect employees against accidents and illness.

That the established safe limits for exposure to, for example, noise, cold, dust and steam are followed.

That machines, tools and other technical aids are in good working order and used in a sensible manner with regards to health and safety.

That safety meetings are held regularly and always upon accidents and hazardous occurrences.

That all doubts about the health status of a seaman can in writing be brought before the special Danish Shipping Tribunal, which has inter alia maritime medical knowledge.

Northern Offshore Services Anders Boman Managing Director

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ISM MANUAL Policies

Environmental policy


Rev. no. 3


The Company's Environmental Policy is to prevent any harm to the environment. We are committed to continual improvement in environmentally sound performance and pollution prevention. To reach these goals we are committed to the following:

Follow existing national and international legislation.

Establishing and reviewing our environmental objectives and maintaining our vessels to minimize

all unnecessary environmental impact.

Environmentally orientated training for both vessel‐based and shore‐based employees.

To keep our employees on board and ashore currently updated regarding the environmental

regulations considering sea transportation.

Never throw anything overboard except for food waste when located 12 nautical miles or more

from nearest land.

Send all garbage, including waste from engines and black water generated on board to an

approved station ashore.

Seek to reuse, recycle and recover waste when possible.

Seek to use environmentally friendly anti‐fouling.

Try to influence suppliers and contractors to operate within environmental standards that are

not in conflict with our policies.

Seek to purchase environmentally friendly products from environmentally certified suppliers to

minimize the environmental impact from purchase.

Continual replacement of equipment and development of an environmentally friendly fleet.

Use vessels with optimized hull to reduce fuel consumption.

Closely cooperate with engine manufacturer to reduce emissions and fuel consumption.

Immediately informing the national authorities in case of accidents which may lead to pollution

of the environment.


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Drug & alcohol policy


Rev. no. 2


In order to maintain a safe operation and to protect the environment, it is important for all employees in the company to respect this policy. The policy will support the employee health and contribute to an efficient, safe and competitive operation. We as managing owners have one objective only in this respect: Our Vessels and/or the equipment must not be operated by crew members impaired by drugs or alcohol. Northern Offshore Services has decided that no drugs or alcohol shall be consumed on board, nor any persons influenced by drugs or alcohol may enter our vessels. This prohibition applies for the vessel's crew as well as for any other persons entering our vessels. To ensure that the above objective is fulfilled, drug tests will be performed at least once a year by an independent organisation. If someone refuses to submit a drug and alcohol test or if someone have a positive drug and alcohol test result or in other ways violates the drug and alcohol policy this will lead to disciplinary action by the Management, including immediate termination of the employment. All test reports are filed for 4 years and positive test samples are saved for 1 year. Northern Offshore Services Anders Boman Managing Director

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Smoking policy


Rev. no. 2


To contribute to the safety, health and well‐being of all crew and passengers and to protect the air quality on board the vessel, smoking is prohibited on the following areas onboard the Northern Offshore Services vessels:

Non‐smoking areas

In the passenger saloon or in the toilets

In compartment below deck or in the engine room

In crew quarters or on bridge

Accommodation areas on shore owned or leased by Northern Offshore Services

Smoking areas

Forward and aft areas of main deck

Weather deck on master’s approval

SMOKING IS STRICTLY PROHIBITED DURING FUEL TRANSFERS AND BUNKERING OPERATIONS


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IT policy


Rev. no. 2


The computers and all other electronic equipment on board the vessel is owned by Northern Offshore Services and is intended for use in the operations only. Also, all information contained in the electronic equipment belongs to Northern Offshore Services and may not be distributed further. To maintain a good IT environment we have the following guidelines:

E‐mail use

All use of the vessels e‐mail shall be work‐related. To keep the risk of SPAM etc. to a minimum the vessels e‐mail address shall not be used for e‐registrations or other equivalent.

The sender is always responsible for seeing to it that a clear description of the email is described in the subject field.

All sent e‐mails should have a stated sender’s name.

Internet use

The use of internet on a computer owned by Northern Offshore Services shall be in the purpose of collecting information concerning the line of work.

Internet should be used with common sense and good judgment by all the employees.

To download music, films, software or images to Northern Offshore Services computers is strictly forbidden. However, exceptions may be made when images are needed on behalf of the work.

To visit websites whose contents are against Northern Offshore Services ethic rules is strictly forbidden. This means websites of racist, pornographic or politically extreme contents.

Information control

Images or movies taken on our work, our employees or our vessels may not be published in public places such as Facebook, Twitter or YouTube.

Information received from Northern Offshore Services or our clients may not be distributed further or published in public places such as Facebook, Twitter or YouTube.

Measures to be taken when this policy is violated All employees are responsible for reporting every suspected violation of this policy to the HSEQ Coordinator. A serious violation may lead to compensation claims and dismissal, and if the violation is very serious, the result may be a report to the police and prosecution. Northern Offshore Services Anders Boman Managing Director

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Code of conduct policy


Rev. no. 2


Northern Offshore Services declares herewith: Legal compliance To comply with mandatory rules and regulations; and that applicable codes, guidelines and standards recommended by the Organization, Administrations, classification societies and maritime industry organizations are taken into account. Prohibition of corruption and bribery To not tolerate or engage in any form of corruption or bribery, including any payment or other form of benefit conferred on any government official for the purpose of influencing decision making in violation of law. Respect for the basic human rights of employees To promote equal opportunities for and treatment of its employees irrespective of skin color, race, nationality, social background, disabilities, sexual orientation, political or religious conviction, sex or age; To respect the personal dignity, privacy and rights of each individual; To refuse to employ or make anyone work against his will; To refuse to tolerate any unacceptable treatment of employees, such as mental cruelty, sexual harassment or discrimination; To prohibit behaviour including gestures, language and physical contact, that is sexual, coercive, threatening, abusive or exploitative; To provide fair remuneration and to guarantee the applicable national statutory minimum wage; To comply with the maximum number of working hours laid down in the applicable laws; To recognize, as far as legally possible, the right of free association of employees and to neither favour nor discriminate against members of employee organizations or trade unions. Prohibition of child labour To employ no workers under the age of 18. Health and Safety of employees To take responsibility for the health and safety of its employees; To control hazards and take the best reasonably possible precautionary measures against accidents and occupational diseases; To provide training and ensure that employees are educated in health and safety issues;

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Code of conduct policy


Rev. no. 2


Environmental protection To act in accordance with the applicable statutory and international standards regarding environmental protection. To minimize environmental pollution and make continuous improvements in environmental protection; Supply Chain To use best efforts to promote among its suppliers compliance with this Code of Conduct. To comply with the principles of non‐discrimination with regard to supplier selection and treatment. Northern Offshore Services Anders Boman Managing Director

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ISM MANUAL Policies

Tools and sharp objects policy


Rev. no. 2


Due to the risk of cuts, puncture wounds or lacerations presented from tools or sharp objects left in exposed areas, all tools and sharp objects (e.g. open blade knifes) should, when not used, be stored properly in a place where they do not pose any danger to passengers or crew. Northern Offshore Services Anders Boman Managing Director

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ISM MANUAL Policies

Jewellery policy


Rev. no. 2


This policy applies to all employees carrying out work on board any of our vessels or vessels equipment. The wearing of finger rings, earrings and facial jewellery, bracelets and necklaces is prohibited where work activities involve any risk from wearing these jewelleries. The only exception is for medical bracelets which should, when worn, be covered by clothing or personal protective equipment to the extent that it does not pose danger. Where other jewellery is worn, such as that associated with body piercing, this is only permitted where the jewellery is continuously and completely covered by clothing. Wrist watches must be removed when working with moving equipment and machinery. In addition to jewellery long hair should be put in a ponytail or covered by a hat or similar so as not to risk being caught during deck or engine work.


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.ISM MANUAL Company Responsibilities and authority

Ownership


Rev. no. 6


Northern Offshore Services A/S is the owner of some of the ships listed below but has assumed the responsibility and duties as imposed by the ISM Code for all of the listed ships. Below ships are covered by this plan. Vessel Owner GT Call sign IMO Number Flag SMC Certified

M/V Accomplisher Sundre Rederi AB 131,5 OUZJ2 Yes Danish N/A M/V Achiever P/R Achiever 101 OZFS2 Yes Danish N/A M/V Advancer Sundre Rederi AB 131,5 OWMI2 Yes Danish N/A M/V Arriver Advent Shipping AB 131,5 OWKJ2 Yes Danish N/A M/V Assister P/R Assister 119 OZFS2 Yes Danish N/A M/V Attender Sundre Rederi AB 131,5 OWKH2 Yes Danish N/A M/V Carrier NOS A/S 167,8 OWOP2 Yes Danish N/A M/V Deliverer NOS A/S 21,9 OUSY2 Nil Danish N/A M/V Developer Sundre Rederi AB 215,4 OWPI2 Yes Danish N/A M/V Discoverer Sundre Rederi AB 215,4 OWHK2 Yes Danish N/A M/V Performer Rederi AB Kappelshamn 32 OYPL2 Nil Danish N/A M/V Provider Rederi AB Kappelshamn 21,5 OXUG2 Nil Danish N/A M/V Supplier Rederi AB Kappelshamn 55,9 OXJK2 Nil Danish N/A M/V Supporter P/R Supporter 31,8 OXNM2 Nil Danish N/A M/V Tender1 NOS A/S 21,3 OWKC2 Nil Danish N/A M/V Transporter Rederi AB Kappelshamn 31,8 OUTB2 Nil Danish N/A M/V Voyager NOS A/S 30,1 OXVM2 Yes Danish N/A MCS Maestro Maritime Craft Services

(Clyde) Ltd. 53,1 2ERD5 Nil UK N/A

Non‐passenger ships below 500 GT are not required to carry a Safety Management Certificate and as such not subject to external audits. Internal Audits shall be carried out as per the ISM Code, i.e. annually not exceeding 12 months.

THIS DOCUMENT IS ONLY USED IN

EDUCATIONAL PURPOSES. THE CORRECT SMS IS

AVAILABLE ON BOARD NOS VESSELS AND NOS OFFICES (VIA AMOS QMS).

ISM MANUAL Company Responsibilities and authority

Organisation chart

Issue date

Rev. no. 9


ACCOUNTING Service from NOS AB

Technical Purchaser

(SE)

HR Coordinator

(SE)

HSEQ Coordinator

(SE)

Technical Superintendent

(SE)

DESIGNATED PERSON (SE)

Flag Captain

Sea Salary Accountant

(SE)

Accountant Assistant (DK)

Technical Manager

(SE)

Chief Operating Officer NOS AB Managing Director NOS A/S

(DK)

HR

Coordinator (SE)

HSEQ Assistant

(SE)

Sea Salary Accountant

(DK)

Vessels

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Description of Post – Managing Director


Rev. no. 1


The Managing Director (MD) The Managing Director (MD) is overall responsible for Northern Offshore Services AS and the operation of the vessels. Educational requirements

Suitable education for the position Closest manager

Company board of Directors Competence requirements

To be well suited through correct education and practical training to carry out work tasks

according to below under the heading “Work tasks – general – with responsibility for”

To have knowledge of the shipping trade

To have knowledge of the Company’s Safety Management System and the ISM code.

To have knowledge of the different collective labor contracts of employees onboard

To have knowledge of national and international shipping legislation Work tasks ‐ general ‐ with responsibility for:

Developing and upholding the company’s goals and policies.

Maintaining commercial contacts with relevant parties and customers.

The company’s budgeting and cost control.

The working environment; NOS AS shore based‐ and sea‐personnel

Reporting to and be a part of the NOS AB Management group

Safety at sea and environmental protection

Follow up and develop the N‐O‐S AS quality system according to SMS

To continuously follow up international and national rules and regulations in matters as safety at sea and environmental protection

To monitor that resources provided are adequately used, to enable support for safety and sea and environmentally protection

To head the Company Emergency Response Team.

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Description of Post – Managing Director


Rev. no. 1


Activity and authority plan

Activities Limitations to authority

OK From Executed by Co‐ordinated with

Financial commitments >500 KDKK

MG MD Mgrs. concerned

Active participation in and impact on new employment/discharge shore personnel in areas concerned

‐ MD Mgrs. Concerned

Start projects MG MD/COO Mgrs. Concerned

Make changes to the organization MG MD Mgrs. concerned

Purchase limit:

Daily operation 500 KDKK

Safety issues: Unlimited

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Description of Post – Chief Operating Officer


Rev. no. 4


Chief Operating Officer (COO) Reports to: Management Group Backup for: DP COO is heading the daily operation of the vessels, which include technical, shore and sea personnel and management of the quality system for operation department and the vessels. Educational requirements Suitable education for the position. Competence requirements

To be well suited through correct education and practical training to carry out work tasks according to below under the heading "Work tasks ‐ general ‐ with responsibility for".

To have knowledge of the shipping trade.

To have knowledge of the Company’s Safety Management System and the ISM code.

To have knowledge of national and international shipping legislation. Work tasks ‐ general ‐ with responsibility for:

Member of NOS AB “Management group”.

To head the Operation department

To act as Deputy Designated Person.

Follow and upholding the company’s goals and policies.

The operation departments and vessel’s budgeting and cost control.

Issue approved documents in the company SMS

To continuously follow up international and national rules and regulations in matters as safety at sea and environmental protection.

To monitor that resources provided are adequately used, to enable support for safety at sea and environmentally protection.

To be responsible for keeping track of statutory requirements and to accordingly implement changes.

Class procurement and follow‐up

To head the Company Emergency Response Team. Authority to: Purchase limit 500 KSEK Assigned tasks: In the systematic work environment management according to the organization of work environment (N‐O‐S AB ISO).

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Description of Post – HSEQ Coordinator


Rev. no. 3


HSEQ Coordinator Reports to: Managing Director Backup for: N/A The responsibility of the HSEQ Coordinator includes monitoring the safety aspects of the procedures of each vessel and ensures that adequate resources and shore based support are applied as required. The HSEQ Coordinator shall also communicate with clients Safety Supervisor and be responsible for compliance with clients HSE plans. The HSEQ Coordinator has the authority to suspend work on board the vessels that violate safety regulations. Educational requirements Ship’s officer education and/or other suitable education for the position. Competence requirements

To be well suited through correct education and practical training to carry out work tasks according to below under the heading "Work tasks ‐ general ‐ with responsibility for"


To have knowledge of the Company’s Safety Management System.

To have knowledge of national and international shipping legislation. Work tasks ‐ general ‐ with responsibility for:

Act as Designated Person.

Follow‐up of inspections from external/internal parties.

To be a part of the Company Emergency Response Team.

To continuously follow up applicable international and national rules and regulations.

To monitor and develop the SMS onboard as well as in the Office

Monitoring and arranging for internal and external audits and inspections according to the ISM.

Monitoring the implementation of corrective action and revisions.

To take part in the budgeting work for the company and fleet.

Gather input and prepare the Management Review. Authority to:

Purchase limit 10 KSEK

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Description of Post – HR Coordinator


Rev. no. 4


HR Coordinator (Administration) Reports to: Managing Director Back‐up for: HR Coordinator (Planning) The HR Coordinator should make sure that our crew gets to and off the vessel/work site in good order, handling all crews education and assists the accounting department with salary and expenses to the crew. Educational requirements Suitable education for the position. Competence requirements



To have knowledge of the different CBA (Contractual Bargaining Agreements) of employees onboard.

Work tasks ‐ general ‐ with responsibility for:

• Administration of crew. • Contacts with NOS contracted partners. • Developing and maintaining the Company’s training policy. • To arranged travels for crew. • To arrange accommodation for crew. • Keeping in frequent contact with other operations in the Company. • To be available on telephone over some weekends and holidays. • Verifying invoices regarding crewing expenses. • Assist with maintaining crewing statistics (sick leave etc). • Registration of crew history in Omega.. • Reporting crew history data to authorities.

Authority to:


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Description of Post – HR Coordinator


Rev. no. 4


HR Coordinator (Planning) Reports to: Managing Director Back‐up for: HR Coordinator (Administration) The HR Coordinator should make sure that our vessels are manned by a competent crew, handling all crew certificates and assists the accounting department with salary and expenses to the crew. Educational requirements Suitable education for the position. Competence requirements

• To be well suited through correct education and practical training to carry out work tasks according to below under the heading "Work tasks ‐ general ‐ with responsibility for".

• To have knowledge of the shipping trade. • To have knowledge of the different CBA (Contractual Bargaining Agreements) of employees

onboard. Work tasks ‐ general ‐ with responsibility for:

• Recruitment of crew. • Contacts with NOS contracted partners. • Monitoring statutory national and international requirements concerning crewing. • Keeping in frequent contact with other operations in the Company. • To be a part of the Company Emergency Response Team. • To be available on telephone over weekends and holidays. • Verifying invoices regarding crewing expenses. • Responsibility for maintaining crewing statistics (sick leave etc). • To be responsible for ensuring that adequate resources are provided. • To be responsible for vacation planning. • Approval of work day report.

Authority to:


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Description of Post – Marine Superintendent

Issue date

Rev. no. 5


Technical Superintendent (TS) Reports to: Managing Director Backup for: Technical Superintendent The Technical Superintendent(s) has the responsibility to assist the vessels in their daily operation and follow up and monitor short‐and‐long‐term maintenance. The Superintendent(s) has the authority to make purchases of technical supplies/spare parts and any other decisions he seem necessary for the maintenance of the vessel. The Superintendent(s) also has the authority to suspend all work of the vessels if he feels that it is not technically possible to operate the vessel safely. Educational requirements Ships technical officer education and/or other suitable education for the position. Competence requirements


To have knowledge of the shipping trade To have knowledge of the Company’s Safety Management . To have knowledge of national and international shipping legislation Work tasks ‐ general ‐ with responsibility for (vessel responsibility list ISO: 04.01.07):


Maintaining the Company’s policies with regards to the technical maintenance for each ship, including development and control of the company’s maintenance system.

Planning of the vessel's maintenance, repairs and dry‐dockings.

Budget responsibility for vessel operation.

Monitoring statutory and class requirement, including arranging surveys.

Support the vessels in ordering spare parts and consumables.

Insurance claims follow up.

Support in development of new‐buildings

To continuously follow up international and national rules and regulations in matters as safety at sea and environmental protection

Authority to:


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Description of Post – Chief Financial Officer


Rev. no. 1


Chief Financial Officer (CFO) Reports to: Managing Director Backup for: Accountant The Chief Financial Officer (CFO) provides both operational and programmatic support to the organization. The CFO supervises the finance unit and is the chief financial spokesperson for the organization. The CFO reports directly to the Managing Director and directly assists the Chief Operating Officer (COO) on all strategic and tactical matters as they relate to budget management, cost benefit analysis, forecasting needs and the securing of new funding. Educational requirements Suitable education for the position. Competence requirements



To have knowledge of the Company’s Safety Management System and the ISM code. Work tasks ‐ general ‐ with responsibility for:

Member of NOS “Management group”.

Overall responsibility for all finance in Northern Offshore Services

Ensure that performance budgets and cash budgets are monitored

Ensure that the company takes care of accounting and reporting to the tax office and relevant authorities in time.

Handle contact with banks and investors.

Has the authority to report to tax authorities and the company signatory rights.

Authority to:

Purchase limit ∞

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Description of Post – Accountant


Rev. no. 2


Accountant Reports to: CFO Backup for: N/A The accountant is responsible for applying accounting principles and procedures to analyze financial information, prepare accurate and timely financial reports and statements and ensure appropriate accounting control procedures. Educational requirements Suitable education for the position. Competence requirements

Accounting degree or equivalent

Knowledge of accepted accounting practices and principles

Knowledge of economic principles

Knowledge of applicable laws, codes and regulations

Knowledge and experience of related computer applications

Usually a minimum of 3 years’ experience in the management of financial systems and budgets, financial reporting, financial data analysis, auditing, taxation and providing financial advice


Compile and analyse financial information to prepare financial statements including monthly and annual accounts

Ensure financial records are maintained in compliance with accepted policies and procedures

Ensure all financial reporting deadlines are met

Prepare financial management reports

Ensure accurate and timely monthly, quarterly and year end close

Establish and monitor the implementation and maintenance of accounting control procedures

Resolve accounting discrepancies and irregularities

Continuous management and support of budget and forecast activities

Monitor and support taxation issues

Develop and maintain financial data bases

Financial audit preparation and coordinate the audit process

Ensure accurate and appropriate recording and analysis of revenues and expenses

Analyse and advise on business operations including revenue and expenditure trends, financial commitments and future revenues

Analyse financial information to recommend or develop efficient use of resources and procedures, provide strategic recommendations and maintain solutions to business and financial problems

Authority to:


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Office contact list


Rev. no. 5


COPENHAGEN OFFICE – MAIN OFFICE NORTHERN OFFSHORE SERVICES A/S Amager Strandvej 390 St. 2770 Kastrup Denmark Phone: +45 (0)78 78 80 00 GOTHENBURG OFFICE – BRANCH OFFICE NORTHERN OFFSHORE SERVICES AB Saltholmsgatan 44 SE‐426 76 Västra Frölunda Sweden Phone: +46 (0)31 31 00 200 MANAGING DIRECTOR (Copenhagen) ANDERS BOMAN Direct: +45 (78) 78 80 01 Mobile: +45 (61) 59 88 01 E‐mail: anders.boman@n‐o‐s.eu HSEQ COORDINATOR/DPA (Gothenburg) JOHN JOHANSSON Direct: +46 (0)31 31 00 204 Mobile: +46 (0)761‐80 80 04 E‐mail: john.johansson@n‐o‐s.eu HSEQ ASSISTANT (Gothenburg) VICTOR GÄRDEHED Direct: +46 (0)31 31 00 215 Mobile: +46 (0)761 80 80 15 E‐mail: victor.gardehed@n‐o‐s.eu HR COORDINATOR (Gothenburg) HENRIK JOHANSSON Direct: +46 (0)31 31 00 217 Mobile: +46 (0)761 80 80 17 E‐mail: henrik.johansson@n‐o‐s.eu HR COORDINATOR (Gothenburg) HANNA VARVNE Direct: +46 (0)31 31 00 212 Mobile: +46 (0)761 80 80 12 E‐mail: jonathan.andersson@n‐o‐s.eu

TECHNICAL MANAGER (Gothenburg) MARKUS OLOFSSON Direct: +46 (0)31 31 00 205 Mobile: +46 (0)761 80 80 05 Email: markus.olofsson@n‐o‐s.eu TECHNICAL SUPERINTENDENT (Gothenburg) RONNY GUSTAFSSON Direct: + 46 (0)31 31 00 208 Mobile: +46 (0)761 80 80 08 E‐mail: ronny.gustafsson@n‐o‐s.eu TECHNICAL PURCHASER (Gothenburg) TOBIAS CASKIE Direct: +46 (0)31 31 00 210 Mobile: +46 (0)761 80 80 10 E‐mail: tobias.caskie@n‐o‐s.eu CHIEF FINANCIAL OFFICER (Gothenburg) MICHAEL KRISTENSSON Direct: + 46 (0)31 31 00 203 Mobile: +46 (0)761 80 80 03 E‐mail: michael.kristensson@n‐o‐s.eu SEA SALARY ACCOUNTANT (Gothenburg) SUSANNE SVAHN OLSSON Direct: +46 (0)31 31 00 221 E‐mail: susanne.olsson@n‐o‐s.eu SEA SALARY ACCOUNTANT (Copenhagen) MARIEANN PALMBLAD Direct: +45 (0)78 78 80 03 E‐mail: marianne.palmblad@n‐o‐s.eu ACCOUNTING ASSISTANT (Copenhagen) SARAH G FREYTAG Direct: +45 (0)78 78 80 04 E‐mail: sarah.g.freytag@n‐o‐s.eu NOS HAS APPOINTED JOHN JOHANSSON AS DPA

Direct: +46 (0)31 31 00 204 Mobile: +46 (0)761 80 80 04 E‐mail: john.johansson@n‐o‐s.eu

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Vessel contact list


Rev. no. 4


M/V ACCOMPLISHER +46 (0)761 80 80 32 accomplisher@n‐o‐s.eu M/V ACHIEVER +46 (0)761 80 80 27 achiever@n‐o‐s.eu M/V ADVANCER Satellite (SE): +46 31 35 37 035 Satellite (DK) +45 82 13 16 35 Mobile: +46 (0) 761 80 80 35 advancer@n‐o‐s.eu M/V ARRIVER +46 (0)761 80 80 34 arriver@n‐o‐s.eu M/V ASSISTER Satellite (SE): +46 31 35 37 028 Satellite (DK) +45 82 13 16 28 Mobile: +46 (0) 761 80 80 28 assister@n‐o‐s.eu M/V ATTENDER +46 (0)761 80 80 33 attender@n‐o‐s.eu M/V CARRIER Satellite (DK) +45 82 13 16 20 Mobile: +46 (0) 761 80 80 36 carrier@n‐o‐s.eu M/V DEVELOPER Satellite (SE): +46 31 35 37 028 Satellite (DK) +45 82 13 16 28 Mobile: +46 (0) 761 80 80 28 developer@n‐o‐s.eu M/V DISCOVERER Satellite (SE): +46 31 35 37 038 Satellite (DK) +45 82 13 16 38 Mobile: +46 (0) 761 80 80 38 discoverer@n‐o‐s.eu

M/V DELIVERER Satellite (SE): +46 31 35 37 024 Satellite (DK) +45 82 13 16 24 Mobile: +46 (0) 761 80 80 24 deliverer@n‐o‐s.eu M/V PERFORMER Satellite (SE): +46 31 35 37 023 Satellite (DK) +45 82 13 16 23 Mobile: +46 (0) 761 80 80 23 performer@n‐o‐s.eu M/V PRECEDER +46 (0)761 80 80 20 preceder@n‐o‐s.eu M/V PROVIDER +46 (0)761 80 80 20 provider@n‐o‐s.eu M/V SUPPLIER +46 (0)761 80 80 22 supplier@n‐o‐s.eu M/V SUPPORTER +46 (0)761 80 80 21 supporter@n‐o‐s.eu M/V TENDER1 +46 (0)761 80 80 29 tender@n‐o‐s.eu M/V TRANSPORTER +46 (0)761 80 80 31 transporter@n‐o‐s.eu M/V VOYAGER +46 (0)761 80 80 30 voyager@n‐o‐s.eu

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Recruitment and Training shore based personnel


Rev. no. 3


The Managing Director is responsible for monitoring organisational need for development and to ensure that training needs are being evaluated regularly. Recruitment Recruitment procedure for new shore based personnel shall include following aspects:

Personnel characteristics

Education

Experience

Personal interview

Checking references according to CV Qualifications To ensure that shore key personnel are suitably qualified and able to give adequate support to the ships the Company has established following minimum qualification standards:

All personnel involved in the SMS shall have adequate understanding of relevant rules, regulations, codes and guidelines

All personnel shall be proficient in English

Technical staff shall possess adequate experience in marine technical and safety field.

SMS internal auditors shall have thorough knowledge about the ISM Code, Company SMS and undergone Internal Auditor training.

Training Training needs shall be evaluated regularly and as a minimum during progress talks to be held annually with concerned key personnel. Training may consist of introduction to Company SMS and updates performed, new rules and regulation entering into force which affects the operation of the ships, new technology, attending external courses and seminars etc. Records of training shall be maintained in OMEGA. Evaluation and appraisal A personal evaluation of office staff’s performance shall be performed annually by the Chief Operating Officer, through progress talks. If this evaluation highlights further training needs a plan shall be made up to provide such training.

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Description of Post – Flag Captain


Rev. no. 4


Flag Captain Reports to: Managing Director Back‐up for: Master Educational requirements

Suitable education for the position and hold STCW class VI Competence requirements


To have knowledge of the shipping trade. Work tasks ‐ general ‐ with responsibility for:

Relieve Captains on the vessels stationed on site occasionally

Daily/Weekly contact with our clients Site Managers, assistants etc. Responsible that in a quick and professional way solves any disputes/problems.

Daily contact with N‐O‐S Operation dep.

To be updated and well aware of everything that happens in regards to our client and crew correspondence

Arrange and coordinate external parties’ inspections (e.g. IMCA audit) of the vessels in close cooperation with Technical Superintendent and the crew.

Be aware of what occur at our work sites, in relation to our clients, subcontractors etc.

Assist HR Department with crew planning, travel planning to the most economical solution.

Responsible that all crew feel that they are working in a good company with a good atmosphere.

Responsible that the project budget is kept and always tries to find new possibilities to reduce costs.

Assist HR Department that all crew has, working clothes, internet access, accommodation etc.

Responsible of preparing new work sites with assistance from the HR Manager and Technical

Assisting Superintendent on site.

Work together with the HR Department to establish a good contact with the clients and our crew.

Implement a service mentality to all our onboard employees in our company.

Responsible that all practical issues regarding to our work sites such as logistics service, cars, agents etc are well planned and done in a good way.

Act as HSE Representative on site and to the extent necessary support the execution of the operation in compliance with the clients HSE Plan.

Report all HSE related information back to the N‐O‐S HSEQ Department.

Authority to:


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ISM MANUAL Company Responsibilities and authority

Description of Post ‐ Senior Captain (SC)


Rev. no. 2


Senior Captain Reports to: Responsible Technical Superintendent (for the specific vessel) Back‐up for: N/A Educational requirements

• Suitable education for the position and hold minimum STCW class VI Competence requirements

• To have minimum 6 months experience of on board service from CTV and minimum 6 months employment in N‐O‐S.

• To have documented experience from vessel management position • To have knowledge of the shipping trade.


• Establish an annual maintenance plan; incl dry docking, class, major overhaul of equipment. Follow up and implement onboard.

• Follow up that all vessel certificates are valid and that inspections are ordered. • Budget planning, implementation and follow up. • To be contact person regarding specific projects with responsible Technical Superintendent. • Single contact point to the office regarding HR co‐ordination, planning of vacations. • Plan and follow up Introduction of new employees together with HR department and crew. • To lead the implementation of safety and quality systems. • Be a part of the site start up team, perform site inspection etc. • Act as Site Manager at sites with only one vessel. • Participate in Senior Captain conferences • To act as first point of contact with the different NOS departments.

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ISM MANUAL

Description of Post ‐ Technical Manager


Rev. no. 1


Technical Manager Reports to: CEO/COO Backup for: Technical Superintendent Educational requirements

Ships technical officer education and/or other suitable education for the position. Competence requirements

To be well suited through correct education and practical training to carry out work tasks

according to below under the heading "Work tasks ‐ general ‐ with responsibility for".

To have knowledge of the shipping trade

To have knowledge of the Company’s Safety Management System.

To have knowledge of national and international shipping legislation


To be responsible for the technical operation and maintenance of all NOS operated vessels


Lead and support the Technical Superintendents, in their daily work.

To be responsible for the progress of new‐building process

Maintaining the Company’s policies with regards to the technical maintenance for each ship,

including development and control of the company’s maintenance system.

Maintaining the Company’s policies with regards to the technical development of new buildings.

To be responsible for the development and maintain company PMS system

Planning of the vessel's maintenance, repairs and dry‐dockings.

Budget responsibility for all technical vessel operation.

Monitoring statutory and class requirement, including arranging surveys.

Responsible for ordering spare parts and consumables for the vessels.

Responsible for Insurance claims follow up.

Responsible for new building claims follow up

To continuously follow up international and national rules and regulations in matters as safety at

sea and environmental protection

Authority to:


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.ISM MANUAL Designated Person

Designated person ashore


Rev. no. 1


The responsibility and authority of the Designated Person is to monitor the safety and pollution prevention aspects of the operation of each vessel and to provide a link between the Company and ensuring that adequate resources and shore‐based support are applied, as required. The Designated Person ashore has direct access to the highest level of management. The DP has the authority to make any decisions he seems necessary for a safe operation of the vessels.

Designated Person Ashore

John Johansson HSEQ Coordinator

Mobil: +46 761 80 80 04

Email: john.johansson@n‐o‐s.eu

Deputy Designated Person

Ashore

Anders Boman Chief Operating Officer

Mobil: +45 (61) 59 88 01

Email: anders.boman@n‐o‐s.eu

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.ISM MANUAL Master’s responsibility and authority

Master’s responsibility and authority


Rev. no. 2


The document “Master’s responsibility and authority” covers the Master’s responsibilities in terms of legislative issues towards the state, authorities, Company and third party.

To act as the highest officer on board. No instructions or directions from the Company may encroach upon the Master’s authority or possibility to give orders in questions concerning safety, security and the environment protection. He is by the company given all necessary support and authority to perform his duties properly and in a safe manner.

To issue appropriate orders and instructions in a clear and simple manner

To have the overall responsibility in safety and environmental protection issues with the power to take the measures and give the orders he considers necessary. All persons onboard have the responsibility to obey these orders.

To implement the company’s health, safety and environmental protection policies and motivating the crew in observation of that policy.

To be responsible onboard for the maintaining, reviewing and revising of the Company’s health, safety & environmental protection policies.

To have particular responsibility for the ship to be seaworthy prior to a voyage.

To follow and comply with the ship’s flag state legislation. He shall also ensure that the ship is kept in proper condition during the voyage.

To ensure that he has the knowledge of the ship necessary to be able to fulfill his responsibilities as concerns safety and the environment.

To ensure that all employees on board are given the necessary knowledge of the ship and of basic safety regulations and measure to be taken in the event of an emergency.

To ensure that all necessary certificates are on board and that they are valid.

To be responsible for and appoint in his capacity as the employer’s (Company’s) representative on board that the ship fulfills lawful work environment regulations as a workplace for those employed on the ship.

To keep all concerned partied informed in case of emergency, incident or near misses according to the SMS and any additional instruction.

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.ISM MANUAL Resources and personnel

Crewing


Rev. no. 7


Scope Recruitment, selection and training of crew employed on ships operated by the Company.

Purpose The purpose of the procedure is to ensure that personnel selected for each position on board the ships, are in the possession of all certificates according to the STCW95 and flag state requirements as well as other Customer related requirements. The procedure shall also ensure that each individual has the required experience for the type of ship and trade that he or she is appointed to, and that he or she is properly briefed at the time of joining. Responsibility The HR Coordinator is overall responsible for personnel including certification control, training of personnel and competence requirements. The HR Coordinator shall ensure that all personnel have all certificates according to IMO and flag state requirements as well as customer related requirements. The HR Coordinator shall ensure that each new crewmember has the required experience for the intended position.

The Master is responsible for on board familiarisation and all training. The Master shall ensure that all personnel on board have brought valid certificates and in due time inform the Company regarding renewal of crew certificates. Each crewmember is responsible for bringing valid original certificates and a signed contract of employment when signing on. The HR coordinator is responsible for arranging so that the new crew member is reported and scheduled for the client’s site induction. The master is responsible that the site inductions are completed. Procedure The Company's main objective is to recruit medically fit personnel with relevant skills and qualifications. It is also the Company's objective to ensure that the relevant officers and ratings are properly briefed and motivated in the use of the Company's SMS. It is a high priority for the company, that the HR Coordinator shall meet the Master before signing contract with Northern Offshore Services A/S. The HR Coordinator and the Master shall make sure that the crew is able to understand all SMS documentation in the working language (English). Recruitment All applicants shall provide an application in writing. The Company shall acknowledge receipt of all applications. The Company shall perform screening and selection of applicants according to the following process:

It shall be verified that the seafarer holds valid certificates sufficient for the applied position according to safe manning document and company requirements.

The applicant must be proficient in English.

A background check shall be conducted with references from pervious companies.

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Crewing


Rev. no. 7


Interviews shall be performed to determine if the applicant possesses the desired qualifications, competency, experience, communication skills and attitude for the employment. The result shall be documented.

The applicant shall be willing to accept the service terms and conditions as per applicable Collective Bargaining Agreement or individual terms and conditions.

If endorsement needs to be arranged the Company shall arrange for Certificate of Receipt of Application (CRA). The CRA must be received before signing on and the endorsement must be received before the expiry date of the CRA.

Any applicant that has been interviewed shall receive answer whether employment is being offered or not.

Working language

The working language in Northern Offshore Services is English. The Company shall make sure that all governing documentation and HSE records are provided in English.

Travels The company is responsible for arranging all travel to and from work and also cover all costs related to this. Pre‐joining briefing Personnel from the Company shall provide pre‐joining briefing for all new personnel and re‐joining personnel that have been away from the company for more than 12 months in following topics:

General company information.

Vessel specifications.

Company policies.

Name and contact details of the Designated Person.

Name and contact details of other personnel at the office as applicable.

Communication systems on board.

New and re‐joining masters and shall be given enhanced briefing in following topics:

Safety Management System.

Risk assessment procedures.

Maintenance system.

Salary system.

Insurances

On‐going and planned maintenance and repairs.

Trade areas.

Operational issues including charterers demands.

Information regarding crew on board.

Individual training and education needs to be discussed and plan to be made up.

Familiarization

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Crewing


Rev. no. 7


Each new crew member and crew members signing on new vessels shall have a familiarization as according to procedure SMS‐006‐004. Hand over reporting Every Master shall write a handover report to the reliever before signing off. The Master shall write the report according to the form 013‐005 Hand over report and send a copy to handoverreport@n‐o‐s.eu. Hours of rest Each person working on board our vessels must have at least 10 hours of rest during a 24‐hour working day at least 6 hours of which must be consecutive. The 10 hours must be divided into a maximum of two periods of rest and there must be a maximum of 14 hours between the periods of rest. Absence from work counts as rest only if it has duration of at least 1 hour. Total hours of rest in a week must amount to at least 77 hours. All periods of rest are included. A working day is a 24‐hour period commencing the first time the seafarer starts to work during a calendar day. A week is a consecutive period of 7 days. The Company shall make sure that all vessels are manned with sufficient crew so that the rest hours for the crew isn’t lower than allowed during normal operation. The Master shall plan the work on board so that the rest hours for the crew lower than allowed during normal operation. In an easily accessible place on board, a record must be posted with information about each function on board and about the employees' periods of work at sea and in port. Seafarer's periods of rest must be recorded on a special rest hour form on an on‐going basis. This form is available on the intranet or on dma.dk. The rest hour form must be kept in duplicate. The Master must sign the hours of rest form other week. At suitable intervals and when the service on board terminates, the seafarer must receive a signed copy of the rest hour form. The ship's copy must be kept on board for 6 months after the termination of the ship service. Exemptions can be granted from the provisions on hours of rest in unforeseen emergencies. The decision is made by the master and, as soon as it is practicable, he or she must make sure that the seafarer has a sufficient period of rest. Changes to vessel crew The company is responsible for providing competent stand‐in persons to relive crewmembers in case of illness, vacations and persons leaving the site. The stand‐in personnel shall meet all crewing requirements according to procedure SMS‐006‐001. Each new crewmember and crewmembers signing on new vessels shall have a familiarization as according to procedure SMS‐006‐004.

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Crewing


Rev. no. 7


The HR Coordinator is responsible for planning and arranging of client´s site induction according to procedure SMS‐006‐001. The HR coordinator is responsible for maintaining a list of stand‐in persons with vessel experience and work period availability specified.

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Education and training


Rev. no. 4


Scope: Training and education of crew employed on ships operated by the Company. Purpose: The pnurpose of the procedure is to ensure that personnel which hold a position onboard, maintain their certificate as according to the STCW95 and flag state requirements as well as other Customer related requirements. The procedure shall also ensure that each individual has the required training and education for the type of ship and trade that he or she is appointed to. Responsibility: The HR Coordinator is responsible for personnel including responsibility for recruitment and training of personnel, competence requirements in the area of safety and environmental protection, and documentation in this area, for example, that copies of certificates of authorisation and training certificates are on file. The Master is responsible that the crew holds the necessary certificates, education and experience to fulfill their duties. The Master shall in due time inform the HR Coordinator regarding renewal of crew certificates and mandatory courses.

Procedure: The Company policy is to maintain a formal training program for sea‐going personnel which involve:

Recognition that all personnel should be trained in accordance with national and internationally recognized standards of qualification.

The use of training establishment and specific courses approved by the Company.

Encouragement of individual crewmembers to improve and update their knowledge and certificates.

In addition to the formal training programme, the Company recognizes the importance of providing the sea‐going personnel with information to assist them in the performance of their duties. In chapter 7 is a list of relevant Laws, Regulations and Instructions. All these documents should be carried onboard. This assistance shall include familiarization of ship's equipment, systems, components and functions, and an introduction to the Company's SMS for all relevant crew. Motivation, teambuilding and continuous emergency preparedness training are also recognised important elements in the work on preventive action. It is the Company's policy that Description of post and need for individual training are evaluated on a continuous basis. Discrepancies that are uncovered during such evaluations are discussed and resolved by the Management. Once a year should each employee consider preparing a list of personal desires regarding training and education. Personal desires should also be expressed in the continuous evaluations.

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Education and training


Rev. no. 4


The alarm function in the module for certificates in OMEGA is the HR’s instrument for guarantee that each crewmember always is fit for the position and holding all necessary certificates and mandatory courses. For further procedures and details see SMS‐006‐003. Preventive Actions: The Management seeks to motivate all personnel with respect to attitude to enhance the Company's safety culture. This is partly obtained through the daily contact between the shore‐based and shipboard personnel alike, partly through regular training sessions. In addition, and on a regular basis, crew conferences are held where officers spend time at the office in order to get an update on the ship and its operation in general and on Company SMS in particular. Different types of education and information is also given during the conferences. Documentation / Records: All personnel serving on vessels managed by Northern Offshore Services shall as a minimum have certificates according to STCW‐95 as per the minimum safe manning certificate onboard. All personnel shall have successfully attended Basic Safety and refresher courses. Before employment and after that yearly, all personnel shall receive training in Health, Safety and Environmental issues. This training can either be a one day class room course or interactive computer based training. Drills See: SMS‐008‐004 ‐ Drills.

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Courses


Rev. no. 6


Responsibilities The Company shall identify the need for courses and ensure that each crewmember receives appropriate education in accordance with legislative and customer demands. The Master shall monitor and in due time inform the Company regarding need of refresh courses for the crew. If the Master have any questions or concerns in regards to manning of our vessels he/she can turn to the HR Coordinator. Mandatory courses

Course Refresh Masters 2nd Officers Deck crew

Basic safety (STCW)

N/A X X X

Medical care medicine chest C* (STCW)

5 years X

Medical care medicine chest B** (STCW)

5 years X

ROC (GMDSS)

N/A*** X X

GOC (GMDSS)

N/A*** X X

Proficiency in motor operation (Danish Act NO. 15, Manning of ships)

N/A X X X

* On board ships equipped with medicine chest C. ** On board ships equipped with medicine chest B. *** A2‐vessels: At least one Deck officer hold a valid GOC.

All other vessels excl A2‐vessels: At least on Deck officer hold a valid ROC. ROC & GOC needs refresh if holder has served less than 12 months on GMDSS vessels during 5 years.

Recommended courses Should be given within 6 months from first employment in the Company

Course Refresh Masters 2nd Officers Deck crew

ECDIS course (Mandatory if full ECDIS)

N/A X

Danish Maritime Legislation and Ship Administration for foreign masters

N/A X

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ISM MANUAL Resources and personnel

Familiarization


Rev. no. 5


Scope Familiarization for crew members signing on the company’s vessels for the first time or crew getting assigned to new tasks, functions or duties. Purpose The purpose of this procedure is to ensure that new crew and crew transferred to new assignments related to safety and protection of the environment are given proper familiarization with their duties. Responsibility It is the company's responsibility to plan trips and crew changes so that a sufficient familiarization can be performed for all new crew. It is the Master’s responsibility to make sure all new Master’s and Second Officers receives a proper familiarization and completes the familiarization checklist. It is the HR Coordinator’s responsibility to make sure all new Senior Captains receives a proper familiarization according to procedure. Procedure Familiarization for Masters and Second Officers When a new crew member relieves the off signing crew member for the first time, this person must have completed the familiarization training before the vessel leaves port. Masters are to complete all items in the checklist SMS‐014‐002 ‐ Familiarization for new crewmember. Second Officers only have to complete the first part of the checklist. When the familiarization has been completed successfully the original version is to be signed and filed in the FORMS&REPORTS –folder on board. Also, one copy should be forwarded to the HR Department. Familiarization for Senior Captains When a Master gets promoted to Senior Captain, he/she, in addition to his familiarization for Masters, should also undergo the familiarization checklist for Senior Captains; SMS‐014‐001 ‐ Familiarization for Senior Captains. This familiarization is carried out at the NOS Office and led by a representative from the HR Department, and when all the items in the checklist have been completed the document is signed by Technical Manager or COO and filed in the personnel folder by the HR Department.

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Evaluation and appraisals


Rev. no. 4


In order to maintain a record of performance for continued service and promotion, the Master and 2nd Officer should complete the 7.01.21 ‐ Performance appraisal form in the management system together with responsible HR Coordinator on an annual basis. This evaluation form is then stored in a locked archive by the HR Coordinator. This form is then used upon the next evaluation and appraisal appointment with the crew member to monitor personal development and achievement of goals.

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Description of Post ‐ Master


Rev. no. 5


The master has the overriding responsibility for the safe operation of the vessel. He is by the Company given all necessary support and authority to perform his duties properly and in a safe manner. Requirements for qualification and training for the position:

According to STCW and the National Maritime Administration minimum manning decision

The National Maritime Administration shall issue all certificates according to minimum manning decision.

Work tasks and responsibilities (in addition to the ones described in 005‐001 Master’s responsibility and authority)

Make sure that newly employed crew members are given a familiarization (SMS‐006‐004)

If requested, conduct a Master’s review (SMS‐012‐003)

Have the overall responsibility for log‐books and working hours (SMS‐006‐001)

Have the overall responsibility for on board medical care and act as Medical Care & Medical First Aid Officer

Have the main responsibility for the on board planned maintenance system

To carry out hand over report at each event of change of master and forward it to all relevant head of departments (SMS‐006‐001)

To assure that all new passengers/visitors/contractors gets a proper safety induction (SMS‐013‐003, SMS‐013‐020)

To reject any passenger not using the correct personal protective equipment

To cooperate and coordinate with the Marine Vessel Coordinator on site

To chair the on board safety meetings (SMS‐012‐003)

Purchase limit for daily operation of the vessel Making purchases of 10 KSEK for the vessel without first consulting the Company. The Company shall however be informed as soon as possible after the purchase. This limit is of course not applicable in case of emergency as per Master’s Responsibility and Authority in 005‐001 Master’s responsibility and authority.

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Description of Post – Second Officer


Rev. no. 2


Requirements for qualification and training for the position:



Work tasks and responsibilities

Properly stow and secure equipment and/or cargo. Communicate with the Master regarding these matters.

Operate cranes, winches, hatches or equivalent as required.

Check condition of any deck equipment before it is used.

Safely assist passengers during transfers and transit.

Reports to: Master

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Description of Post – Deckhand


Rev. no. 1


Requirements for qualification and training for the position:



Work tasks and responsibilities

Properly stow and secure equipment and/or cargo. Communicate with the master regarding these matters.

Operate cranes, winches, hatches or equivalent as required.

Check condition of any deck equipment before it is used.

Safely assist passengers during transfers.

To be familiar with the engine room and assist the master with the overall daily maintenance of the vessel.

Reports to: Master

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ISM MANUAL Resources and personnel

Description of Post ‐ Chief Engineer


Rev. no. 1


Chief Engineer Reports to: Master Background and /or education preferred/required for this job Documents as required by maritime law. Responsibilities ‐ Overall responsible for the vessels entire technical system other than the electric parts of the survey systems. ‐ Work leader for the engine department and responsible for working environment in the engine department. ‐ Responsible for a clean and proper environment in the engine room, ECR, stores and all other areas that the engine department is responsible for. ‐ Planning and execution of maintenance of the systems described above. ‐ Bunker operations including internal transfer. ‐ Responsible for the fire team including the maintenance and inspections of the fire fighting equipment. ‐ Plan fire drills. ‐ Handling the vessels maintenance system. ‐ Reporting status and consumptions to the office weekly and monthly. ‐ Ensure that newly employed engine personnel are being well introduced in their job. Authorities ‐ Make purchase orders for the engine department. Responsibilities when Engineer On Duty ‐ Use good judgement at all times to ensure the safety of the vessel and the reliability of the technical system. ‐ Inform the bridge immediately if the vessels machinery for any reason restricts the vessels manoeuvring capability.

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.ISM MANUAL Shipboard operations

Risk Assessment


Rev. no. 4


Objectives The purpose of this procedure is to evaluate and taking action to reduce all the risks on board and to ensure the health and safety of workers and other persons working on board our vessels. Responsibilities It is the responsibility of the Master to;

• carry out Risk Assessments as required. • regularly review all risk assessments and when the assessment is believed to no longer be valid it

will be reassessed. • make sure records of all assessed risks are available on board to make sure all workers, whether

or not they are directly employed by the Company, are informed of any significant findings of the assessment and measures for their protection.

Every employer and every self‐employed person on board the vessel is required to inform the Company of any relevant risks to health and safety arising from the conduct of their business. The Company is responsible for co‐ordinating the risk assessments covering everyone on the vessel, including workers directly employed by itself, taking account of the other employers’ assessments. It is the responsibility of the HSEQ Coordinator to ensure safe work practices in the office. Key terms Key terms used in this procedure are defined below.

• A hazard is a source of potential harm or damage or a situation with potential for harm or damage;

• risk has two elements: o the likelihood that a hazard may occur o the consequences of the hazardous event.

Principles of risk assessment A “risk assessment” is a careful examination of what could cause harm, so that decisions can be made as to whether enough precautions have been taken or whether more should be done to prevent harm. The assessment first establishes the hazards that are present at the place of work and then identify the significant risks arising out of the work activity. The assessment includes consideration of the existing precautions to control the risk, such as permits to work, restricted access and use of warning signs or personal protective equipment. The assessment should cover the risks arising from the work activities of workers on the vessel. The assessment is not expected to cover risks which are not reasonably foreseeable. The process of risk assessment should be carried out by suitably experienced personnel, using specialist advice if appropriate. The risks in the workplace should be assessed before work begins on any task for which no valid risk assessment exists. The risk assessments on board must be updated whenever changes are being made to the work, the working methods and the working processes, etc. which are of importance to the working environment on board the vessel, however at least every third (3) year.

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Risk Assessment


Rev. no. 4


Instructions The main elements of the risk assessment process are:

1. classify work activities; 2. identify hazards and personnel at risk; 3. identify risk controls; 4. estimate the risk; 5. decide the tolerability of the risks; 6. prepare risk control action plan (if necessary); 7. review adequacy of action plan; 8. ensure risk assessment and controls are effective and up to date.

1. Classify work activities A useful start when doing a risk assessment is to identify separate work activities, to group them in a rational and manageable way, and to gather necessary information (or collate existing information) about them. Infrequent maintenance tasks, as well as day‐to‐day operations, should be included. Possible ways of classifying work activities include:

• department/location on board ship; • stages of an operation or work routine; • planned and unscheduled maintenance; • defined tasks (e.g. loading/unloading cargo).

Information required for each work activity might include:

• tasks being carried out: their duration and frequency; • location(s) where the work is carried out; • who normally/occasionally carries out the tasks; • others who may be affected by the work (e.g. contractors, passengers); • training that personnel have received for the task.

2. Identify hazards Asking these three questions should help to identify where there is a hazard:

• Is there a source of harm? • Who (or what) could be harmed? • How could harm occur?

Hazards that clearly possess negligible potential for harm should not be documented or given further consideration, provided that appropriate control measures remain in place. Here is a list of identified hazards valid in our company:

• mechanical • electrical • physical • radiation • substances

• fire and explosion • chemical • biological • psychological

When identifying hazards you are not limited to this list, there might also be other hazards.

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Risk Assessment


Rev. no. 4


A complementary approach when identifying hazards is a prompt list such as: During work activities could the following hazards exist?

• slips/falls on the level; • falls of persons from a height; • falls of tools, materials, etc., from a height; • inadequate headroom; • inadequate ventilation; • hazards from plant and machinery

associated with assembly, commissioning, operation, maintenance, modification, repair and dismantling;

• hazards to plant and machinery, which may result in their destruction or the loss of availability of essential equipment;

• hazards from manual handling; • hazards from long term physiological

effects e.g. exposure to substances above the Threshold Limit Value (TLV).

The most effective way of reducing risk is to eliminate the hazard completely, however in many cases this will be impossible and risk controls will need to be used. 3. Identify Risk Controls Risk and hazard identification are essential elements of the risk assessment process and inherently only the application of appropriate control measures reduces risks. In many instances following established good practice will provide the necessary controls. A risk assessment should be comprehensive enough to identify hazards and the required control measures to reduce the risk of harm, including those planned or already in place. Separate controls may be applicable to reduce likelihood, e.g. Risk Control Systems and to reduce severity, e.g. improved PPE. As well as identifying the necessary control measures for particular risks, the risk assessment process should also consider the arrangements to ensure that these control measures are implemented and kept in place. Risk Control Systems provide the method of management control for individual control measures or types of control measure. Using a Permit‐to‐Work (PTW) system is one example. When evaluating existing risk control systems, consideration should be given to measures that reduce the likelihood of and / or the severity of harm. The following hierarchy can be applied:

• If practicable eliminate hazards altogether or try to combat risks at the source; • If elimination is not possible, try to reduce risk at the source; • reduce risk via procedures and safe systems of work, adopting PPE only as the last resort after all

other control measures have been considered. 4. Estimate risk The risk from the hazard may be determined by estimating:

• the potential severity of harm; • the likelihood that harm will occur.

These two components should be judged independently. When seeking to establish potential severity of harm, the following should be considered:

• part(s) of the body likely to be affected; • nature of the harm, ranging from slight to extreme.

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Risk Assessment


Rev. no. 4


Care should be taken to ensure that harm category definitions reflect both the short and long term health and safety consequences. A possible categorisation of severity harm levels based on the three bands of slight, moderate and extreme is shown in table 1: Table 1: Categories for severity of harm

Category Slight harm Moderate harm Extreme harm

Health Nuisance and irritation (e.g. headaches); temporary ill health leading to discomfort (e.g. diarrhoea)

Deafness; dermatitis; asthma; work related upper limb disorders; ill‐health leading to permanent minor disability.

Occupational cancer; severe life shortening diseases; acute fatal diseases permanent substantial disability.

Safety Superficial injuries; Minor cuts and bruises; Eye irritation from dust

Lacerations; burns; concussion; serious sprains; minor fractures; musculoskeletal disorders

Amputations; major fractures: poisonings; multiple injuries; fatal injuries

In order to establish the likelihood of harm the adequacy of control measures already in place should be considered. The following issues should then typically be assessed:

• number of personnel exposed; • frequency and duration of exposure to the hazard; • effects of failure of power or water supply; • effects of failure of plant and machinery components and safety devices; • exposure to the elements; • protection afforded by personal protective equipment and its limitations; • possibility of unsafe acts by persons for example, who: • may not know what the hazards are;

o may not have the knowledge, physical capacity, or skills to do the work; o underestimate risks to which they are exposed; o underestimate the practicality and utility of safe working methods.

Table 2: Categories for likelihood of harm

Categories for the likelihood of harm Very Likely Likely Unlikely Very Unlikely

Type of occurrence Typically experienced at least one every six months by an individual

Typically experienced once every five years by an individual

Typically experienced once during the working lifetime of an individual

Less than 1% chance of being experienced by an individual during their working lifetime

Any given hazard is more serious if it affects a greater number of people. But some of the more serious hazards may be associated with an occasional task carried out by just one person, for example maintenance of inaccessible parts of lifting equipment.

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Risk Assessment


Rev. no. 4


Table 3: Risk matrix

Likelihood of Harm Severity of Harm

Slight Harm Moderate Harm Extreme Harm

Very unlikely VERY LOW RISK VERY LOW RISK MEDIUM RISK

Unlikely VERY LOW RISK LOW RISK HIGH RISK

Likely LOW RISK MEDIUM RISK HIGH RISK

Very Likely LOW RISK HIGH RISK VERY HIGH RISK

5. Determine the tolerability of the risks The next step is to decide which risks are acceptable, tolerable or unacceptable. In making decisions as to whether the risk is tolerable the work force should be consulted. To do this the organisation have establish tolerability criteria (see table 4) to provide a basis for consistency in all its risk assessments. Table 4: Risk categorization

Category of risk Evaluation of tolerability

Very low Acceptable

Low Tolerable

Medium Consider risks to be reduced so that they are

High tolerable (low) or acceptable (very low)

Very high Unacceptable

6. Prepare risk control action plan Having determined the significant risks, the next step is to decide what action should be taken to improve safety, taking account of precautions and controls already in place. Risk categories form the basis for deciding whether improved controls are required and the timescale for action. Table 5 suggests a possible simple approach. This shows that the effort made to control risk should reflect the seriousness of that risk.

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Risk Assessment


Rev. no. 4


Table 5: Risk‐based control plan

ACTION AND TIMESCALE

VERY LOW These risks are considered acceptable. No further action is necessary other than to ensure that the controls are maintained.

LOW No additional controls are required unless they can be implemented at a very low cost (in terms of time, money and effort). Actions to further reduce these risks are assigned low priority. Arrangements should be made to ensure that controls are maintained.

MEDIUM

Consideration should be given as to whether the risks can be lowered, where applicable, to a tolerable level, and preferably to an acceptable level, but costs of additional risk should be taken into account. The risk reduction measures should be implemented with defined time period. Arrangements should be made to ensure that the control measures are maintained, particularly if the risk levels are associated with harmful consequences.

HIGH

Substantial efforts should be made to reduce the risk. Risk reduction measures should be implemented urgently within a defined time period and it might be necessary to consider suspending or restricting activity, or to apply interim risk control measures, until this has been completed. Considerable resources might have to be allocated to additional control measures. Arrangements should be made to ensure that the control measures are maintained, particularly if the risk levels are associated with extremely harmful consequences and very harmful consequences.

VERY HIGH

These risks are unacceptable, Substantial improvements in risk controls are necessary, so that the risk is reduced to a tolerable or acceptable level. The work activity should be halted until the risk controls that are implemented reduce the risk so that it is no longer very high. If it is not possible to reduce the risk the work should remain prohibited.

The outcome of a risk assessment should be an inventory of actions, in priority order, to devise, maintain or improve controls. Controls should be chosen taking into account the following, which are in order of effectiveness:

1. Elimination; 2. Substitution by something less hazardous and risky; 3. Enclosure (enclose the hazard in a way that eliminates or controls the risk); 4. Guarding/Segregation of people; 5. Safe system of work that reduces the risk to an acceptable level; 6. Written procedures that are known and understood by those affected; 7. Review the blend of technical and procedural control; 8. Adequate super vision; 9. Identification of training needs; 10. Information/Instruction (signs, hand‐outs); 11. Personal Protective Equipment (last resort) – cannot be controlled by any other means.

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Risk Assessment


Rev. no. 4


7. Review adequacy of action plan Any action plan should be reviewed before implementation, typically by asking:

• Will the revised controls lead to tolerable risk levels? • Are new hazards created? • What do people affected think about the need for, and practicality of, the revised preventive

measures? • Will the revised controls be used in practice, and not ignored in the face of, for example,

pressures to get the job done? 8. Ensure risk assessment and controls are effective and up‐to‐ date Risk Assessment and control is a continual process. Hence, written risk assessments should be subject to periodic formal reviews to confirm the validity of the assessment and whether the risk controls are still effective and adequate. The regulations require that risk assessments are carried out before any work is commenced but these do not have to be written. Where a written risk assessment already exists, the implicit assumptions upon which it was based should be checked to ensure that they remain true. The risks arising from any new hazards identified should be assessed before work commences, either by sending details of the new hazard to the person responsible for the assessment, or by the person in charge of the work. Irrespective of the schedule for formal review, if conditions are changing to the extent that hazards and risks are significantly affected then risk assessments should be reviewed. Such changes can include:

• expansion, contraction or restructuring of activities; • relocation of responsibilities; • changes to methods of working or patterns of behaviour ; • occurrence of a hazardous event.

The review of risk assessments and in particular, the scrutiny of risk assessments during audits is a useful tool to help maintain the validity and effectiveness of the risk assessments and controls. The review can also help ensure consistency across risk assessments carried out by different people or at different times. Since risk assessment is intended to reduce the occurrence of hazardous events, such occurrences might indicate weakness in the way risks have been assessed or in the way controls have been designed, implemented or monitored. Having completed a detailed risk assessment and put control measures in place to reduce the risk to an acceptable or tolerable level, a Safe Work Procedure should be written. A Safe Work Procedure should be understandable to all, and made available prior to any work being carried out. Form: SMS‐013‐014 ‐ Risk assessment form

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Toolbox talks


Rev. no. 4


In many instances it is appropriate to carry out a toolbox talk/tailgate meeting even when the work being carried out is of short duration and of a simple nature. Introduction to the Work Scope Advise the work party of the nature of the work being carried out. How it is intended to be carried out and why it is being carried out. Individual Responsibilities Make it clear to the work party who will be doing what during the task. Hazards/Risk Identify the hazards (that which can cause harm). Discuss the possible risks (the likelihood of the hazard being realised) involved when carrying out the task and the control measures and precautions in place to eliminate or significantly reduce them. Isolations Advise and discuss the isolations to be put in place, mechanical and electrical. Identify the specific equipment to be worked on and the implications of the work content. Electrical isolations shall be locked off and tagged off and utilising the Permit to Work system document, (explain). Mechanical isolations shall be carried out using the appropriate procedures identified in the assembly manuals. Handling equipment and materials Check the mechanical and manual handling requirements for the work to be undertaken. Control of Substances hazardous to health (COSHH) (MSDS Register) Ensure that all materials and substances are checked to ensure that any harmful effects are identified, where applicable and the appropriate COSHH Assessment/ MSDS Register documents are utilised and the prescribed precautions are observed and the correct personal protection equipment is available and is being correctly utilised. Always ensure that workers know how to use the equipment and that is stored in the correct manner once it is no longer required. Equipment Identify the tools and equipment required to carry out the work safely and discuss their correct use and any associated standards that must be met, plus any associated competencies necessary to operate the equipment. Weather Conditions Check that the conditions are such that the safety and well being of the workers is not put at risk. Ensure that adverse weather guidelines are complied with particularly during crane operations and where workers are carrying out work in exposed areas.

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Toolbox talks


Rev. no. 4


Communication Encourage questions from the work party. Talk to them not at them; Involve them; Confirm their understanding, emphasise that if in doubt, they must stop work and ask for clarification. Form: SMS‐013‐015 Toolbox Talks form.

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Safe Navigation


Rev. no. 6


Purpose This procedure is established to provide proper guidelines for safe navigation and avoidance of dangerous situations. Prior to proceeding to sea, the master shall ensure that the intended voyage has been planned using the appropriate nautical charts and nautical publications for the area concerned, taking into account the guidelines and recommendations developed by the company. Master responsibilities The Master is responsible for the implementation of the procedure and for instructing and supervising the Officers and the Crew involved in the navigation of the ship. The Master is overall responsible for the navigation. The Master is responsible for composing the bridge watches in such a way that there will always be a qualified officer and a qualified crew member on duty. Bridge Organization Bridge discipline means to the owners: The co‐operation and the sharing of responsibility on the bridge. The owners expect all navigators to do their best to secure the best possible bridge discipline. It is necessary that the navigation is carried out with utmost accuracy and discipline under all conditions, as this is the only way to obtain the knowledge and the competence, which is the basis of a quick and correct reaction, should an unforeseen situation arise. During ordinary navigation a good bridge discipline implies that everybody on duty informs each other of everything conc. the navigation in a clear way. Navigational safety Navigators must constantly bear in mind that the Safety of all persons on board, the ship, the cargo and the Safety of other ships and the environment may be endangered by faulty action or lack of attention and action. Danger may arise suddenly and unexpectedly at any time. Officers are warned against a false feeling of safety at any time and especially, when sailing in confined and coastal waters, sailing in poor visibility or at night. When navigating in confined and/or congested water the vessel shall always be on hand‐steering. Furthermore it is very important that proper lookout always is kept on the bridge, especially during darkness and when navigating in narrow waters. Look out A proper look‐out shall be maintained at all time in compliance with rule 5 of the International Regulation for Preventing Collisions at Sea, and STCW section A‐VIII/2 Part 3‐1. Changing‐over the watch The relieving Officer of the watch shall ensure that members of his watch are fully capable of performing their duties and in particular that they are adjusted to vision. He should not take over the

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Safe Navigation


Rev. no. 6


watch until his vision is fully adjusted to the prevailing light conditions, and until he has personally satisfied himself regarding:

Standing orders and other special instructions relating to the navigation of the ship

The position, course, speed and draft of the ship

Visibility

Predicted tides and currents, weather conditions, visibility and the effect of these factors upon course and speed.

The navigational situation including:

The operational condition of all navigational equipment

Errors of gyro and magnetic compasses

Conditions and hazards likely to be met during the watch

The possible effects of heel, trim, water density arid pitching on under keel clearance If at the time of relief a manoeuvre or other action to avoid any hazard is taking place, the relief should be deferred until such action is completed. The Officer of the watch shall not hand over to the relieving officer if he has any reason to believe that the latter is not able to carry out his duties effectively. Position fixes Position fixes shall be at regular intervals, the frequency depending upon factors such as distance from nearest hazards, speed of ship, etc. To be inserted in ship’s diary. Checks of navigational equipment The Duty Officer shall perform regular checks to ensure that:

The automatic pilot is steering the correct course.

The standard compass error is established. And at least one time per year a deviation curve to be worked out and same to be posted on the bridge.

The navigation and signal lights and other navigational equipment are functioning properly. Restricted visibility Whenever restricted visibility is encountered an entry should be made in the Deck Log Book indicating what measures are being taken. When navigating in restricted visibility, the Officer of the watch shall ensure that the vessel is navigated in compliance with the ”International Regulations for Preventing Collisions at Sea", with particular regard to the sounding of fog signals, proceeding at a safe speed, having the engines ready for immediate manoeuvre, keeping proper lookout and lighting the navigation lights. Master has to be informed, and radar to be operated and used. Verification

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Safe Navigation


Rev. no. 6


Each individual Officer of the watch is responsible for the quality of his work and shall execute quality control by rechecking his own calculations, observations and dispositions. The Master shall monitor the navigation and perform checks as necessary to verify that his instructions and relevant rules and regulations are complied with. Watch levels: As an instruction to the Master for minimum manning criteria of the bridge in different navigating conditions, the company has defined two specific watch levels which are to be set by the Master and entered into the log book.: Level 1 OOW + from sunset to sunrise, one watchman. The OOW shall at all times be in immediate contact with the watchman. Level 2 Master + OOW/Watchman The actions of the navigating officer ‐ being cross‐checked by at least one other office or pilot. The assigned watch levels shall normally be according to the following table, although the Master may modify the watch structure if the o warrants with regards to the vessels safe operation.

Normal Navigation at sea and along coasts Level 1

Normal Navigation in confined and/or congested waters Level 2

Navigation in restricted visibility Level 2

Manoeuvring in Port Level 1

Manoeuvring in locks or similar Level 1

Navigation with Pilot onboard Level 2

Navigation with malfunctioning vital systems Level 2

Records Who has the navigational watch, checks, emergency calls and calls to VTS stations and similar should be recorded in the radio logbook. If the vessel only have VHF, deck log book can be used alternative.

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ISM MANUAL Shipboard operations

Voyage planning


Rev. no. 2


Purpose The purpose of this procedure is to ensure that with the help of a good voyage plan minimize the risk of collisions, groundings, oil spills etc. during voyages. Responsibilities It is (according to international law) the Master’s responsibility to develop a valid voyage plan for the intended voyage. Procedure The voyage planning is necessary to ensure that the vessel at all times is being navigated safely. The vessel must not depart if no approved voyage plan for the intended voyage is available. Before vessel departs a proper voyage plan is to be made in the navigational charts, considering at least:

Vessel draught

Traffic density and traffic schemes

Weather conditions, tides and current

Navigation marks

Navigation warnings, if any

Navigation restrictions such as exclusion zones etc.

Reporting points (VTS etc.) The planned route shall be inserted in the ECS/ECDIS and the track function shall be on during the whole transit. Navigation warning and Navtex messages to be insert in ships logbook. Voyage plan to other port When planning a voyage to other port (new site, yard visit etc.) the form SMS‐013‐021 – Voyage plan to other port form must be filled out and forwarded to a responsible person at the office for approval. No voyage to other port is to be commenced without an approved voyage plan for the intended voyage. Voyage plan on new site A site specific voyage plan is to be made for the transit from/to the port/wind farm, covering at least:

Ideal courses from/to wind farm/port

Restricted areas for operating area

Speed limits

Each wind mill in the park to be inserted in the ECS/ECDIS

Reporting points for inbound and outbound transit

The track function shall be on during the full working day

Both GPS shall be checked to each other and gyro to be checked to magnetic compass(SOLAS departure test to be made)

Electronic charts shall be updated weekly for ECDIS and 6 months intervals for ECS. Also, when on site, check weather forecast, tides and current wind strength/direction before departure. Manifest from customer that includes nav. warnings or other important navigation limits in the park e.g. exclusion zones shall be filed in a separate file ‐ information to be handed over to relievers if 24H contract.

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At sea


Rev. no. 1


The master is responsible that the vessel is operated safely for crew and passengers. The master is responsible that the vessel by all means is ready and in good condition to go to sea and that there is enough fuel and water for the planned work. The master shall ensure that cargo is secured and that the passengers are counted. It is the Master’s responsibility to obtain the latest weather forecasts. Careful consideration should be given if the weather allows the vessel to go out to sea or if fog makes the trip unsafe for the vessel and passengers because of risk for collision. When sailing in high sea, the Master is responsible to pay special attention to the speed of the vessel. The Master always has the authority to reduce the speed, if the sea condition demands it. The vessels crew shall obtain regular lookout. All available navigation equipment shall be used. The IMO collision regulations shall be adhered to. Paper navigational charts or approved ECDIS shall be used for safe navigation. A daily log shall be kept including positions, number of persons embarked and disembarked arrival‐ and departure‐times and any accidents, incidents or near‐accidents.

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Galley and accommodation inspections


Rev. no. 4


Purpose According to MLC 2006, Regulation 3.2 – Food and catering and MLC 2006, Regulation 3.1 – Accommodation and recreational facilities, weekly inspections have to be carried out in the on board galley and accommodation areas under the authority of the Master. Responsibilities It is the Master’s responsibility to ensure that these inspections are carried out every week. It is also the Master’s responsibility to report the work order issued in AMOS WI. Procedure The weekly inspection of the on board galley and accommodation areas must include (but is not limited to) the following:

Inspection of food and drinking water

Inspection of all spaces and equipment used for the storage and handling of food and drinking water

Inspection of galley and other equipment for the preparation and service of meals.

Inspection of freezers and refrigerators. Freezers should be maintained below ‐12 °C for storage up to one month. Longer storage periods require a temperature of ‐18 °C or below. Refrigerators should not exceed +5 °C.

Inspection of all accommodation areas. Accommodation shall be kept clean and tidy. It shall be cleaned daily. The rooms shall be used only for goods or supplies belonging to the person(s) for whom the room is intended.

The accommodation shall be disinfected as necessary after any infectious illness on board.

Accommodation where vermin are found shall be cleaned and disinfected immediately.

The Master and one other crew members shall inspect all parts of the accommodation at least once a week.

The result of the inspection shall be entered in the ship’s log.

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Embarking & Disembarking of persons in port


Rev. no. 4


Embarking of persons in port Before any passenger/visitor/contractor is allowed to board the vessel the crew shall control that the vessel is moored safely or that the vessel is moored with the boarding arrangement i.e. the bow against the quay. No loose equipment etc. is allowed to lie at the deck or in the wheelhouse, this to minimize trip hazard, the crew shall also see so fender/mooring lines don’t object the boarding places. All persons must have permission from the crew to board the vessel and must carry correct PPE. The Master always has the right to refuse any person to board. When a person boards the vessel for the first time, he/she will receive an induction as according to: Safety induction for passenger’s form (SMS‐013‐003) Safety induction for visitors/contractors form (SMS‐013‐020) These forms must be signed by all persons boarding the vessel. The vessel is only boarded via port/starboard ladder, gangway or via designated boarding arrangement, as directed by the crew. All boarding points must be free from obstacles. All cargo and equipment most be safely stowed and secured before leaving port, the crew will help passengers/visitors/contractors with their equipment and gear or cargo for safe storing. Before leaving port, a passenger list must be communicated to the Marine Vessel Coordinator. Disembarking of persons in port All passengers are to remain seated or hold fast during docking, no disembarking should commence until crew approves this. The crew shall ensure that the boarding points are free from equipment and other hazards. The crew shall also see to that fenders and mooring lines are not in the way of the boarding points. All passengers must disembark using the designated points directed by the crew. Passengers are under no circumstances allowed to climb over the reeling, if anyone is seen using this practice, the crew shall report directly to master. The Master shall report all persons disembarking to the marine coordinator.

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Transfer of passengers offshore


Rev. no. 7


Transfer from foundation to vessel

STEP 1 Prior to the transfer contact must be established between the vessel and the person(s) to be transferred. When contact has been established, continue to step 2.

STEP 2 Is the weather condition suitable for a safe transfer? (Consideration to strong wind, sea state, fog and safe access to the ladder shall be taken.) If yes, continue to step 3.

STEP 3 Board the tower according to procedure; 007‐012 Boarding a tower

STEP 4

When the vessel is safely at the boat landing make sure that the following things are performed before the transfer commences:

The radar is switched off

The master and deckhand have contact on the radio

The deckhand wears correct PPE (according to matrix, SMS‐007‐024) and standing steady and holding the railing on the bow platform.

STEP 5

Before the transfer can commence, the deckhand takes care of that the slack rope do not fall into the water (protection against rope being caught between the boat fender and the boat landing), when the person to be transferred is climbing using the fall arrestor.

All persons performing a transfer must wear the following PPE: • Hard hat • Safety shoes • Life jacket • Safety harness • MOB alerting unit • Immersion suit (if water temperature is below 12 degrees)

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Transfer of passengers offshore


Rev. no. 7


Transfer from vessel to foundation

STEP 1 Prior to the transfer the deckhand must instruct the person(s) to be transferred how the transfer is planned, when this is done continue to step 2.

STEP 2 Is the weather condition suitable for a safe boarding?1 (Consideration to strong wind, sea state, fog and safe access to the ladder shall be taken.) If yes, continue to step 3.

STEP 3 Board the tower according to procedure; 007‐012 Boarding‐departing a tower

STEP 4

When the vessel is safely at the boat landing make sure that the following things are performed before the transfer commences:

The radar is switched off

The master and deckhand have contact on the radio

The deckhand is standing steady, hooked on and holding the railing on the bow platform.

STEP 5

Before the transfer can commence, the deckhand pulls down the rope from the fall arrestor (YO‐YO) so the hook is just above the boat deck. The deckhand then takes care of that the slack rope does not fall into the water (protection against rope being caught between the boat fender and the boat landing).2

1In marginal weather the Masters decision to board/not board the tower must be made at sea, not in port. 2Once the vessel is safely at the boat landing the passenger/technician have the sole decision if they are prepared to transfer to the turbine or not. All persons performing a transfer must wear the following PPE: • Hard hat • Safety shoes • Life jacket • Safety harness • MOB alerting unit • Immersion suit (if water temperature is below 10 degrees)

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Boarding offshore structures


Rev. no. 3


Boarding offshore structures at sea with the bow platform shall only take place when weather, current and wave height is within the approved limits. These limits shall be set by the Northern Offshore Services and their client before any project is started. The master always has the right to abort any work below the limits if he finds it unsafe in any way. The person boarding the foundation always has the right to refuse access if he feels unsafe in any way. If there is a risk of lightning in the weather forecast or seen by the crew all activity shall be cancelled and all operatives should be evacuated from the towers. The person boarding the foundation must wait for an OK from the deck‐hand before boarding the offshore structure. All communication with people on the offshore construction shall be by radio. The Master is responsible for all passengers on board, when a passenger leave the vessel to shore, foundation or hotel vessel the responsibility will be transferred. This must be reported to the Marine coordinator.

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Operation near offshore installations


Rev. no. 2


Purpose The purpose of this procedure is to emphasize that higher demands on safety are made when the vessel approaches an installation, fixed or mobile. Responsibility It is the responsibility of the Master to follow this procedure. Exemptions This procedure does not include approaching an installation were specific project procedures are in force, this procedure is for installations not covered by the site project procedures. Procedure Following guidelines applies when operating near offshore installations:

Plan the operation in advance, both with regard to what will happen on the bridge and what will happen on deck.

Sufficient engine power and electric power for safe operation shall be available before the vessel approaches an installation.

Equipment to be used during operations shall be tested before use.

Adapt the speed according to the conditions. Wind, sea and current must be favourable.

Avoid steering straight at the installation. Avoid steering on autopilot.

If possible approach the installation on a “drift off” course (so that the vessel drifts away from the installation in case of a failure.

Ensure that all systems for manoeuvring and communication are ready for use before the vessel enters the critical limit, which is 500 metres.

When inside the 500m zone there shall be no open lights (smoking, hot work etc.) on deck without permission from the installation.

Once it becomes apparent that the operation cannot be implemented safely it must be stopped immediately.

In connection with cases where the above procedure applies, the checklist 014‐006 ‐ 500m zone checklist must also be used.

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Vessel access from pontoon


Rev. no. 1


Immediately after the vessels arrival at berth/jetty a gangway must be placed in a safe and secure way, fastened in a way so that it cannot skid or the like. At tidal berths it must be made sure that the gangway can move freely when the tide is falling. Is diver door on rail available to access?

Yes Open diver door and use d‐fender on long side of the vessel to climb on board.

No Use d‐fender on long side of the vessel to climb on board.

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Boarding a tower


Rev. no. 6


When boarding a tower the Master has the sole responsibility to determine if a boarding can be done without jeopardizing the safety of those on board, the environment or the vessel. Factors to take into account when doing the assessment include (but are not limited to):

Wind direction and strength.

Visibility conditions.

Current direction and strength

Wave height and direction

Is there any imminent danger of falling ice from the wind tower? ZONE 1 When in ZONE 1 perform the following steps: 1. Reduce to safe manoeuvrable speed.

2. Make sure no one is located on the climbing ladder of

the tower being boarded.

3. Line up the heading towards the boarding area.

4. Take into account the current wind and waves.

5. Are there any regulations regarding the wind turbines

being turned off when boarding the tower? YES Continue to step 6. NO Continue to step 7.

6. Are the wind turbine turned off? YES Continue to step 7. NO Stay in ZONE 1 and call site management.

7. Inform passengers about the commencement of boarding. When these steps are made, continue into ZONE 2 ZONE 2 1. Get deckhand ready. 2. Advise passengers to remain seated or hold on to hand railing.

3. When safely at the tower give clearance to passengers to commence transfer.

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Boarding other vessel


Rev. no. 4


PPE to be worn in accordance with PPE procedure SMS‐007‐024 ‐ Personal protective equipment. Factors to take into account:





The agreed safe distance allowed from the other vessel ZONE 1 When located within safe distance from the other vessel, perform the following steps:

1. Reduce to safe manoeuvrable speed.

2. Establish contact with the other vessel and when the approval for boarding has been agreed continue to step 3

3. Line up the heading towards the

vessels boat landing system.

4. Take into account the current wind and waves.

5. Inform passengers about the commencement of boarding.

When these steps are made, continue into ZONE 2 ZONE 2

Get deckhand ready.

Advise passengers to remain seated or hold on to hand railing.

When safely at the other vessels boat landing system, give clearance to passengers to commence transfer.

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Lifting operations


Rev. no. 5


Lifts or pulls using cranes, hoists, or other mechanical lifting devices will start only when:

A risk assessment of the lift has been completed.

A tool box talk has been performed.

The lift method and equipment has been determined by a competent person.

Operators of powered lifting devices are trained for that equipment.

Rigging of the load is carried out by a competent person(s).

Lifting devices and equipment has been certified for use within the last 12 months.

Load does not exceed dynamic and static capacities of the lifting equipment.

Any safety devices installed on lifting equipment are operational. All lifting devices and equipment have been visually examined before each lift by a competent

person(s). Where equipment is used for lifting people it is marked accordingly, and it should be safe for

such a purpose, e.g. all necessary precautions have been taken to eliminate or reduce any risk. If the vessel is working in UK waters, all lifting equipment must be inspected every 6 months. All crew and passengers involved in the lifting operation wears safety shoes, helmet and life

jacket.

When lifting operations is taking place between vessel and wind tower, if possible, move the lifting arrangement away from the vessel so the lifting takes place over the sea and not over the vessel. If moving the lifting arrangements is not possible, instead move the vessel away from the lifting arrangements. Make sure to use a tag‐line when sending goods from the deck to a wind tower by using the davit crane, in order to control the movement of the goods. This procedure is only applicable on NOS vessels equipped with a crane.

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Bunker procedure


Rev. no. 2


1. Secure the vessel safe along key side or bunker barge.

2. Take out protection gloves and some rags in case of drip spill on deck.

3. Take bunker hose onboard and leave some slack on deck to allow a little movement of the vessel.

4. Open filling cap and insert nozzle.

5. Keep one man at hose watch near the emergency pump stop at all times and one man at bunker

connection onboard.

6. If Master and Deckhand are satisfied with the conditions, start the pump.

7. When the bunkering is finished put the filling cap back on and tighten. In case of oil spill use SOPEP (Shipboard Oil Pollution Emergency Plan) ‐kit located in the box on aft deck. Make sure no oil gets into the water and place all soiled absorbents, sheets and rags in a plastic bag. Contact the waste handler ashore for a proper disposal.

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Filling fuel tanks on wind turbines


Rev. no. 4


STEP 1 Follow instructions; SMS‐007‐012. – Boarding/departing a tower

STEP 2 Master give’s “OK” to the Rigger to transfer and climb up carrying a heaving line to the platform on tower.

STEP 3 When rigger reaches the platform, perform a radio check and then asks the rigger to send down the heaving line gently. Deckhand secures the fuel hose to the heaving line.

STEP 4

The rigger starts hoisting the fuel hose and pulls in a few meter slack on to the platform. (To prevent the hose from falling down it is to be secured to railing with a soft sling that does not damage the hose. IMPORTANT! Make sure the breakaway coupling is on the correct side of the lashing.)

STEP 5

Deckhand puts a mooring line around one of the pipes on the tower and signals the Master to move away from the tower. Master maneuver the vessel gently away from the tower while the Deckhand slacks the mooring line and fuel hose that are well stowed in boxes and hose drum so they gently slack while the vessel is going aft.

STEP 6

When the rigger gives “OK” to Deckhand the Deckhand then gives “OK” to Master to start the fuel pump. During this operation the Master stays on the helm position with all engines running ready to break away in case of an emergency. The Deckhand stays at a safe distance from deck and any potential falling objects.

STEP 7 During the transfer of fuel, Deckhand stands on deck having immediate contact with the Rigger in case of an emergency. When the level reaches full, the filler automatically closes the valve and the pump is stopped by the Master.

STEP 8 Maneuver the vessel back against the boat landing white deckhand pulls in slack on mooring line and fuel hose.

STEP 9 When safely at the boat landing the Rigger starts sending down the hose and when the hose is safely stowed by the Deckhand on deck, the rigger can start climbing down and transfer back to the vessel.

STEP 10 Follow procedure; SMS‐007‐012. – Boarding/departing a tower

In case of oil spill use SOPEP (Shipboard Oil Pollution Emergency Plan) ‐kit located in the container on deck and use oil booms etc. to absorb the oil. Make sure no oil is flowing in to the water and place all soiled absorbents, sheets and rags in a plastic bag. Contact the waste handler ashore for a proper disposal. The Master is to remain at helm position during the whole operation so that an immediate breakaway can be done in case of an emergency. The hose is equipped with break away couplings so that both couplings will automatically shut‐off in case of sudden tension in the hose due to vessel heaving or drifting away from wind tower.

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Power supply to wind turbine


Rev. no. 1


START UP

Make sure cable connectors are dry and in good condition.

Connect cable to output on deck.

Shift breakers in starboard NO:3 void to ON.

Go along turbine and give cable to technicians in turbine, make sure that they have connected it.

Have technician tie the cable to rail work on WTG.

Put standby rope on foundation and move astern until you are satisfied with your distance.

Tie standby rope to bollard and cable to ship rail work.

When the technician in turbine gives you OK you start genset and turbine will be powered up. CLOSE DOWN

Stop genset when you get signal from technicians in turbine.

Go along the wind turbine. While deckhand pulls in slack on cable.

Coil cable up on deck when technicians give more slack.

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Connecting or disconnecting shore power


Rev. no. 2


To reduce the risk of getting electrocuted when connecting or disconnecting the shore power cable make sure you follow this procedure.

Check the cable at regular intervals, if there is any damage it must be rectified before the cable is being used.

Always turn off the main fuse to the boat when shore power is connected or disconnected.

In case of rain or some other reason wet cables use thick rubber gloves when you touch a live wire.

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Mooring


Rev. no. 3


The following must be considered when mooring the vessel to achieve the highest possible level of safety.

• Wind • Current • Tide • Possible traffic in the harbour • Sea and swell • Ice • Water depth • All persons on deck should wear proper PPE (Life jacket, HighViz clothes and safety shoes).

Departure Always inform concerned port authorities, Marine coordinator or any other party as according to the charterer’s instructions.

STEP 1 Inform all passengers on board to be seated for departure.

STEP 2 The Master must brief the crew on deck before departure, in what order the mooring lines should be released. A tool box talk should be held if necessary.

STEP 3 The Master gives signal to the crew on deck when to release the lines.

STEP 4 The crew on deck signals when all lines are out of the water (propellers free).

Arrival Always inform concerned port authorities, Marine coordinator or any other party as according to the charterer’s instructions.

STEP 1 Inform all passengers on board to be seated for arrival.

STEP 2 The Master must communicate the planned mooring arrangements with the crew.

STEP 3 When the crew on deck is ready and standby for mooring they give signal to the master.

STEP 4 On Masters orders the crew on deck starts to send and secure lines.

STEP 5 The deckhand signals the master when all lines are safely secured.

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Mooring a wind tower


Rev. no. 2


When on standby in a wind farm, the safest and most environmental way to anchor is to put a mooring line around one of the boat landing pipes on the wind tower. Follow procedure below.

STEP 1 Make sure that mooring a wind tower is allowed at the site. If YES continue to step 2.

STEP 2 When commencing this procedure, it is important that you take in to account the wind and current.

STEP 3 The master puts the vessel safely against the boat landing on wind turbine. When the master is satisfied with the berthing he sends the deckhand to the fore deck.

STEP 4

The deckhand puts the mooring line around one of the boat landing pipes and signals the master to move away from the tower and the deckhand then slacks the mooring rope while the vessel is gently going aft. When vessel is about 15 meters from the tower, deckhand puts the eye of the mooring rope on bollard.

Note: Make sure the rope is in good condition, no knots that could damage the pipes on tower or railing on vessel.

STEP 5 When departing the wind tower the deckhand loosen the rope from the pollard and gives signal to master and the master gently steers the vessel away from the tower.

STEP 6 When the rope is free from the wind tower the deckhand pulls the rope onboard the vessel.

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Handling of dangerous goods


Rev. no. 2


Dangerous goods are substances that may be corrosive, flammable, explosive, spontaneously combustible, toxic, oxidising, or water‐reactive. These goods can be deadly and can seriously injure or damage personnel, property and the environment. Therefore, it’s important that they are labelled properly and stored and handled safely. Material Safety Data Sheet The first time when dangerous goods are ordered to the vessel a current version of the MSDS should be obtained from the MSDS library on the intranet and stored on board the vessel. If the MSDS is not available in the MSDS library on the intranet the technical department should be informed. The master has the responsibility to keep a register for dangerous goods kept on board. The register must be maintained to ensure it is current. Update the register when:

New dangerous goods are brought on board.

The use of existing dangerous goods is discontinued.

The manufacturer, first supplier or supplier provides a revised MSDS which is uploaded in the MSDS library.

Since manufacturers or first suppliers are required to review, and where necessary, revise MSDS at least every 5 years, all MSDS in the register or otherwise accessible on board should have issue dates within the last 5 years. If the MSDS available in the MSDS library is older than five years the technical department should be informed. If the use of dangerous goods is to be permanently discontinued, you should remove it from the register. Dangerous goods used periodically or seasonally do not need to be removed from the register. Risk management The master has the responsibility to control risks associated with the storage and handling of dangerous goods on board. To do this effectively he or she must identify the hazards that contribute to the risks and assess the likelihood of those hazards causing injury or damage to personnel, property or the environment. To do this, follow the instructions given in procedure 7‐1 – Risk Assessment. Selecting and maintaining PPE MSDS will normally contain recommendations on the selection and use of personal protective equipment for the particular dangerous goods. This advice should be followed unless the risk assessment process determines that other PPE would be more appropriate. When choosing the most appropriate PPE, ensure that:

It provides the required level of protection from the risks associated with the particular task.

It is suitable for the individual’s size and build.

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Walkways conditions


Rev. no. 1


Maintaining walkways in a suitable condition should include but not be limited to the following actions:

1. Walkway steps should be clearly marked by painted lines or similar.

2. Where applicable the walkways should have a slip resistant surface.

3. Walkways should be kept free of snow, ice or other slippery substances.

4. Any spillage of oil or grease should be removed immediately.

5. Should a walkway become unsafe for any reason it should be closed off until made safe again. Drains and scuppers should be maintained in a good condition to ensure sufficient drainage.

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Work permits


Rev. no. 2


There are many types of operations on board the vessel where the work of one person may endanger another or when a series of action steps need to be taken to ensure the safety of those engaged in a specific operation. It is the Masters responsibility to see to that the Permit to work system in use on board. Our permit to work system consists of an organised and predefined safety procedure. A permit‐to‐work does not in itself make the job safe, but contributes to measures for safe working. The particular circumstances of the vessel will determine when permit‐to‐work systems should be used. In using a permit to work, the following principles apply:

The permit should be relevant and as accurate as possible. It should state the location and details of the work to be done, the nature and results of any preliminary tests undertaken, the measures undertaken to make the job safe and the safeguards that need to be taken during the operation.

The permit should specify the period of its validity (which should not exceed 24 hours) and any time limits applicable to the work which it authorises.

Only the work specified on the permit should be undertaken.

Before signing the permit, the Master should ensure that all measures specified as necessary have in fact been taken.

The Master retains responsibility for the work until he has either cancelled the permit.

The person responsible for carrying out the specified work should countersign the permit to indicate his understanding of the safety precautions to be observed.

On completion of the work, that person should notify the Master and get the permit cancelled.

The person carrying out the specified work should not be the same person as the person authorising the work

In Northern Offshore Services we have adapted permit‐to‐work for the following activities:

Work in Unmanned Machinery Spaces

Entry into Enclosed or Confined Space

Machinery or Equipment

Hot Work

Working Aloft/Overside

General Electrical (Under 1000 Volts)

Electrical High Voltage (Over 1000 Volts) These should be adapted to the circumstances of the individual vessel or the particular job to be carried out, in the light of the risk assessment.

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Personal protective equipment


Rev. no. 4


All persons working on our vessels should wear PPE according the below matrix.

Engine room

Embarking/ disembarking when alongside (using approved safe way of access*)

Embarking/ disembarking when alongside (no approved safe way of access)

On deck (alongside)

On deck (at sea)

Transfer over open water (does not include when alongside in port)

Hard hat X X X X X X

Life jacket (SOLAS approved)

X X X

Fixed safety boots/shoes

X X X X X X

Personal locator beacon (PLB)

X X

High visibility clothes

X X X X X

Safety goggles X2

Flotation (transfer) suit

X1

Personal fall protection

X3

Communication equipment

X2 X

Ear protection X4

Safety cutter X5 X5

*Approved safe way of access means either using an approved gangway or a way that has been established safe by an performed risk assessment, more information see SMS‐007‐001 – Risk Assessment.

1 Below water temperature of 12 °C 5 The Deckhand is responsible of ensuring that, for the

purpose appropriate, a safety cutting tool is within immediate reach when assisting during transfer, to mitigate any kind of entanglement suitable to compromise safety.

2 During bunker operation 3 Optional when assisting passenger during transfer4 When exposed to high noise levels

If the clients have additional requirements for personal protective equipment, these requirements must be followed in addition to the above matrix. When moving on shore/on site, client’s requirements should be respected and adhered to.

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Garbage management


Rev. no. 2


All garbage generated on board must be sorted and sent ashore to an approved garbage collector. The garbage shall be separated into following categories:

• Hazardous waste • Waste for deposit • Waste for recycling or re‐use • Waste water • Household/vessel garbage • Batteries

All sewage and liquid waste from the engine rooms will be pumped ashore to an approved garbage collector. Waste materials and refuse must be handled so that it causes the least possible damage and disturbance. Waste must be removed from the berth at the end of each work day and must be disposed of in approved containers or areas. No waste must be disposed at sea. Sewage must be handled according to local, national and international regulation e.g. MARPOL. Quantities of all garbage sent ashore must be documented in the ship’s logbook.

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Passenger list


Rev. no. 1


Before leaving port all passengers on board must be registered on the 013‐010 Passenger List. This list can be substituted by other lists received client, containing full name of all passengers on board. This list must be communicated to the Marine Vessel Coordinator before leaving port. Every time any passenger leaves the vessel to an offshore structure or to a hotel vessel this must be reported to the Marine Coordinator. Always make sure that the number of passengers on the passenger list from the client does not exceed the maximum number of passengers allowed on board.

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Receive bunker offshore (vessel‐to‐vessel)


Rev. no. 1


Purpose

The purpose of this procedure is to give detail guidelines for the receiving of bunker from a vessel

located at an offshore site.

Responsibilities

It is the responsibility of the Master to:

Establish contact with the vessel transferring the bunker before any operations begins.

Assess whether the operation can be carried out safely under the current circumstances.

Abort an on‐going operation if it’s considered to become unsafe for any reason.

Make sure no other operations that could affect the bunkering are taking place simultaneously.

It is the responsibility of the 2nd Officer / Deckhand to:

Retrieving, releasing, connecting and disconnecting the bunker hose.

Handling the mooring lines during the mooring operation.

Make sure that the SOPEP kit, a portable fire extinguisher and the fire hose is available and ready

for use on deck.

Procedure

STEP 1 Board the bunker vessel according to procedure: 7‐13 ‐ Boarding other vessels.

STEP 2 When the vessel is safely boarded against the bunker vessels landing the Master sends the deckhand to the fore deck.

STEP 3

The deckhand puts two mooring lines from each bow corners to bollards fitted on aft landing of the bunker vessel. In case engines need to be used to keep vessel in position, two additional mooring ropes needs to be used. When the vessel is safely moored the Deckhand signals the bunker vessel that they can hoist down the bunker hose.

STEP 4 When the bunker hose have been received, Deckhand starts pulling in about 2‐3 meters slack on deck and connects the hose. To prevent the hose from falling into water, Deckhand secures hose to railing with a soft sling that does not damage the hose.

STEP 5 Deckhand gives signal to the bunker vessel that the bunker operation can commence.

STEP 6 During the whole bunker operation the deckhand stands on deck to have immediate contact with the bunker vessel in case of emergency.

STEP 7 When the level reaches full, the filler automatically closes the valve and the bunker hose is disconnected and sends back to the bunker vessel.

The Master is to remain at helm position during the whole operation so that an immediate breakaway

can be done in case of an emergency. The hose supplied by the bunker vessel needs to be equipped with

breakaway couplings so that both couplings will automatically shut‐off in case of sudden tension in the

hose due to vessel heaving or drifting away from wind tower.

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Engine procedures


Rev. no. 1


Purpose The purpose of this procedure is to make sure vessel specific engine procedures are available on board to safely operate the vessel under normal circumstances. Responsibilities It is the Masters responsibility, together with the Technical Department at the office, to establish these vessel specific engine procedures. It is the Masters responsibility to make sure this procedure is being followed on board. All crew are responsible to read and follow these instructions and to be familiar with the operation thereof. Procedure The following engine procedures for day‐today operation must, as a minimum, be available on board:

Departure and stop procedures

Operation generator system procedure These above procedures must be posted at strategic and easily found locations in the engine room. These procedures should be followed in the ordinary day‐to‐day operation on board.

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Diving operation in the vicinity of the vessel


Rev. no. 1


Purpose The purpose of this procedure is to ensure that the crew on board knows all the necessary steps that are to be carried out on board before any diving operations can commence in the vicinity of the vessel. Responsibilities It is the Masters responsibility to assess weather or not the diving operation can commence in regards to:





Is there any imminent danger of falling ice from the wind tower? It is the Masters responsibility to ensure that everyone involved in the operation is informed about the work involved and the dangers that come along with it. Procedure Before any diving operation can commence in vicinity of the vessel make sure:

The current weather conditions have been assessed by Master and are considered safe.

The vessel is safely moored to the tower foundation (according to procedure SMS‐007‐020 – Mooring a tower).

A Toolbox Talk has been held with all personnel involved.

To call out a radio announcement about a safety zone (if any other traffic in the wind farm)

To inform tower of the ongoing diving operation (If any technicians are working in tower)

That propellers can not start to rotate (read more on page 2).

Warning signs is posted in bridge and (if applicable) in engine room.

Anchor have been dropped (If necessary and allowed in the area)

The crane is ready for use in case of an emergency MOB operation.

The point of entry and pick up have been assessed by crew and considered safe for usage and communicated to all divers and crew.

An “A” flag (diver in water sign) have been hoisted in mast of the vessel.

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Diving operation in the vicinity of the vessel


Rev. no. 1


Vessel specific info For use of hydraulic system at the same time as an ongoing diving operation, below is minimum actions required by crew. If crane, winch will be used and engine need to be started to get hydraulic pressure, always us engine in opposite side of divers working area, crane area. Vessel with ISP stern drive, disable key on bridge. Hydraulic pump is powered by separate engine, not a propulsion engine. Vessel with water jet and PTO for hydraulic pump Engage Neutral on bridge and warning sign in same area. Vessel with propeller and PTO for hydraulic pump A‐ & D‐ class vessels; Start engine and engage PTO on bridge, warning sign on bridge. Engine rooms, turn all engines to local control in engine room, even motor which is used for hydraulic pump.

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Handling an ROV operation


Rev. no. 1


Purpose The purpose of this procedure is to ensure that the crew on board knows all the necessary steps that are to be carried out when handling an ROV operation on board and in the vicinity of the vessel. Responsibilities It is the Masters responsibility to assess weather or not the diving operation can commence in regards to:

• Wind direction and strength. • Visibility conditions. • Current direction and strength • Wave height and direction • Is there any imminent danger of falling ice from the wind tower?

It is the Masters responsibility to ensure that everyone involved in the operation is informed about the work involved and the dangers that come along with it. Procedure Launch

Start hydraulics for crane

Remove ratchet tie down (4)

Open and secure front gate to make free passage or remove from gate to make free passage

Make sure to give slack in chain

A ‐ frame telescope up or move crane in position for lift

Move TMS in position under LARS

Lift ROV with minimum wire out to minimize risk for getting lift in swing

Lower crane arm to water level and release ROV

Retract the wire and unlatch

Lower the TMS to XX m over the bottom Recover

Lift ROV from the water with minimum wire out to minimize risk for getting lift in swing

Move TMS to parking spot and secure with chains

Close and secure front gate or mount the front gate back in position

Secure the TMS with ratchet tie downs

Secure the upper part of LARS with chains against the door

Secure the sheave with a ratchet tie down

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Cargo securing


Rev. no. 1


The purpose of this procedure is to ensure the safety of passengers and crew during transportation of cargo onboard our vessel. To accomplish this, make sure you follow these steps.

Cargo carried on deck shall be stowed and secured to prevent as far as is practicable, throughout the transit, damaged or hazard to the vessel and the persons on board, and loss of cargo overboard.

Additional precautions shall be taken during transport of cargo with abnormal physical dimensions to ensure that no structural damage to the vessel occurs and to maintain adequate stability throughout the transit.

Containers shall not be loaded to more than the maximum gross weight indicated on the Safety Approval Plate under International Convention for Safe Containers (CSC).

Specifications for all cargo (including weight) should be received before loaded on board.

Check the stability booklet so that the weight of the goods does not exceed what is approved for vessel.

Check the stability book how much the vessel is affected by the weight of the goods.

Cargo must be placed on deck so that the visibility and maneuverability does not become unsafe.

It is the Masters responsibility to transport cargo so that it does not endanger the safety of the vessel, crew or passengers.

The Master has the right to refuse carriage of cargo if he thinks it endangers the safety of the vessel, crew or passengers.

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Hand and power tools usage


Rev. no. 1


Purpose The purpose of this procedure is to provide requirements and recommended practices for using hand and power tools on board. The procedure applies to all NOS vessels where hand or power tools are used and to crew who use hand or power tools on board NOS vessels. Procedure The Master is responsible for ensuring that the appropriate personal protective equipment (PPE) to be used with hand and power tools is available on board. The crew member shall inspect all tools prior to use. Any defective tool or equipment shall be replaced, corrected or repaired prior to use. All hand and power tools used on board should be CE marked, declaring that the product meets the requirements of the applicable EC directives. Any cracked blades, wheels or pulleys of tools or equipment shall be removed from service. Each employee is responsible for the safe operation and condition of the tools and equipment that he/she uses. After using tools and equipment, employees shall clean and return the tools and equipment to their designated areas. Eye protection shall be worn when using hand tools in operations where fragments are generated. Additional PPE may be required to protect from exposures to harmful noise, dust, fumes, mists, vapors, and gases. For compressed air sources the maximum air pressure approved for general use is 30 psi. Compressed air is not to be used to blow dirt, chips, or dust from clothing. Plug and cord‐connected power tools shall be inspected by users before and after usage. This inspection may include the following:

Missing, corroded, or damaged plug prongs

Frayed, worn, burned, or missing insulation

Exposed conductors

Loose or poor connections

Missing or improper sized fuses

Damaged or cracked cases

Burns or scorch marks

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ISM MANUAL

Working aloft


Rev. no. 2


Purpose The purpose of this procedure is to provide requirements and recommended practises for working aloft on board. The procedure applies to all NOS vessels where work aloft is performed. Procedure Appropriate PPE must be worn at all times while working aloft. Before commencement of any work aloft, the master should evaluate if the conditions allow the operation to be undertaken. Consideration must be given to the additional hazards created by possible movement of the vessel. A work permit form SMS‐13‐008 – Work permit form should also be filled in in accordance with procedure SMS‐007‐023 – Work permits before performing a work aloft.

Personnel working aloft should wear a safety harness with lifeline.

Other than in emergency situations, personnel should not work aloft on the vessel whilst

underway.

Fasten everything that is carried while working aloft and make sure that no one stand directly

under the climber if there is a risk of something being dropped.

All persons working aloft should have appropriate training in accordance with working at height

legislation of the nation where the vessel is located.

All equipment used for working at height should be inspected in accordance with legislation of

the nation where the vessel is located.

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ISM MANUAL

Mooring buoy operations


Rev. no. 1


Purpose The purpose of this procedure is to provide requirements and recommended practices for mooring a buoy operations. The procedure applies to all NOS vessels where mooring buoy operations are performed. Responsibilities It is the Masters responsibility to assess whether or not the mooring buoy operation can be performed in a safe manner. It is the Masters responsibility to ensure that everyone involved in the operation are informed about the work involved and any dangers that may come along with it. Procedure The following must be considered when mooring the vessel to a buoy to achieve the highest possible level of safety. • Wind • Current • Sea and swell • All persons on deck should wear proper PPE. Arrival Always inspect the condition of the mooring line and, if applicable, shakle before starting mooring operation. If the weather condition is to rough the master can decide to cancel the mooring. STEP 1 The Master must communicate the planned mooring arrangements with the crew. A tool box talk should be held if necessary. STEP 2 When the crew on deck is ready and standby for mooring they give signal to the master. STEP 3 The vessel to approach the buoy in a controlled manner. STEP 4 On Masters orders the crew on deck to start retrieving mooring lines. Preferably, the lines to be retrieved by using either the grappling hook or boat hook. STEP 5 The deckhand to perform the mooring and signal the master when the line is safely secured. Departure Always inspect the condition of the mooring line and, if applicable, shakle before starting mooring operation. The weather conditions must be monitored before starting the unmooring operation. STEP 1 The Master must communicate the planned mooring operation with the crew. A tool box talk should be held if necessary. STEP 2 When the crew on deck is ready and standby for mooring they give signal to the master. STEP 3 The Master to maneuver the vessel a bit closer to the buoy in order to create enough slack on the line. STEP 4 The Master gives signal to the crew on deck when to release the lines. STEP 5 The crew on deck signals when the line are cleared from vessel. STEP 6 The Master to maneuverer the vessel clear from the mooring lines in water.




ISM MANUAL Emergency procedures

Safety organisation chart


Rev. no. 2


[1]

JOHN JOHANSSON DP/HSEQ Coordinator

Specifically responsible for safety

[2] MASTER

[3] 2ND OFFICER / DECKHAND

To ensure we have a Safety Policy that complies with all legal requirements and that it is issued to crew for implementation.

To ensure Policy is implemented within the company.

To organize safety training of crew.

To have site safety knowledge, to know and understand how to prepare risk assessments.

To ensure that Safety Policy is being implemented by all crew.

To check safety on site.

To organize safety training for the crew.

To have basic awareness of safety issues.

To know where all safety equipment is located.

To be aware of the Safety Policy.

To have read the site guidelines.

To participate in safety training

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.ISM MANUAL Emergency procedures

Office Emergency Response Procedure


Rev. no. 4


Introduction The objective of this Emergency Response Manual is to provide guidance to shore staff, who may be involved in an emergency arising on company managed vessels, the shore staff shall co‐ordinate operations thus minimizing the potential consequences of the emergency. The Emergency Response Team has been set up to respond should an emergency arise. It is essential that all relevant members of the staff ashore are familiar with the content of this manual, and their role in the Emergency Response Team. Drills should be held ashore yearly to test the relevancy of the emergency response procedure. This manual is maintained and revised under the responsibility of the HSEQ Coordinator, who should be notified of any change in personal contact details. Their copy of the Emergency Response Manual should be readily available to members of the Emergency Response Team at all times. The original version of the Emergency Response Manual is in control of the HSEQ Coordinator and will be kept in the Northern Offshore Services office. On board all vessels the Masters are requested to familiarise themselves with the content of the Emergency Procedures and the Incident Reporting.

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Rev. no. 4


Emergency Response Team The Emergency Response Team shall be capable of implementing planned actions if an emergency situation should arise, be responsible for normalizing measures and for possible investigation. Everybody must take initiative and show will and action, in resolving the problems and handling the tasks, based on the actual situation, information at hand and available resources beyond the items listed in this procedure. The following persons are permanent members of the Emergency Response Team. However, the Emergency Response Team will be composed as deemed necessary from case to case and thus some persons will not be called in all cases; Position Emergency Response Team Role Back‐up Chief Operating Officer (COO) Emergency Response Coordination DP Information Co‐ordinator DP HSEQ Coordinator (DP) HSEQ Co‐ordination COO Technical Superintendent(s) (TS) Technical Coordination TS HR Co‐ordinator Marine & Crew Coordination SSA Sea Salary Accountant (SSA) Secretary HR Co‐ordinator Depending on the nature of the emergency, the Emergency Response Team will expand with additional/supplementary personnel and experts. Responsibilities of the Emergency Response Team The Emergency Response Team has been assigned the following responsibilities:

Assist the vessels whenever it is called upon in case of emergencies in general i.e. a significant casualty to a vessel, an incident or risk arises ‐ also outside the scope of normal operation, significant damage or loss is caused to and/or by a third party.

Work on a 24 hours stand‐by arrangement.

Make a substantial record whenever Emergency Response Team has been called in.

Make a lessons learned report whenever the Emergency Response Team has been called in (emergency and/or exercise).

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Rev. no. 4


Role responsibility – Emergency Response Coordination/DDP Responsibilities

Organise the Emergency Response Team

Co‐ordinate and monitor all actions to be taken in the Emergency Response Team

Keep the Managing Director or his deputy continuously informed of the situation

Ensure proper documentation and evidence for the entire emergency

Act as back‐up for HSEQ Coordination role Duties

In cooperation with the Emergency Response Team

Lead the work of the Emergency Response Team and ensure that all required tasks are performed.

Establish and maintain contact with clients

Prepare and preside status short meetings for the Emergency Response Team at regular intervals

Keep himself informed about the development of the situation

Implement internal investigation, incl. initiating an independent “post incident” drug & alcohol test onboard, at first opportunity

Participate in the normalization and investigation process

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Rev. no. 4


Role responsibility – HSEQ Coordination/DP Responsibilities

Co‐ordinate and monitor all actions to be taken in respect of health, safety, security and environmental issues

Act as back‐up for Emergency Response Coordination role Duties

In cooperation with the Emergency Response Coordinator & Emergency Response Team work out a strategy for the situation

Assist the Emergency Response Team as required



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Rev. no. 4


Role responsibility – Marine & Crew Coordination Responsibilities

Assist and guide the Emergency Response Coordinator

Assist the Managing Director in his duties

Communicate situation to next of kin

Assist in ensuring proper documentation and evidence for the entire emergency

Act as back‐up for the secretary role Duties


Assist and guide the Emergency Response Coordinator in performing his tasks adequately and timely

Guide and advice in the various task groups as required and requested



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Rev. no. 4


Role responsibility – Technical Coordination Responsibilities

Contact person towards the Vessel

Ensure proper contact to Main Rescue Centre

Ensure proper contact to Insurance companies

Ensure proper contact to Local Authorities and Flag state

Supervisor in technical questions Duties

In coordination with the Emergency Response Coordinator & Emergency Response Team, work out a strategy for the situation

Establish and maintain contact with the vessel

Implement all possible technical measures in order to limit damage to people, environment and property

Ensure that the duties in the “Technical coordination” group are performed.

Ensure proper communication with the other Groups in the Emergency Response Team.

Keep the Emergency Response Coordinator and the Logbook Keeper properly informed about the situation

In co‐operation with Emergency Response Coordinator, continuously evaluate, and if necessary, adjust the actions intended, and when required mobilise further resources.

Provide a survey of all relevant facts on supporting the vessel, in order to minimise the extent of damage.

Keeps himself informed about the development of the situation

Participate in the normalisation and investigation process

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Rev. no. 4


Role responsibility – Information Coordination Responsibilities

Act as Information Coordinator

Communication with Owners

Decide what information the members of the Emergency Response Team may release to the public.

Be the Company’s spokesman Duties


Notify the Owners about the situation

Keep the Emergency Response Coordinator and Logbook Keeper informed on the situation.

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Rev. no. 4


Role responsibility – Secretary Responsibilities

Assist as requested by the Information Coordinator

Maintain log of the situation.

Follow and document status of the measures implemented by the Emergency Response Team. Duties

Establish and keep central log, including messages received and sent, even those which did not reach its addresses

Logbook Keeper shall be informed by other members of the Emergency Response Team about the development of the situation

Write status reports for the Emergency Response Coordinator

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Rev. no. 4


Receiving an emergency call During office hours the Company normally receives warnings of an emergency situation or accident from the Vessel. The Company telephone number +46 761 80 80 00 is the 24 hours emergency call number, with someone always on duty. Alternatively the DPA can be contacted directly on +46 761 80 80 04 The Person receiving the Emergency Call must refer to Northern Offshore Services Safety Management System section 8.2 regarding contents of the message. The minimum information’s given in the initial reporting of an emergency must be:

1. Name of the vessel 2. Position and local time 3. Nature of accident or emergency situation 4. Present danger for the safety of the crew and vessel 5. Nature of any service required 6. Information’s about the actions, which has already been taken 7. Information about other vessel involved 8. Information about weather condition 9. Further information’s with importance for the situation 10. Agree on time and means of next communication

Also see “Questions to vessel” on the last pages of this document. Thereafter the person on duty calls to the members of the Emergency Response Team, to relay the information, & have the team members confirm that the message has been received and understood. At the arrival of the Emergency Response Coordinator, he will decide further warnings, based on the actual situation, until all parties who should and ought to be notified have been informed. Calling the Emergency Response Team Below is a listing of situations where it would be expected that the Emergency Response Team is gathered fully or partly or where a telephone conference is set up to evaluate the situation:

Any incident involving loss of life, injury or which put the lives of persons on board at risk.

Damage, fire, collision, grounding or similar occurrence giving rise to serious threat to vessel, the crew or other persons, property or environment.

Incident in which the crew or vessel are under risk for act of sabotage, terrorism or warlike activity.

Any other incident or hazardous situation, which in the judgment of the Master requires assistance from the Emergency Response Team.

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Rev. no. 4


Making the Emergency Response Team operational The first arriving team member shall make the Company’s Emergency Room operative, including supporting stationary office supplies, available drawings and manuals etc. for the vessel in question. The Emergency Response Team shall arrange a short status meeting sharing all the basic facts known at the time of the meeting. The Emergency Response Coordinator shall delegate the responsibilities for each item to the members of the team in accordance with the Emergency Response Checklist. If the situation so demands, the Emergency Response Checklist should be adjusted to the specific emergency. Following the initial status meeting, it should be decided if additional manpower is needed and/or when to call in the substitutes in order to arrange for their standby.

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Rev. no. 4


Emergency Response Checklist

Subject Time Remarks

Writer of minutes

Emeregency Respons Team gathered

Emeregency Response Room operational

Communication established with vessel

Communication between members agreed

All colleagues at the office notified and instructed

Other NOS offices notified

Rescue Centre notified

Crewing Section notified

Notification of relatives

Traveling team appointed

Traveling arrangements finalized

Flag State Authorities notified

Owner/Partner notified

Charterers notified

Insurance Company notified

Iniatial vessel report received

Controlled condition obtained

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Rev. no. 4


Preliminary Status Meeting The Emergency Response Coordinator must arrange for a preliminary status meeting as soon as possible after the Emergency Response Team is made operational. A list of participants in the Emergency Response Team must be filled in. Minutes of the status meeting(s) must be taken (decisions only). The agenda for the meeting should include, but not be limited to:

Situation at the scene of emergency (weather/forecast, sea, crew etc.)

Review of action(s) already initiated.

Identification of the main hazards.

Further actions required.

Consideration if a team should be sent to the scene of the incident.

Parties to be informed ‐ on what, by whom.

Delegation of responsibility to the Team members.

Time for the next briefing. At any time, the Emergency Response Coordinator may change the agenda in accordance with the developments, should circumstances so dictate. Status Meetings Whenever an Emergency Response Team assembly takes more than a couple of hours, the Emergency Response Coordinator must arrange for regular status briefings, at which all members of the team report the up‐to‐date situation and where further actions to be taken are decided upon. Record keeping The Emergency Response Team must keep a thorough record of all in‐coming / out‐going communications (telephone, faxes, e‐mails etc.) during the emergency. Flag State When any vessel is involved in a collision, grounding, fire, explosion, excessive list, capsizing, or other accident causing considerable technical damage, or when the vessel has been subject to a severe personal accident, relevant details shall be submitted promptly to the Flag state. It is not the responsibility of the Owners to request for a maritime hearing but any third party, who can document a considerable legal interest, can request for a maritime hearing to be conducted. Such third parties could be crew members, passengers, relatives to victims, underwriters, classification societies or cargo owners.

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Rev. no. 4


Danish Flag Vessels Danish Maritime Accident Investigation Board Carl Jacobsens Vej 29 DK‐2500 Valby Denmark Tel: +45 72 19 63 00 Tel 24hrs: +45 23 34 23 01 E‐mail: [email protected] Swedish Transport Agency Olai Kyrkogata 35 601 73 Norrköping Sweden Tel: +46 771 503 503 E‐mail: [email protected] List of Contacts – P&I/ H&M GARD Emergency Number Marine Emergency number +47 90 92 52 00 Our contact at GARD Martin Jansson +358 30 600 3412 Radio Medical Denmark Tel: +45 7545 6766 E‐mail: [email protected] JRCC Denmark Tel: +45 72 85 04 50 (emergency) E‐mail: [email protected] JRCC Sweden Tel: +46 31 699050 (Ships) E‐mail: [email protected] JRCC Den Helder Tel: +31 223 542300 (H24 operational) E‐mail: [email protected]

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Rev. no. 4


Message Log

Date: Time:

Incoming message: □ Telephone: □ SMS/MMS: □

Outgoing message: □ E‐mail: □ Other: □

Communication between:

Message contents:

Date: Time:




Message contents:

Date: Time:




Message contents:

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Rev. no. 4


Questions to vessel Questions to vessel in event of: Collision with other vessel

1. Date/time of collision, indicating time zone. 2. Vessel's position at the time of collision ‐ en route from/to. 3. Direction and speed of wind. 4. Direction and height of sea. 5. Direction and speed of current. 6. Visibility in nautical miles. 7. Weather forecast for the coming 24 hours. 8. If drifting or at anchor, distance and bearing to land or shoals. 9. Course and speed of own vessel from the time of first observation of the other vessel until

collusion occurred. 10. Which actions were taken, and when, for the purpose of avoiding the collision. 11. Which part of vessel made contact first, and what was the estimated collision angle. 12. What radio communication took place between involved parties? 13. Did others observe the collision? Affirmatively, state name of vessels etc. 14. Whether the vessel is tight. If not, specify inflow. 15. Is the vessel fully maneuverable? 16. Rank and name of persons injured, if any, and their condition. 17. Has pollution occurred? Affirmatively, nature of pollution. 18. Is guidance or assistance required? Affirmatively, in which respect? 19. Master's estimate of prospects for continuation of voyage. 20. Other vessel's name and call sign. 21. Damage observed to other vessel. 22. Has a claim been received? 23. Has the other vessel or other party been claimed responsible for the collision?

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Rev. no. 4


Questions to vessel in event of: Collision with berth or other object

1. Date/time of striking berth or collision (indicate time zone). 2. Name of port. 3. Name and position of the berth or other object. 4. Approximate extent and location of damage to own vessel. 5. Whether the vessel is tight. If not, specify inflow. 6. Is the vessel fully maneuverable? 7. Rank and name of persons injured, if any, and their condition. 8. Has pollution occurred? Affirmatively, nature of pollution. 9. Estimated damage to berth or other object. 10. General condition of the berth/fendering/bollards ‐ to be supported with photos as appropriate. 11. Which maneuvers have been carried out on deck and in engine room as well as exact time of

each maneuver? 12. Were a pilot and/or local helmsman on board ‐ their names? 13. Were tugs engaged ‐ their names? 14. Were orders given to the tugs and helmsman carried out correctly and timely? 15. Was the striking of the berth or other object caused by faulty equipment on the vessel? 16. Weather and current conditions in the area. 17. Was a navigating officer or lookout stationed on forecastle or poop? Affirmatively, whom? 18. Has vessel been held responsible? Affirmatively, by who? 19. Has vessel been detained and/or arrested? 20. Is another party responsible and what has been done to secure a claim? (Please see below) 21. Has local P and I agent been called in? 22. Does survey of damage sustained to vessel and/or berth require assistance from diver? 23. Is guidance or assistance required? Affirmatively, in which respect? 24. Master's estimate of prospects for continuation of voyage. 25. Lessons to be learned

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Rev. no. 4


Questions to vessel in event of: Grounding

1. Date/time of grounding, indicating time zone. 2. Exact position, stated in tenths of minutes. 3. Vessel's heading on the ground. 4. Speed at time of grounding. 5. Draught, fore and aft, before grounding. 6. Draught, fore and aft, on the ground (preferably at high water, otherwise state at what water

level). 7. Soundings around the vessel (preferably at high water, otherwise state at what water level). 8. Conditions of currents, state also direction of current in relation to the vessel. 9. Nature of bottom at place of grounding. 10. Weather conditions, and forecast for the coming days. 11. State whether the grounding took place at high water, at low water, or at which intermediate

time. 12. If possible, tidal conditions during the coming days. 13. Whether the vessel has a list on the ground. 14. Whether the vessel is tight, and which investigations have been made to ascertain this. 15. Whether the engines etc. are in‐tact. 16. Master's opinion on prospects of refloating by own means. 17. Master's opinion on whether the vessel is in an exposed position. 18. Lesson to be learned.

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Rev. no. 4


Questions to vessel in event of: Fire

1. Date/time of discovery (indicate time zone). 2. The vessel's position ‐ course and speed, en route from/to, when applicable. 3. Weather conditions. 4. Is the vessel fully maneuverable? 5. Location of fire on board. 6. What is on fire? 7. Rank and name of injured persons, if any, and their condition. 8. Which measures have been taken to extinguish the fire and which further measures are

contemplated. 9. Is any guidance required and, affirmatively, which? 10. Is any help required from outside and, affirmatively, what kind? 11. Judgment of prospects for fighting the fire. 12. Lesson to be learned.

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Emergency Preparedness and office emergency response team


Rev. no. 3


IN CASE OF EMERGENCY CALL THE NUMBER: +46 761 80 80 00

It is the responsibility of the managing director to secure, that the shore based support can be provided to the vessels whenever necessary and ensure that the emergency response team ashore is properly manned and prepared to respond to an emergency situation at all time. The emergency response team ashore does not have a fixed composition, due to the fact, that some members are not always at home to participate. However, all members of the emergency team act as back‐up for another emergency response team role, has maritime knowledge and are used to deal with the normal operation of the fleet. Contact details to Northern Offshore Services and to individual people in Northern Offshore Services can be found in 003‐011 Office contact list. In case of an emergency, the emergency response team will assemble in the office, where all technical information and documentation about the vessels and files with all data’s concerning the crew is available. It is the responsibility of the Master on board to decide if a situation should be reported as an emergency. If in doubt whether a situation can affect the safety of the vessel and its crew or affect pollution of the environment or not, he should seek advice with the company, which will provide support to the Master until the situation is rectified. Communication and reporting in case of an emergency It is the responsibility of all Northern Offshore Services employee involved in the communication with the vessels and the Master on board to be familiar with the routines concerning reporting and communication in case of an emergency situation. If a vessel is involved in an accident, emergency situation or critical situation, which the Master considers requires prompt attention from the company, he must inform the company as soon as possible. The way of informing the company could either be by means of a telephone call or in written forms be means of an e‐mail.

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Rev. no. 3


Examples of Emergency situations Situations where the occurrence threatens the safety of the crew and vessel or threatens the environment ‐ like:

Abandon ship

Fire onboard

Man overboard

Collision

Grounding

Serious injury / illness

Pollution accident

Service vessel major breakdown

Engine failure in confined waters

Reporting to the company in an emergency by means of a telephone call The emergency telephone number to Northern Offshore Services is: +46 761 80 80 00 The initial notification of an emergency situation, should preferable be done by means of a telephone call to the emergency number and followed up by a written message. When informing about an emergency situation via telephone, both the Master on board and the person in the shore‐based organisation, who receives the call, must pay great attention to prevent misunderstandings in their conversation.

The receiver must repeat important information in order to confirm that he has understood the message correct. Especially if the telephone connections, due to long distance call, is of poor quality. As soon as the Master has time for it, the message must be transmitted to the company again in written form. This is important both for the correct understanding of the message, but also, as evidence of facts, during the subsequent investigation of the case. The written messages must be kept in English language ‐ deviation from this requirement can only be done after acceptance from the emergency response team in the office.

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Rev. no. 3


Contents of message The minimum information’s given in the initial reporting of an emergency must be:

1. Name of the vessel

2. Position and local time

3. Nature of accident or emergency situation

4. Present danger for the safety of the crew and vessel

5. Nature of any service required

6. Information’s about the actions, which has already been taken

7. Information about other vessel involved

8. Information about weather condition

9. Further information’s with importance for the situation

10. Agree on time and means of next communication

Reporting to the company in written form by means of e‐mail In addition to or instead of a telephone call to the company, a written message can be sent to the company and / or to individuals within Northern Offshore Services. During normal office hours the message can be sent as an e‐mail. Contact numbers to Northern Offshore Services can be found in the 003‐010 Office contact list.

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Drills


Rev. no. 3


Every crew member shall participate in at least one abandon ship drill, one man over board drill and one fire drill every month. The drills of the crew shall take place within 24h of the vessel leaving a port if more than 25% of the crew has not participated in abandon ship, man over board and fire drills on board that particular vessel in the previous month. When a vessel enters service for the first time, after modification of a major character or when a new crew is engaged, these drills shall be held before sailing. In addition to the above guidelines, the following drills shall be conducted according to SMS‐008‐004.1 ‐ Drill schedule:

• First aid/medical treatment • Oil spill • Collision/ Grounding

The drill schedule shall be posted on board the vessel. After each drill a meeting shall take place with all participants. In the meeting the following shall be discussed;

• Did anything go wrong? • If yes, why? • What can be improved?

Records shall be kept from each drill and these records shall be filed in the FORMS & REPORTS –folder. Use the SMS‐013‐013 ‐ Drill evaluation form. All subjects raised during the drill that need to be communicated to the office shall be reported according to SMS‐009‐001 ‐ Non‐conformities, accidents and hazardous occurrences. The drills can also include one or more of the following topics.

• First Aid arrangements • Site Emergency procedures relating to work location • Site work package hazard and risks • PPE to be worn or used • Muster points • General site rules

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Drills


Rev. no. 3


Drill Instructions Fire drill Each fire drill shall include, but is not limited to;

Reporting to stations and preparing for the duties described in the 'Muster List'.

Starting of a fire pump, using at least the two required jets of water to show that the system is in proper working order.

Checking of personal rescue equipment.

Checking of relevant communication equipment.

Checking the operation of watertight doors, fire doors, fire dampers and main inlets and outlets of ventilation systems in the drill area.

Checking necessary arrangements for subsequent abandoning of the ship. Abandon ship drill Each abandon ship drill shall include, but is not limited to;

• Testing of abandoning ship alarm • Checking that all personnel and passengers are present in accordance with the Muster List • All personnel to be suitably dressed and wearing properly fastened life‐jackets. • Crew instructions & able to demonstrate knowledge of their respective duties. • Checking/testing of lifesaving equipment and launching appliances. • Testing of mobile radio equipment, EPIRB, SART and instruction regarding their use.

The equipment used during drills shall immediately be brought back to its fully operational condition and any faults and defects discovered during the drills shall be remedied as soon as possible and reported to the office. Once the drill is completed should an evaluation report be completed and recorded as history in the planned maintenance system, further should the drill also be recorded in the ship's logbook.

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ISM MANUAL

Drill schedule


Rev. no. 5

Doc. no. SMS‐008‐004.1 Page 1 of 2

Please note that you in addition to these drills also need to carry out the drills in accordance with SMS‐008‐004.

Week Drill Master Sign

1 First aid/ medical treatment

2 Oil spill

3 Collision/ Grounding


5 Oil spill



8 Oil spill



11 Oil spill



14 Oil spill



17 Oil spill



20 Oil spill



23 Oil spill



26 Oil spill


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ISM MANUAL

Drill schedule


Rev. no. 5

Doc. no. SMS‐008‐004.1 Page 2 of 2

Please note that you in addition to these drills also need to carry out the drills in accordance with SMS‐008‐004.

Week Drill Master Sign


29 Oil spill



32 Oil spill



35 Oil spill



38 Oil spill



41 Oil spill



44 Oil spill



47 Oil spill



50 Oil spill



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Abandon ship


Rev. no. 2


ABANDON ONLY ON MASTERS ORDERS

LAUNCH RAFTS

CHECK THAT EVERYONE IS WEARING LIFEJACKET OR IMMERSION SUIT

CLOSE OVERBOARD VALVES

STOP MAIN ENGINE

SEND ”MAYDAY”

PLOT VESSEL POSITION

INFORM MASTER

RAISE ALARM

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Fire


Rev. no. 2


Fire in wind turbine, no personnel on wind tower

Fire in wind turbine, personnel on wind tower

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Man over board


Rev. no. 2


RAISE ALARM, SHOUT; MAN OVER BOARD

ALERT MASTER & MARINE COORDINATOR

KEEP EYES AT MOB AT ALL TIMES

STOP VESSELS PROPELLERSUNTIL MOB IS LOCATED ON

SAR FINDER.

MANOEUVRE VESSEL TO MOB, RESCUE MOB USING MOB KIT

MOB LOCATED?

RENDER FIRST AID IF NECESSARY, EVACUATE TO SHORE IF NECESSARY

START SEARCH AND RESCUE, ALERT COATS

GUARD

NO

YES

YES NO

IS MOB VISIBLE?





Man over board

Issue date

Rev. no. 3


ABANDONING SHIP

ALARM: 7 SHORT TONES + 1 LONG

1. Count all passenger and crew 2. Plot vessels position and send

"Mayday” 3. Bring emergency VHF and

pyrotechnics 4. Alert all stations

1. Prepare life raft 2. Bring SART and EPIRB onboard life

raft 3. Check that all passengers are wearing

life jackets/survival suits 4. Launch life raft on masters order 5. On masters order: Muster life raft

according to safety plan

FIRE ONBOARD

ALARM: UNINTERUPTED TONE

MASTER

1. Count all passenger and crew 2. Stop engines in the fire affected area 3. Release fixed fire extinguish system if

deemed necessary 4. Start fire pump 5. Alert all stations

1. Locate fire 2. Shut fire flaps in the fire affected area 3. Shut emergency fuel shutoff to the

affected area 4. Prepare use of fire hose and portable

extinguishers 5. Start to extinguish fire if fixed fire

system fails

MOB

ALARM: 3 LONG TONES

MASTER

1. Raise alarm shout: 2. ”Man over board” 3. Plot position 4. Alert all stations 5. Manoeuvre vessel to MOB 6. When 2nd Officer have grip on MOB

shut down the engines

1. Keep eyes on MOB at all times 2. Prepare the lifesaving equipment 3. If available, prepare extra/passenger

to help you 4. Get the MOB onboard

MASTERMASTER MASTER

2ND OFFICER 2ND OFFICER 2ND OFFICER

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Collision


Rev. no. 2


As the circumstances of collision with other vessels will evidently be very different from each other, we cannot give a common guidance for all incidents, but the master must make himself acquainted with all important matters and act with care in regard of the present circumstances.

Before anything else the following should be considered:

Secure the safety of life

Secure the safety of the vessel

Assistance to the other vessel

If the vessels are locked, consider the possibilities of holes below the water surface before they are taken apart again.

As soon as possible after a collision the master must report the incident to NOS giving the following information:

The approximate position and time of the collision.

The approximate place of damage of own vessel and the extent of the damage.

Is the vessel tight? Inform of possible ingress of water and possible oil spill.

Is the vessel fully manoeuvrable?

Weather conditions in the area.

Position and name of injured persons and their condition.

Do you want guidance, and if so, in which way?

Do you want NOS to assist in acquiring assistance?

Does the master think that it is possible to reach the nearest port on their own in a safe way?

Other vessel's name and call signal and observed damage.

When reporting to NOS it is sufficient for the master to state number (which is spelled out) and answer for each number. NOS will then be able to picture the collision and the circumstances so that unnecessary waste of time for collecting information is avoided.

Information must be sent as quickly as possible, and if the master is unable to give all information in the first cable, he should report for instance "five later" against the numbers that cannot be answered. Average report must be sent as quickly as possible. The master should note the following for oral information to NOS later on:

1. Time and place for the collision 2. Direction and force of the wind 3. The weather, in case of low visibility 4. Direction and force of the current

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Collision


Rev. no. 2


5. The course and speed of own vessel from sight of other vessel and up to the collision 6. Lights of own vessel 7. Distance, bearing taken and estimated course of other vessel from first sight 8. Other vessel's lights at first sight, and whether other vessel's lights were changed before the

collision 9. Which precautions were taken, and when were they taken in order to avoid the collision 10. Which parts of the vessel were in contact first, and estimated angle of collision 11. Sound signals from own and from other vessel

For final reporting see chapter 9‐1 ‐ SMS reporting on how to report an accident.

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Grounding


Rev. no. 2


As the circumstances at stranding and grounding can naturally be very different, we cannot give directions for all incidents in advance, but the master must be aware of all possibilities for refloating and take the prevailing circumstances into consideration. The points mentioned below should be considered as guidance to the master.

1. Examination of hull: Immediately after a grounding the hull must be examined to determine whether the vessel is tight.

2. Sounding: The water depth around the vessel and the closest area must be examined in order to know in which direction the vessel should get off the ground. In case of tide, this should be considered. Read the draught marks to find out how hard the vessel stands, and note time and reading. A sketch of the water depths must be elaborated and sent to Northern Offshore Services.

3. The nature of the bottom: Find out whether the bottom is of sand, stone, mud or of other nature.

4. Getting the vessel off the ground at high water: If the vessel has grounded at a time between high and low water, and the master considers it possible to get the vessel off the ground at high water, you should usually wait for the water to rise and then try to refloat, if the conditions allow it. The force and direction of the current should be noted carefully. The master must take the necessary steps to avoid that the vessel runs further aground at high water, for instance by dropping the stern anchor.

5. Dropping the anchor (if fitted): Dropping the anchor is recommended, as it can be used for pulling during attempts to get the vessel off the ground as well as avoiding the vessel to drift further aground.

Do not forget to place buoys on all dropped anchors. Please be aware that the vessel does not slide on the anchors at high water or when getting off the ground, as this can cause serious damage to the vessel's bottom.

6. Use of the engine: After a grounding people often try to get the vessel off the ground by means of harsh use of the machinery. This must naturally be done when the vessel stands in a dangerous and exposed place. If the grounding took place in a less exposed place with no immediate danger, and especially if the grounding took place on sand bottom, the master should consider whether it is advisable to expose machinery to the risk of getting damaged by sand.

It is therefore advisable to proceed as mentioned in points 4, 7 and 8 (if conditions allow it).

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Grounding


Rev. no. 2


7. Tug Assistance: If the master finds it necessary he requires tug assistance, it is desirable that the assistance is arranged at the ordinary rate or payment by the hour, through local agents and in accordance with the local representatives of the underwriters ‐ if possible with NOS assistance, in order to avoid any demands for salvage. The master should therefore avoid requiring such assistance by signing Lloyd's Open Form (LOF) or another salvage contract, unless the situation ‐ according to the master ‐ requires it. Master has to be familiar with the conditions in LOF, this form is available on the NOS Intranet; Lloyd's Standard Form of Salvage Agreement.

If the danger of the situation requires it, the master should engage a tug at any condition.

8. Salvage Assistance: If the grounding is serious, and the master finds salvage assistance necessary, he must ask for it as soon as possible.

If possible, the master should make a written agreement in advance of payment by the hours. If an arrangement cannot be obtained, a salvage agreement on the basis "No cure, no pay" must be made. If the situation allows it, the master must consult NOS before concluding a salvage contract or another agreement, but this only applies if vessel or passengers are not exposed to unnecessary risk in the meantime.

9. Grounding Report: As soon as possible after the grounding the master must report the incident to the owner, and if possible with the following pieces of information:

1. Exact time of the grounding, stating local time. 2. Exact position stating tenth of minutes. 3. Course on ground. 4. Speed when running on ground. 5. Sounding the water depth around the vessel (preferably at high water, otherwise inform at

which water). 6. Current conditions, including the direction of the current in relation to the vessel. 7. Nature of the bottom in the stranding area. 8. Weather conditions and the forecast for the next days. 9. Did the grounding take place at high or low water or in between? 10. If possible, tide conditions for the next days. 11. Is the vessel tight, and which examinations have been made in this connection? 12. Position of bunker oil and freshwater tanks before the grounding. 13. Are main engines etc. intact? 14. The master's judgment of possibilities to get the vessel off the ground without assistance. 15. The master's judgment whether the vessel stands in an exposed position.

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Grounding


Rev. no. 2


Reporting When reporting to NOS about the grounding it is sufficient for the master to state the number (which must be spelled out), and the answer against the above numbers. NOS can then picture the grounding and the circumstances which means that unnecessary waste of time for collecting information is avoided. The information must be forwarded as quickly as possible, and if the master is unable to give all information at once, he should just report for instance "eight later" against the numbers that cannot be answered immediately.

The master should give all the further information that may be of any help to NOS to enable them to assist the master. Furthermore the situation must be reported to NOS frequently, and the vessel must be prepared to receive messages/calls.

The master must remember that NOS can only give advice in case of grounding, not instructions. The master is responsible for the vessel and passengers and must take the precautions, which he finds necessary in the actual situation.

When the vessel has got off the ground, the master must inform NOS when the vessel got off the ground and also give other necessary information.

For final reporting see chapter SMS‐009‐001 – Reports and analysis of non‐conformities, accidents and hazardous occurrences.

Use of Machinery a) Use of the main engines: If the conditions allow it, the following must be carried out before refloating:

1. Examination of hull. 2. Check visually outboard parts, like water jets etc, for damages. 3. Check al foundation bolts on main and auxiliary engines. 4. Check all sea water fittings. 5. Check sea water inlets and filters for mud. 6. Check visually that no shafts or couplings of the machine is crooked or out of position

When afloat and startup verify that the machine values appear normal, check visually that the drive train is ok. b) Report to NOS:

1. Are main engine, propeller and rudder or jets intact?

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Serious injury / Illness


Rev. no. 2


I case of serious injury / illness on board follow the following steps:

Establish who is injured/sick

Investigate extent and part of body that is injured or kind of sickness

If at sea – contact JRCC and if necessary request Radio Medical.

If in port – contact local agent

Notify emergency organisation

If necessary, make arrangements to transport the injured or sick person ashore for medical treatment

Gather witness statements if applicable

Log in Ship’s log book

Report to Flag state

Report to Insurance company For final reporting see SMS‐009‐001 Non‐conformities, accidents and hazardous occurrences.

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Oil spill


Rev. no. 2


Oil spills are dangerous to the health of people and to the environment. The hazards include fumes, ignitions, asphyxiation, burns, water contamination, soil contamination and fire. To be well prepared when the disaster strikes all the vessels in the Northern Offshore Services are equipped with a SOPEP kit containing: Mortar bucket, chemical glove, oil resistant protective boots, shovel, oil spill dispenser, oil booms, oil sheets and oil absorbents. If you are in a situation where there has been an oil spill remember the three C’s: Controlling the situation is to stop the cause or source of oil. Containing the oil spill is minimizing the damage of the oil by preventing the spill from spreading to other areas. Cleanup is the removal of the contaminants or oil itself from the affected area. STEP 1: Oil Spill Control

1. Immediately take control of the situation. 2. If possible, stop the source of the leakage. 3. Search for causes of ignition. Put out any flames or turn off any machines that are working 4. Inform management immediately

STEP 2: Oil Spill Containment

1. If the oil or chemicals are near any type of drainage be sure to seal those first. 2. Surround the oil spill with oil spill booms or socks. Enclose the area of contamination. 3. Make sure that you have secured all exit points for the spillage.

STEP 3: Oil Spill Clean Up

1. Place the absorbent pads, pillows or rolls directly on the liquid. 2. Scatter the absorbent pads or rolls in the different areas to aid in the cleanup. 3. Continue placing and replacing absorbent pads until the last drop of liquid is absorbed. 4. Get ready with your plastic bags for the soiled absorbents. 5. Place all the soiled absorbent pads inside the plastic bag. 6. Re‐bag soiled absorbents to prevent leakage. 7. Then once all the absorbent pads are picked up, place the absorbent booms or socks inside the

plastic bags. 8. Once you have finished with bagging everything place the bags inside a drum or a single

container. 9. Label or tag the container. 10. Contact immediately your waste handler for proper disposal.

Do not hesitate to contact your local Fire Department if you have a large spill. For final reporting see chapter SMS‐009‐001 Non‐conformities, accidents and hazardous occurrences.

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Service vessel major breakdown


Rev. no. 1


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Personnel stranded on WT by weather


Rev. no. 2


YES NO

YES NO

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ISM MANUAL

Emergency anchoring


Rev. no. 2


Before entering an area with limited maneuvering space, for instance a narrow channel or a port, where it might be necessary to drop anchor in case of an emergency, the following actions should be conducted:

STEP 1 Release the hook or lock‐pin attached to the anchor chain that prevents the anchor from falling into the water.

STEP 2 In case of an emergency, release the anchor winch brake to let the anchor loose.

STEP 3 When the anchor hits the bottom and you think that enough anchor chain has been dropped (about 2‐3 times the water depth), tighten the brake in order to fasten the chain, which will prevent the vessel from drifting into shallow waters and groundings.

In case you have not released the hook or lock‐pin attached to the anchor chain and you need to execute an emergency anchoring, a hammer should be placed near by the anchor system in order for you to be able to force open the hook or lock‐pin. When you have left the area of limited maneuvering space and entered open water, remember to re‐attach the hook or lock‐pin to the anchor chain.

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Emergency towing


Rev. no. 1


Purpose The purpose of this procedure is to ensure that in an emergency situation where one of the Company’s vessels needs to be towed or will perform towing the towing operation is performed in the safest way possible in accordance with the steps provided in this procedure. If the situation is stable no towage shall be commenced, the vessel in emergency shall only be held in position, however, if a towing booklet have been developed for the vessel performing the towing a commercial towing could be performed. It is the Masters decision to start the tow if own or other vessel is in an emergency. Responsibilities It is the Master’s responsibility to comply with this procedure. Communication NOS Duty Officer Ashore shall be contacted before any commercial towing is commenced. The responsible person ashore contacts insurance company to decide if to hire external tug assistance. Procedures See next two pages for procedures for towing / being towed.

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Emergency towing


Rev. no. 1


Preparing the towing

Step 1 Establish contact with the towing vessel.

Step 2 Establish contact with NOS office, onsite clients and marine coordination.

Step 3 Establish current weather conditions and continued weather updates.

Step 4 Establish, depending on the damage, weather the vessel should be towed from ahead or from astern.

Step 5 Establish which towing line is to be used (Other vessels towing line or own towing line).

Step 6 Establish witch towing points and bollards most suitable for the towing.

Step 7 Wear PPE as according to PPE Matrix in SMS‐007‐024 ‐ Personal protective equipment

Step 8 Prepare suitable towing bridle.

Step 9 Emergency towline prepared.

Step 10 Keep throwing lines ready.

Step 11 Take out and have ready equipment like; heavy shackles / hammers / crowbars, etc.

Commencing/performing the towing

Step 1 Throughout the towing opeartion, concider the forces applied on the towing equipment, and take measuers to keep the forced below the expected capacity of the equipment.

Step 2 If towing is commenced in open water, towline is to have enough slack to lessen stress on towing line.

Step 3 Keep continuous contact with the other vessel, no action should be taken regarding navigation / engine movement without informing other Master.

Step 4 Closely monitor the towing arrangement throughout the whole towing operation from a suitable safe position on the vessel.

Step 5 When the towing operation slow down /stops closely monitor the towing line(s) for slack and if necessary retrieve the towing line to prevent the line from ending up under the vessel and possibly in the propeller etc.

Note: This is a general guide of procedures to be followed. Much will depend on equipment available and weather conditions. Always refer to the "Peril at Sea & Salvage" guide on board.

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Emergency towing


Rev. no. 1


Preparing being towed

Step 1 Establish contact with the towing vessel.

Step 2 Establish contact with NOS office, onsite clients and marine coordination.

Step 3 Establish current weather conditions and continued weather updates.

Step 4 Establish, depending on the damage, weather the vessel should be towed from ahead or from astern.

Step 5 Establish which towing line is to be used (Other vessels towing line or own towing line).

Step 6 Establish witch towing points and bollards most suitable for the towing.

Step 7 Wear PPE as according to PPE Matrix in SMS‐007‐024 ‐ Personal protective equipment

Step 8 Prepare suitable towing bridle.

Step 9 Emergency towline prepared.

Step 10 Keep throwing lines ready.

Step 11 Take out and have ready equipment like; heavy shackles / hammers / crowbars, etc.

Commencing/being towed

Step 1 Throughout the towing operation, consider the forces applied on the towing equipment, and take measures to keep the forced below the expected capacity of the equipment.

Step 2 If towing is commenced in open water, towline is to have enough slack to lessen stress on towing line.

Step 3 Keep continuous contact with the other vessel, no action should be taken regarding navigation / engine movement without informing other Master.

Step 4 Closely monitor the towing arrangement throughout the whole towing operation from a suitable safe position on the vessel.

Step 5 When the towing operation slow down /stops closely monitor the towing line(s) for slack and if necessary retrieve the towing line to prevent the line from ending up under the vessel and possibly in the propeller etc.

Note: This is a general guide of procedures to be followed. Much will depend on equipment available and weather conditions. Always refer to the "Peril at Sea & Salvage" guide on board.

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Emergency engine procedures


Rev. no. 1


Purpose The purpose of this procedure is to make sure sufficient instructions are available on board in an event where the vessel would become inoperable due to black‐out. Responsibilities It is the Masters responsibility, together with the Technical Department at the office, to establish these vessel specific emergency procedures. It is the Masters responsibility to make sure this procedure is being followed on board. All crew are responsible to read these instructions and to be familiar with the operation thereof. Procedure The following emergency procedures for operation of critical machinery must be available on board:

Main engine start‐up procedure after black‐out

Aux engine start‐up procedure after black‐out

Emergency operation of steering gear These above procedures must be posted at strategic and easily found locations in the engine room together with an overview were location of the procedure is described. These emergency procedures should be followed in case of emergencies or malfunction of critical equipment.

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.ISM MANUAL Reports and analysis

Non‐conformities, accidents and hazardous occurrences


Rev. no. 7


General The purpose of this procedure is to ensure that incidents, accidents, near‐accidents and non‐conformities are reported to the company, investigated and analysed with the objective to ensure continuous improvement. Responsibility It is the responsibility of the Master and crew on board together with the company office personnel to use the reporting system. Reporting system A reporting system has been developed and implemented, in order to improve safety and pollution prevention, and furthermore to ensure that the experience gained and the daily work are used and distributed to other vessels in the fleet. When reporting one of the above mentioned events this is to be done through the AMOS2 Web Interface available on http://a2web/. In the report the event should be described as thoroughly as possible to give the person receiving the report a clear picture of what has occurred. Definitions Incident: An occurrence or event that interrupts normal procedure. Accident: An undesired event, which results in personnel injury, damages to the vessel or essential parts of its equipment, the consequence of which threatens the safety of the ship and her crew or threatens the marine environment. Near‐Accident: An undesired event that under slightly different circumstances could have resulted in harm to people, harm or potential harm to the environment or damage to property or loss to process. Non‐conformity: Non‐conformity means a situation where specified requirement in the Safety Management System or other regulations are not fulfilled. Observation: An observation is a finding without a clear reference to a standard requirement, or a finding without clear evidence. Observations can relate to a both positive and negative finding. Reporting an Incident If an incident occurs involving failing mechanical parts or other equipment on board the vessel an incident report must be entered in AMOS Web Interface. The Master is responsible for preparing the report together with all involved crew. The report should be entered in the system within 12 hours. If the crew have any further comments or suggestions this should be forwarded to the office. All photos taken during the accident investigation must be forwarded to Northern Offshore Services. Reporting an Accident

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Rev. no. 7


If an accident occurs either involving personnel injury or loss of life or damage to the environment or damage to the vessel or its equipment, a report must entered in AMOS Web Interface. The Master is responsible for preparing the report together with all involved crew. The report should be entered in the system within 12 hours. If the crew have any further comments or suggestions this should be forwarded to the investigation team. All photos taken during the incident investigation must be forwarded to Northern Offshore Services. Reporting a Near‐Accident It is of utmost importance that Near‐Accident situations are being reported, simply because if they are not reported, they could tend to become acceptable standards. Additional valuable experience gained on board one vessel is wasted if not distributed to other vessels on the same fleet. It must be remembered that the system is not made in order to be able to blame individuals, who has been close to an accident or other events. The reason for collecting such information is simply to avoid the same thing to happen again, and preventing a near miss to become a real event. Reporting a Non‐Conformity All personnel involved in the operation of the vessel, on board the vessel or in the company office, have a right to report about matters, deviating from the procedures and guidelines given in the SMS. Non‐conformities are recognised as deviations from rules and regulations or what is written in the safety management system and its procedures. Correction of either the written procedures or the way the matter is handled in the daily operation of the vessel should lead to improvements in the system and its procedures. Reporting to flag state In addition to above the Master must report occupational accidents and incidents of poisoning that have occurred on board the vessel if the accident or the poisoning has led to incapacity for work for one day or more in addition to the day of the incident or if the injured person has not been able to carry out his or her usual work on board for one day or more in addition to the day of the injury. This form is available on the company intranet or on dma.dk. Categorization of incoming reports When one of the above mentioned reports has been submitted through the AMOS2 Web Interface and received at the office, it is categorised according to the above definitions. Handling of incident, accident and near‐accident reports When an incident, accident or near‐accident report have categorized it’s handed over to relevant head of departments who has an obligation to investigate all aspects and initiate corrective actions. The designated person has an obligation to follow the various cases, and use his authority to give safety aspects the highest priority in relation to other interest.

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Rev. no. 7


When the person at the office, in charge of handling a case, has investigated the matter that has been reported and a conclusion has been made, subsequent comments will be made and added to the report. If the result is accepted the report can be closed. Handling of a non‐conformity report When a non‐conformity report from a vessel has been received in AMOS, it is handed over to relevant head of departments, who has an obligation to investigate all aspects and initiate corrective actions. The designated person has an obligation to follow the various cases, and use his authority to give safety aspects the highest priority in relation to other interest. When the person, in charge of handling a case, has investigated the matter, that has been reported and a conclusion has been made, a written answer must be returned to the writer. If the result is accepted the report can be closed. If not accepted, a written explanatory statement must be returned and the designated person, together with other personnel involved, must evaluate the case ones more. If the result of the investigation / treatment of a non‐conformity report results in a change or amendments to the SMS, the change and implementation procedures as described in SMS ‐ must be followed. Changes in the system must always be carried out from the company office. Distribution When all aspects of a report has been investigated, the designated person, must evaluate the result and decide if distribution of the result should be sent to all vessels or to only a limited number, where the actual matter are relevant. All identities in a distributed report are to be kept anonymous to avoid the risk to single out any person liable for errors etc. Filing All closed SMS reports sent on board from the office should be stored in the REPORTS & FORMS –folder. Closed reports must be filed both on board the vessel and at the office for a period of 5 years.

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Follow‐up investigation


Rev. no. 2


Investigation Accidents and incidents, including near‐misses, shall be investigated to ascertain the root cause of the incident. The Emergency Response Team shall be responsible of providing the following relevant material for the final investigation report.

Reports of evidence.

Relevant logging from normal operation before the incident.

Log and notes from the Emergency Response Team.

E‐mails concerning the incident.

Other written material concerning the incident. Other parties like flag state, insurance companies, local authorities and others may also wish to investigate the circumstances of an incident. It is important that such investigations are coordinated and performed as smoothly as possible without stressing the crew and the Emergency Response Team members more than they already are. Investigation onboard One Technical Superintendent and the DP/HSEQ Coordinator shall, preferably, conduct the internal investigations. If it is considered enough that only one person conduct the investigation or it is impractical to send two persons it shall be avoided that the vessels Superintendent are sent to the scene. It is preferred that the DP/HSEQ Coordinator conducts the investigation. It shall always be considered to use an independent party to conduct or lead the internal investigation. Reporting Investigation reports shall be distributed to the DP, COO and Managing Director whom will decide further distribution.

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Suggestions for improvement


Rev. no. 2


All personnel shall know that the SMS is a living system and that modifications and new entries can be made to it. Each individual is responsible for reporting to the management/designated person if there are any part(s) in the SMS that needs to be modified or amended due to that existing policies, procedures or instructions are inconsistent with reality. Suggestions for improvement are submitted via the AMOS2 web interface (http://a2web). Upon receipt of a suggestion for improvement report, it shall be thoroughly reviewed and evaluated by the DP or other assigned responsible person and if necessary distributed to the other vessels in the fleet prior issue of actual change. If the suggestion for improvement leads to a major change reflecting the whole fleet, this change shall be highlighted to all vessels as well as concerned shore staff.

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On board complaint


Rev. no. 2


The complainant crewmember shall submit his/her complaint in writing using the complaint form available on the intranet. Once submitted a copy will be forwarded to the complainants e‐mail provided in the complaint form. The complainant crewmember shall submit his/her complaint in writing within five days of the occurrence, or according to the circumstances, following the below hierarchy:

Level 1) Master Level 2) DP

Each level has a further five (5) days to solve the complaint. Complaints should be sought to be resolved at the first level; and only when the matter cannot be resolved to the satisfaction of both parties, shall it be elevated to second level. If the complainant crewmember refers the complaint to the Master, the Master shall handle the complaint personally and may seek the assistance of the DP to handle complaints. If the Master is unable to resolve the complaint, the crewmember shall have ten (10) days to bring it through the Master to the company, or if the complaint may be to the prejudice of the Master, then directly to the company. The company and the crewmember concerned shall have a period of twenty (20) days there from to solve the matter. If after twenty (20) days, the complaint has not been solved, then either party shall have a further twenty (20) days to bring the matter to flag state and seafarers country of residence. (contact details available on page 2) Complainant crewmembers have the right to be accompanied and to be represented by another crewmember of their choice on board the vessel. Crewmembers have the right to be accompanied or represented during the complaints procedure. The complainant crewmember shall not be victimized. All complaints and decisions on them shall be recorded and a copy provided to the complainant crewmember.

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On board complaint


Rev. no. 2


Contact details Danish Maritime Authority Phone: +45 91 37 60 00 E‐mail: [email protected] Address: Carl Jacobsens Vej 31

DK‐2500 Valby Swedish Transport Agency Phone: +46 771 503 503 E‐mail: [email protected] Address: Olai Kyrkogata 35

601 73 Norrköping Faroese Maritime Authority Phone: +298 35 15 00 Email: [email protected] Address: Sjóvinnustýrið, Sigmundargøta 13,

Postrúm 1178, 110 Tórshavn

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.ISM MANUAL Maintenance of the ship and equipment

Maintenance


Rev. no. 2


Objectives Northern Offshore Services have “establish procedures to ensure that the vessels are maintained in conformity with provisions of relevant rules and regulations and with any additional requirements which may be established by the company” (Ref. ISM code 10.1). The objective of this procedure is provided by means of the implemented PMS system AMOS M&P. Responsibilities The Master has the overall responsibility for the proper upkeep, & execution of the planned maintenance system on board. The Master shall co‐ordinate the maintenance together with the rest of the crew. The Master is responsible for recording the maintenance carried out & spares consumed. The Technical Superintendents are ultimately responsible for ensuring that all vessels are using the PMS, and that the data and routines are up to date. Instructions The PMS is available through the AMOS2 Web Interface (http://a2web). The Master is in charge of the repair and maintenance of all the equipment on board the vessel. The various maintenance routines & intervals detailed in the manufacturer instruction manuals are to be entered into the PMS, which together with other experience factors will ensure a continuous and secure operation. The routine maintenance is carried out in accordance with the computerised PMS. This contains a maintenance schedule of the vessel and its equipment. All records in the PMS must be kept up to date at all times. The work instructions should be followed as detailed in the PMS. If a job is postponed it must have a reason for the postponement recorded, & the job re‐scheduled for the future. The status of class of the vessel shall be maintained as per the quarterly listing, which is reviewed and sent on board the vessel by the Technical Department. Vessels without access to the AMOS2 Web Interface follow the procedure mentioned in the end of this document. Inventory Control The computer based PMS also includes a spares inventory control system. It must be updated, with details of consumption and receipt. At all times the records in the PMS must reflect the correct physical inventory on board the vessel. Spare parts related to critical equipment must be clearly identified and in line with manufacturers recommendations. Critical Systems All equipment identified as critical equipment on board in compliance with SMS‐010‐003 ‐ Critical equipment, must be marked accordingly in the PMS ‐ references to the maintenance program for the said equipment must follow each component / system.

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Maintenance


Rev. no. 2


Vessels without access to the AMOS2 Web Interface Maintenance, repairs and relevant surveys are carried out in a planned, safe and timely manner following the requirements of Classification Society, flag state and producers of engines and equipment manufacturers. Running hours of engines are recorded in the engine logbook. All maintenance shall be reported to the technical department.

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Inspection


Rev. no. 3


Inspections All vessels in the Northern Offshore Services fleet shall at least once a year have an inspection on board. Some flexibility in the interval of inspection is accepted by the Company. This is to allow for the availability of resources and uncertainties in trading patterns of the vessel. The scope of the inspection will include all areas of activities on board the vessel. As a minimum guideline the inspection will involve:

Inspection as according to IMCA M 189 Rev. 2. (or similar) All findings collated from onboard inspection must be discussed with the Technical Department, to get their input and follow up action. The Technical Department also have the responsibility to enter all findings from an on board inspection into AMOS2 and make sure all findings are given the correct attention and gets closed out. The shore based staff shall conduct themselves in the manner as required by the Company. They shall lead by example, always be attired in the proper PPE and follow all safety procedures as required by the crew onboard. The Company representative will promote the safety culture on board. A record of the inspections must be maintained by the technical department in order to comply with the requirement for minimum inspection intervals. Following every inspection on board an inspection report shall be filed and be available on board. The Technical Department has the responsibility to make sure that this report and all actions taken are forwarded on board.

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Critical equipment


Rev. no. 2


Objectives The objective of this procedure is to establish a set of guidelines after which essential equipment and systems must be tested at regular interval, stand by equipment and emergency operation procedures must be prepared for use. Responsibilities The Master has overall responsibility for organizing the test program and maintain preparedness for the use of stand by equipment and emergency operation. Instructions Critical equipment is defined as equipment or systems, the failure of which may result in hazardous situations. Critical equipment and systems onboard should be tested to ensure functional reliability or the use of alternative arrangements in the event of sudden failure. It is the responsibility of the Master to arrange for the scheduled test of critical equipment and test of emergency operation procedures. The Master must continuously monitor the preparedness onboard in responding to unforeseen operational failures arising to essential equipment and or systems, and arrange for additional training when deemed necessary. The testing of stand by equipment and arrangements should assist in ensuring that single failure does not cause the loss of a critical vessel function that could lead to an accident. Equipment and systems that are not continuously active or have been inactive for some time should be tested regularly and prior to conducting critical operations. Systematic test of critical functions should be included in the maintenance schedule. Programs for test and preventive maintenance of such equipment must be implemented in the computer based maintenance schedule. Identification of critical equipment All equipment identified as critical equipment onboard must be marked accordingly in the maintenance schedule references to the maintenance program for the said equipment must follow each component / system. On each individual ship, the critical equipment must be identified. As a minimum the list should include the following equipment:

• Fire Pump(s). • Anchor Release Equipment.

Maintenance and inspection routines Maintenance and inspection schedule and intervals must be available and recorded in the maintenance schedule. Maintenance and repairs of critical equipment Prior to carrying out maintenance and repair jobs on critical equipment when not in port which render or could render the critical equipment inoperable, a formal risk assessment (SMS.007.001) must be carried out.

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ISM MANUAL Maintenance of the ship and equipment

Purchasing


Rev. no. 3


Objectives The objective of this procedure is to provide clear guidelines for the proper purchase and delivery of spare parts and stores on board the vessel. Responsibilities It is the responsibility of the Master to ensure that this procedure is followed. It is the responsibility of the Technical Superintendents to ensure that the vessels are supplied with the requisite spares and stores. Instructions All the requisitions for the items required on board the vessel shall be done using the form; SMS‐013‐017 – Purchase order form. Unless otherwise agreed, all purchases must go through the Technical Superintendent with responsibilities for the vessel. Receipt/Return of Goods When ordered goods are received on board, the quantity and quality must be checked. If the supplied goods do not live up to NOS standard or in another respect do not comply with the expected quality, this should be reported to the Technical department as soon as possible. Master purchasing limits. See SMS‐006‐006 Purchasing work flow, stores, lubrication oil and spare parts. All orders from ship to be sent to Order@n‐o‐s.eu All orders purchasing department inform superintendent. All orders to be made in purchasing program and get an order number. All orders to be sent to maker, supplier including copy to ship. All orders to be cost estimated. All orders to be given account. Service purchasing work flow. All service orders from ship to be sent to Superintendent in charge for ship. All orders to be made in purchasing program and get an order number. All orders to be sent to maker, supplier including copy to ship and Order@n‐o‐s.eu All orders to be cost estimated. All orders to be given account. Shipyard visits and major service Master/ crew and Technical Superintend to do work list for yard. Senior Master to be consulted in planned yards and major services. Technical Manager to approve yard work. Yard to be cost estimated. Order to be made in purchasing system and sent to yard, and order@n‐o‐s.eu.

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ISM MANUAL Maintenance of the ship and equipment

Reporting a claim


Rev. no. 1


Objectives The objective of this procedure is to provide instructions for reporting claims and make sure all notes regarding warranty issues should run smoothly and reported in the right way to our sub‐contractors. Responsibility It is the responsibility of the Master to ensure that the all claims are reported promptly in accordance with this procedure. When reporting a claim the form SMS‐013‐018 – Claim reporting form should be used. Instructions

1. When a defect is found it should be reported to the Technical Department at Northern Offshore Services.

2. The responsible Technical Superintendent decides if the defect is a claim. 3. If classified as a claim the Master is asked to fill out a claim report (SMS‐013‐018 – Claim

reporting form) with all necessary information and supporting pictures. 4. Master then sends the claim report to the responsible Technical Superintendent who will

approve the claim. 5. When the first report is finished the Technical Superintendent will forward it to the person

responsible at the yard and a copy to the Northern Offshore Services Product Development Department

6. The Product Development Department will then file the report on the server and follow up with the yard to either get approval to fix fault on site or assist in case builder wants to go to site and fix fault.

Repairing claim faults When repairing defects by crew or external company, vessel crew shall inform company to specify on invoice what claim number they are dealing with. Then complete claim report and write how the defect was repaired. If defect is repaired by crew write how many hours’ job taken and spares cost. Always remember to write your name in the bottom when you have changed anything in the report.

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ISM MANUAL

Reporting a technical failure


Rev. no. 1


Technical failure means an undesired event caused by a technical failure onboard, which does not threatens the safety of the crew, passengers or the vessel itself. When reporting a technical failure use the form SMS‐013‐004 – Technical failure form and forward it to the responsible Technical Superintendent.

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.ISM MANUAL Documentation

Document control


Rev. no. 3


Responsibilities Managing Director:

Responsible for approving the content, changes and modifications of the SMS documentation Designated Person:

Responsible for ensuring that the computer based SMS documentation is valid and up to date at all workstations

Responsible for the implementation of revisions Master:

Responsible for all on board SMS documentation. SMS Documentation The Safety Management System is documented electronically, available on the AMOS2 Web Interface (http://a2web). Revisions to the SMS database are replicated automatically between shore and ship database. The documents are of a standard format and are controlled by the way of a page header system. The manuals are revised by the management when necessary, entered by DP, approved by Managing Director and then replicated within the database. The on board Master is responsible for making sure that the on board database is up to date. Any printed procedures shall be considered as non‐controlled documents. Certificate Handling All vessels shall always carry valid and appropriate documents and certificates necessary for their trade and the safety of the ship, her crew, cargo and passengers. The Master is responsible for making sure that all necessary certificates are available on board and stored in a neat and orderly manner.

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.ISM MANUAL Documentation

Record control


Rev. no. 7


All forms, checklists and reports should be filed in a separate folder in accordance with this list: SMS‐013‐001 ‐ Confirmation of understanding This is a personal document, a copy should be kept with the employee's private certificates on board and the original is kept in the personnel folder at the office. SMS‐013‐002 ‐ Acceptance of policies This is a personal document, a copy should be kept with the employee's private certificates on board and the original is kept in the personnel folder at the office. SMS‐013‐003 ‐ Safety induction for passengers Kept on board for 1 year, and then sent to office. SMS‐013‐004 ‐ Technical failure report Kept on board for 1 year, and then sent to office SMS‐013‐005 ‐ Hand over report Kept on board for 1 year, and then sent to office SMS‐013‐007 ‐ Master’s review Kept on board for 5 years, and then discarded. SMS‐013‐008 ‐ Work permit form Kept on board for 1 year, and then discarded. SMS‐013‐010 ‐ Passenger list Kept on board for 1 year, and then discarded. SMS‐013‐011 ‐ Evaluation and appraisal form Not stored on board, directly sent to HR department SMS‐013‐012 ‐ Management of change form Kept on board for 1 year, and then sent to office SMS‐013‐013 ‐ Drill evaluation form Kept on board for 1 year, and then sent to office

SMS‐013‐014 ‐ Risk assessment form Updated once every year, old version to be discarded SMS‐013‐015 ‐ Toolbox talks form Kept on board for 6 months, then thrown SMS‐013‐016 ‐ Safety meeting form Kept on board for 1 year, and then sent to office SMS‐013‐017 ‐ Purchase order form Kept on board for 1 year, then thrown SMS‐013‐018 ‐ Claim reporting form Kept on board for 1 year, and then sent to office SMS‐013‐019 ‐ Crew list form Kept on board for 1 year, then thrown SMS‐013‐020 ‐ Safety ind. for visitors/contrs Kept on board for 1 year, and then sent to office. SMS‐013‐021 – Voyage plan Kept on board for 3 years, and then discarded. SMS‐014 ‐ Checklists Kept on board for 5 years, and then discarded. OTHERS: Latest management review Renewed annually, old report can be discarded Latest (IMCA) inspection protocol Renewed annually, old protocol can be discarded Latest external ISM/MLC audit report Renewed annually, old report can be discarded Latest internal ISM/MLC audit report Renewed annually, old report can be discarded Closed Incident, Accident, Near‐Accident Kept on board for 5 years, and then discarded

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.ISM MANUAL Company verification, review and evaluation

Internal & external audit


Rev. no. 4


Objectives The objective of this procedure is to give guidelines for preparing and conducting internal and arranging external audits on board Company vessels and offices. Responsibilities It is the responsibility of the Managing Director or DPA to be in charge of Audits on the Office and on board the Company's Vessels. It is the responsibility of the Master to implement corrective‐ and preventive actions related to any identified non conformities and observations on board. It is the responsibility of any Head of Department to implement corrective‐ and preventive actions related to any identified non conformities and observations ashore. All Company personnel, both on board and ashore, who are assigned tasks associated with this procedure, shall comply with this procedure. Instructions Internal Audits include the random examination of all procedures covered by the Safety Management System. The Audits will be carried out in accordance with the schedule in 12‐2 Annual Audit Plan, however, an Audit can be carried out at any time if the Managing Director or the DPA requires this. Interval of audit:

External intermediate audit Internal

Vessel 30 months (+/‐ 6 months) Not exceeding 12 months*

Office 12 months (+/‐ 3months) Not exceeding 12 months* *In exceptional circumstances, this interval may be exceeded by not more than three months.

Renewal vessel and office audits are due every 60 months with no window. The Managing Director and the DPA are responsible that Audits are planned, carried out and reported. As a general rule internal audits shall be performed by members of the HSEQ Department, or any other independent appropriately qualified person. The auditor shall be sufficiently experienced with Company’s operations of vessels and well conversant with the Safety Management System. The auditor shall have prior training in conducting of audits related to the ISM code. Generally all auditors shall have attended a course for training of Internal Auditors as carried out internally or externally. The external auditors must provide evidence (certificate) of his Audit Training. A copy of this certificate must remain with the audit report. The results of Internal Audits are to be presented in writing to the persons responsible for the area covered by the audit. Should a Non‐conformity be discovered, the Managers associated with the area in question are to ensure that a corrective action is initiated, with a close out date. The Managing Director and the DPA are to make sure that irregularities in the respective departments are rectified in accordance with the Audit Report.

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Rev. no. 4


Audit Preparation Prior to an internal audit the auditor shall review the previous audit reportand draw up a check‐list of all items to be audited. These items are to cover a broad section of the activities to be audited and are to address the following questions:

• Does the procedure fulfill ISM and MLC requirements? • Is the procedure sufficient, relevant and in legal compliance? • Is the procedure being followed? • Is appropriate equipment present?

Audit Execution

The scope of shipboard Internal Audit shall include all activities which have an influence on the vessel’s safety, quality, security and environmental management standards.

Opening meeting with the management and representatives to confirm the audit plan and in brief describe the reason for the audit.

Preparation of interview plan.

Verification and evaluation of non conformities and/or observations raised at the previous audit with the Master or Leading Staff. Final close‐out shall be completed at the closing meeting on verification by the auditor.

Internal Audit form is to be used during the audit.

A closing meeting with the crew, explaining the non conformities, agreeing corrective action, and instructions for reporting their correction.

Appraising the crew. Audit Report The audit report related to vessels including any non conformities and observations shall be prepared and filed in AMOS Q&S. Audit reports related to the office shall be presented to the Managing Director by the DPA. The audit report shall clearly state any specific topics audited, e.g. follow up on issues identified at external audits, implementation of the Company SMS etc. The Internal Audit Report should be available within 1 week after the Audit has been completed. The operation of the vessel is to be evaluated in accordance with the company's Safety Management System Manual and the International Safety Management Code (ISM). Non Conformities A non conformity shall be classified as an observed situation where factual evidence indicates the non fulfilment of a specified requirement. The non conformity statement shall be concise, accurate and supported by objective evidence. In consultation with the vessels‐and/or office staff, the agreed remedial action shall be stated. All non conformities shall include following:

Numbered reference to the SMS documents, and requirements of the ISM code

Brief statement of the requirements of the above reference

Brief statement of the objective evidence that those requirements are not complied with, agreed corrective action to ensure that appropriate remedial action/steps are being taken to eliminate the non‐conformity

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Rev. no. 4


Upon completion of the audit any identified non conformity on board a vessel shall be filed in AMOS Q&S. Observations A statement of fact made during an audit based on objective evidence. Statements may be both positive and negative. Upon completion of the audit any identified observations on board a vessel shall be filed in AMOS Q&S. Follow Up Non conformities/Observations identified during internal audits shall be dealt with as detailed in this procedure, to ensure that corrective actions are completed before the date assigned. The Auditor/DPA may propose corrective actions after discussions with the auditee (Master or Head of Department) who shall implement required corrective actions to correct the Non Conformities/Observations identified during the audit. Feedback on follow‐up shall be provided by the auditee (Master or Head of Department) to the DPA until final close out of the non conformity or satisfactory closure of each observation. The Company shall maintain records to demonstrate that all actionable items, arising out of an audit, have been closed out as soon as is reasonably practicable. The results of audits shall be tracked till its completion to demonstrate close out of required corrective actions. The DPA shall provide a summary of Non Conformities & Observations at the Monthly Management Meetings, as part of the Annual Management Review of the system, the DPA shall present a summary of the audit findings. In addition to above a follow up audit is to be carried out within 270 days from the latest internal audit. This follow up is to be carried out by a Senior Captain or Flag Captain in educational purposes for both crew on board the vessel and the person carrying out the follow up. When a follow up on audit is carried out the procedure (and checklist) 11.01.04 ‐ ISM‐MLC audit follow up (available on NOS Intranet) should be followed. After this has been completed the person in charge of the follow up is to forward the report to the HSEQ Department were all findings are entered into AMOS Q&S.




ISM MANUAL Company verification, review and evaluation

Annual Audit Plan

Issue date

Rev. no. 3


Jan‐15 Feb‐15 Mar‐15 Apr‐15 May‐15 Jun‐15 Jul‐15 Aug‐15 Sept‐15 Oct‐15 Nov‐15 Dec‐15

ACCOMPLISHER IA TI

ACHIEVER IA TI

ADVANCER IA TI

ARRIVER TI IA

ASSISTER TI IA

ATTENDER IA TI

CARRIER IA TI

DELIVERER TI IA

DEVELOPER TI IA

DISCOVERER IA TI

PERFORMER IA TI

PRECEDER IA TI

PROVIDER IA TI

SUPPLIER IA TI

SUPPORTER IA TI

TENDER1 TI

TRANSPORTER IA TI

VOYAGER IA TI

OFFICE EA IA

IA Internal ISM/MLC Audit

EA External ISM/MLC Audit (Intermediate/Renewal)

INI Initial Audit

TI Technical Inspection

This schedule is not fixed and can be modified to better suit port locations etc.

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Company verification and review


Rev. no. 4


Safety Meetings At least once during a two weeks period the crew should hold the on board Safety Meeting, a protocol shall be recorded in the Safety Meeting Form (SMS‐013‐016). The safety meeting shall as a minimum include:

Follow up from previous safety meetings, ongoing cases and investigations.

If any accidents/incidents/near‐accidents has occurred since last meeting

If any risk assessments has been carried out since last meeting

If there has been any audits/inspections since last meeting

All subjects raised that need to be communicated to the office shall be reported according to SMS‐009‐001 ‐ Non‐conformities, accidents and hazardous occurrences.

Master's review Annually, a review of the safety management system should be carried out on board in order to ensure that the system is efficient and effective, to consider the needs for improvement and to give practical input for the management review.

Subjects of the review.

Efficiency of the safety system.

Procedures.

Checklists.

Forms.

Reporting processes and formats.

Review of Risk Assessments

Results of drills.

Non‐conformities of internal audits.

Analyses of incident reports.

Recommendations from class.

Any deficiencies from port‐state controls.

Other subjects relating to quality, safety and health. The Master’s review should be submitted from each vessel in the fourth quarter every year using the form Masters review (SMS‐013‐007). Once completed it should be forwarded to the HSEQ Department.

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Rev. no. 4


Annual Management Review Objectives The objective of this procedure is to provide the Company Management with guidelines and instructions for the Management Review ensuring compliance with applicable codes, standards, rules and regulations. Responsibilities: The Chief Operating Officer is responsible to conduct an annual Management Review. The DP is responsible in ensuring that requirements in this procedure are followed and complied with. General Instructions A management review shall be conducted within the office in the first quarter of each year covering the previous calendar year. Participants The participants for the Management Review shall as a minimum include persons listed below, additional persons may be assigned for participation at the review.

Managing Director

Chief Operating Officer

Designated Person Ashore

Technical Superintendent(s) Management Review Aspects

Safety awareness, implementation and motivation in various levels of the organization

Measuring of KPI’s

Status and adequacy of the SMS

Significance of feed‐back through Non Conformities and Observations

Review common problems and trends identified from the results of audits and vessel inspections, with intent to identify the root cause and any essential weakness in the SMS

Review of PSC, NC as well as Safety meetings and accidents/ hazardous occurrences.

Review of Risk Assessments

Review the SMS identifying particular aspects that require inclusion in the SMS as a separate documented procedure and agreed deadline for the inclusion.

Review of the impact of all changes to the role and responsibility of the Company, indicating whether these changes have met expectations and plans.

Recommendations following class and statutory surveys and discussions of upcoming regulations.

Companies progress towards safety and environmental excellence.

Review of resources provided by the Company for implementation of the Company’s SMS.

Review of Company's Improvement Plan, clear statement of targets & objectives to set for forthcoming year.

Submitted Masters Reviews

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Rev. no. 4


Statistical data Statistical data as referred to in this procedure are to be prepared for the previous calender year. The measuring period is to be indicated in the minutes of meeting. Agenda The Agenda for the Management Review shall as a minimum contain the following points as included for discussion: Follow up on previous Management Review, Incidents, Accidents and Near‐Accidents, Non‐Conformities, Observations, and Suggestions for improvements.

Identified at internal‐ and external audits (office)

Identified at internal‐ and external audits (vessels)

Identified at Port‐ and Flag State Control inspections (vessels)

Identified at any other third party inspections (vessels)

Identified by vessels Safety Management System (SMS)

Status of SMS documentation (e.g. Master’s Reviews, Safety Meetings etc.)

Effectiveness of the SMS

Impact to the SMS due to new rules, regulations and industry guidelines

Planned changes or suggestions or recommendations for improvement that would affect the SMS

Considerations for updating the system as a result of fleet changes, trade and market strategies, new regulations or changes in social and environmental attitudes

Review of objectives and policies

Review of the Emergency Response Plan

Review of resources provided by the Company for implementation of the SMS Company

Review of impact of all changes to the role and responsibility of the Company

Crew Recruitment and Selection Process

Review of Company KPI’s

Review of Company's Improvement Plan, clear statement of targets & objectives to set for forthcoming year.

Minutes of Management Review The minutes of the Annual Management Review shall be prepared by the DP. A copy of the minutes shall be distributed to minimum all participants at the review. Relevant sections from the review shall be distributed to office staff and all Company vessels. The Management Review shall also be posted on the company intranet where all office and on board personnel can access.

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.ISM MANUAL Forms

Confirmation of understanding


Rev. no. 3


By signing this document, I hereby confirm that I have read, understood, and accepted the Northern Offshore Services Safety Management System (SMS), and agree to abide by these procedures at all times.

Name of employee:

Position /Rank:

Date Signature Employee

When signed, this document is to be forwarded to the HR Department. A copy of this document to be kept together with the employee's own certificates, available on board.

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.ISM MANUAL Forms

Acceptance of policies


Rev. no. 4


Name of employee:

Position /Rank:

I herewith confirm having read and understood all policies listed in chapter 2 of the Northern Offshore Services Safety Management System. I herewith undertake to work according to those policies.

Date Signature Employee

When signed, this document is to be forwarded to the HR Department. A copy of this document to be kept together with the employee's own certificates, available on board.

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ISM MANUAL Forms

Safety induction for passengers


Rev. no. 2


If this is your first time on board and you will leave port with this vessel you are requested to go through our safety induction. This introduction is for your own safety. The Master has the command and the full responsibility over the vessel and all passengers, orders given by the Master must be obeyed. After you have received the safety induction on board, please sign the form below. If you have any questions regarding the safety on board, please ask a crewmember before you sign this form.

By signing this document I confirm that I have been instructed in the above areas and understand that the master has the full command of vessel and passengers in all situations.

Name (USE BLOCK LETTERS)

Date of birth (YYMMDD)

Date of induction (YYMMDD)

Company Sign

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.ISM MANUAL Forms

Technical failure report


Rev. no. 3


Vessel:

Rank/Name:

Place:

Date:

Subject: Description of event:

Immediate corrective action:

Long term corrective action:

Additional information (filled out by the responsible Technical Superintendent)

Report dealt by: Report closed out by:

Date: Date:

Name/rank: Name/rank:

Signature: Signature:

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.ISM MANUAL Forms

Hand over report


Rev. no. 3


Vessel: Date: Port:

Off signing Master:

On signing Master

Information from client:

Information from NOS HSEQ department:

Information from NOS HR department:

Information from NOS Financial department:

Information from NOS Technical department:

Information from NOS Chartering department:

Planned Work / Work in progress:

Main Engine / Water Jet SB:

Main Engine / Water Jet PS:

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.ISM MANUAL Forms

Hand over report


Rev. no. 3


Aux Engine:

Deck Equipment:

Electric Equipment:

Equipment in need of service / broken:

Orders /Stores:

All reports, statements in order and sent:

Ships cash box counted. Verify report with on signing master.

Sum (GBP) Sum (DKK) Sum (EURO) Sum (OTHER)

Other information:

Place signatures below

Off signing Master On signing Master A scanned copy of the signed hand over report should always be sent to office: handoverreport@n‐o‐s.eu

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.ISM MANUAL Forms

Master’s review


Rev. no. 4


Purpose The purpose is to conduct a review of the vessels HSEQ, and report any deficiencies to the Company. The Master, as responsible person onboard, should inform the Company whenever there are deficiencies in the SMS relevant to the vessels operation. The Master's Review should give a clear picture of the status of implementation of the SMS on board, and that necessary suggestions/modifications to HSEQ have been reflected in the review. See procedure 12‐3 ‐ Company verification and review

X/O NO. Action to be taken Date finished

The Master and the DP are in agreement concerning the above listed deficiencies and that appropriate corrective and preventive actions will be implemented without unnecessary delay, but not more than three months.

Name Master Date

Report received by DP Date

Audit of implemented corrective actions :

Actions marked ”X" have been successfully implemented.

Actions marked ”O" have not been implemented successfully . Further action to be taken before (date):

Closed by

Signature DP Date

Name (Block letters)

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.ISM MANUAL Forms

Master’s review


Rev. no. 4


# ITEM YES

NO

N/A

COMMENTS

1 Is the SMS available and updated on board?

2 Have all crew on board signed the form Confirmation of understanding? (SMS chapter:13 part:1)

3 Latest edition of policy for Health & Safety, Environment posted in vessel? (SMS chapter: 2 part: 1,2)

4 Acceptance of policies signed by all crew on board? (SMS chapter:13 part:2 )

5 Is the Drug & Alcohol policy, Smoking policy and IT policy followed on board? (SMS chapter: 2 part:3,4,5)

6 All crew certificates valid and in order on board? (SMS chapter:6 part:1)

7

Do the crew need any further training/courses. Suggestions? (SMS chapter:6 part:2)

8 Have all passengers signed the form Safety Induction (13‐3)? (SMS chapter:7 part:6)

9 Are drills conducted according to drill schedule on board? (SMS chapter:8 part:4)

10

Have an internal audit been conducted on board by an authorized person at the NOS office? (SMS chapter:12 part:1)

11 Are safety meetings being held on board and are records of these meetings available? (SMS chapter:12 part:3)

12

Are all crew on board familiar with the SMS reporting system and have all sent in reports been closed by an authorized person at the office? (SMS chapter:9 part:1)

13

Are all crew on board familiar with the Risk

assessment system and are records of Risk

assessments carried out available?

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.ISM MANUAL Forms

Master’s review


Rev. no. 4


(SMS chapter:7 part:1)

14

Is all PPE in good condition and available on

board?


15

Is all garbage generated on board sorted and

sent ashore to an approved garbage collector?


16

Is all planned maintenance being carried out

according to our procedures?


17

Does all new on signing crew receive a proper

familiarization?


18

Do the crew meet their obligations on board

the vessel at sea.


19

Are all required charts (paper/ECDIS) available

on board and corrected?


20 Do all visitors/contractors sign the form Safety induction for visitors/contractors? (SMS chapter:7 part:7)

21 Do all procedures in the SMS reflect the actual

work on board the vessel?

Others

22 Is fire/safety plans up to date.

23 Are muster lists posted and up to date.

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ISM MANUAL Forms

Work permit form


Rev. no. 2


Hot work Note (1): The Authorising Officer should indicate the sections applicable by ticks in the left‐hand boxes next to headings, deleting any subheading not applicable. Note (2): The Authorising Officer should insert the appropriate details when the Sections for Other Work or Additional precautions are used. Note (3): The Authorised Person should tick each applicable right‐hand box as they make their check. Note (4): This Permit‐to‐Work contains 5 sections.

SECTION A – SCOPE OF WORK

Location (description of space): Work to be done (description):

Part / Identification (description of machinery / equipment): Permit issued to (name of person carrying out work):

SECTION B – CHECK LIST / ISOLATION DATA SECTION C – AUTHORISING OF PERMIT

Has a risk assessment of the proposed work been carried out? Period of validity of permit is hours (Should not exceed 24 hours) I am satisfied that all precautions have been taken and that safety arrangements will be maintained for the duration of the work. Authorising person

1. Area clear of dangerous material and gas‐free

2. Nearby areas checked

3. Ventilation adequate

4. Fire watchman posted /instructed

5. Equipment in good order

6. Fire appliances in good order and accessible Name Time

7. Personal protective equipment Signature Date

SECTION D – RECEIPT OF PERMIT SECTION E – CLEARANCE OF PERMIT

I accept responsibility for carrying out the work on the apparatus detailed on this permit to work and no attempt will be made by me or people under my charge to work on any other apparatus or in any other area. I am satisfied that all precautions have been taken and that safety arrangements will be maintained for the duration of the work. Competent person

The work for which this permit to work was issued is now suspended* / completed* and all people under my charge have been withdrawn and warned that it is no longer safe to work on the apparatus detailed in this permit to work. All work equipment, tools, test instruments etc. have been removed. Competent person

Name Time Name Time

Signature

Date Signature

Date

Note: After signing the receipt, this permit to work should be retained by the person in charge at the place where the work is being carried out until work is complete and the clearance section signed

* Delete words not applicable and where appropriate state: The work is completed* / incomplete* as follows: (description):

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ISM MANUAL Forms

Work permit form


Rev. no. 2


Performing other hazardous tasks Note (1) This permit is used for work which is potentially hazardous but does not involve Hot Work. Examples of other Hazardous Tasks are: Enclosed Space, Work Aloft, Work over the ships side, Unusual lifting operations, Work on pressurised systems / Exhaust Systems / Thermal Oil Systems / Steam Systems, Maintenance of Critical Equipment, Electrical Installations etc. Note (2): The Authorising Officer should indicate the sections applicable by ticks in the left‐hand boxes next to headings, deleting any subheading not applicable. Note (3): The Authorising Officer should insert the appropriate details when the Sections for Other Work or Additional precautions are used. Note (4): The Authorised Person should tick each applicable right‐hand box as they make their check. Note (5): This Permit‐to‐Work contains 5 sections.

SECTION A – SCOPE OF WORK

Location (description of space): Work to be done (description):

Part / Identification (description of machinery / equipment): Permit issued to (name of person carrying out work):

SECTION B – CHECK LIST / ISOLATION DATA SECTION C – AUTHORISING OF PERMIT

Has a risk assessment of the proposed work been carried out? Period of validity of permit is hours (Should not exceed 24 hours) I am satisfied that all precautions have been taken and that safety arrangements will be maintained for the duration of the work. Authorising person

Personal Protective Equipment (PPE).

Local restrictions have been taken into account.

Systems posing hazards blanked off sufficiently.

Machinery/power supply posing hazards disconnected.

Precautions are in place to prevent inadvertent starting of systems posing hazards.

All persons involved are informed of procedures and scope of work.

Name Time

The work is justified and necessary and there are no other means of repair practical?

Signature Date

SECTION D – RECEIPT OF PERMIT SECTION E – CLEARANCE OF PERMIT

I accept responsibility for carrying out the work on the apparatus detailed on this permit to work and no attempt will be made by me or people under my charge to work on any other apparatus or in any other area. I am satisfied that all precautions have been taken and that safety arrangements will be maintained for the duration of the work. Competent person

The work for which this permit to work was issued is now suspended* / completed* and all people under my charge have been withdrawn and warned that it is no longer safe to work on the apparatus detailed in this permit to work. All work equipment, tools, test instruments etc. have been removed. Competent person

Name Time Name Time

Signature

Date Signature

Date

Note: After signing the receipt, this permit to work should be retained by the person in charge at the place where the work is being carried out until work is complete and the clearance section signed

* Delete words not applicable and where appropriate state: The work is completed* / incomplete* as follows: (description):

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Passenger list


Rev. no. 1


Date: Master:

Name (PLEASE USE BLOCK LETTERS)

ID Safety InductionYES/NO

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ISM MANUAL Forms

Evaluation and appraisal form


Rev. no. 4


Vessel Rank

Name No.

Highest national license

Sign on / Sign off dates:

Characteristics Good Average Poor

Professional competence & knowledge

Conduct: Sobriety, Integrity

Attitude: Co‐operation, Loyalty

Judgement & Common Sense

Leadership

Promotional Potential

YES NO

Considering this appraisal do you recommend promotion:

Date of report:

Head of Dept.:

Printed name Signature

Master:


Crew member:


THIS REPORT IS STRICTLY CONFIDENTIAL

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ISM MANUAL Forms

Evaluation and appraisal form


Rev. no. 4


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.ISM MANUAL Forms

Management of change form


Rev. no. 1


Vessel Date

Equipment/System/PMS ref affected

Approval level: (Master or Company Management)

Reason for change:

What is the change?

Where is the change taking place?

Which employees might be affected?

Which are the risks for sickness and accidents?

To what extent have the employees been involved in the estimation of the consequences?

How will the change be performed/implemented?

Comments (attach any relevant supporting documentation)

Approved

Not approved

Name of Master Approving Authority

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.ISM MANUAL Forms

Drill evaluation form


Rev. no. 1


Vessel Date

Type of training/drill

Participants

Description of the drill

Lessons learned

Person responsible for the drill




ISM MANUAL Forms

Risk assessment form


Rev. no. 4


Vessel Current assessment date

Record no. Last assessment date

1. Classify work activities

Work activity being assessed:

2. Identify hazards and personnel at risk 3. Identify risk controls

No Description of identified hazards Existing control measures to protect personnel from harm

1

2

3

4

5

6

7

8

9

4. Estimate the risk 5. Decide the tolerability of the risks

Likelihood of Harm

Severity of harm No

Likelihood of harm

Severity of harm Risk Factor

Slight Harm

Moderate Harm

Extreme Harm

1

2

Very Unlikely

VERY LOW RISK

VERY LOW RISK

MEDIUM RISK

3

4

Unlikely VERY LOW RISK

LOW RISK

HIGH RISK

5

6

Likely LOW RISK

MEDIUM RISK

HIGH RISK

7

8

Very Likely

LOW RISK

HIGH RISK

VERY HIGH RISK

9

To assess the risk factor arising from the hazard:

1. Select the expression for Likelihood which most applies to the hazard;2. Select the expression for severity of harm which most applies to the hazard; 3. Cross reference using the Risk Estimator table (above left) to determine the level of risk; 4. If the Risk Factor is MED consideration should be given as to whether the risks can be lowered. 5. Risk Factors above MED, additional control measures to be implemented and recorded in below.

6. Prepare risk control action plan (if necessary) & 7. Review adequacy of action plan

No Further Risk Control Measures Remedial Action Date

Review date

1

2

3

4

5

6

7

8

9

8. Ensure risk assessment and controls are effective and up to date.

Additional comment Assessment review date




ISM MANUAL Forms

Risk assessment form


Rev. no. 4


Vessel M/V Example Current assessment date 2012‐12‐05

Record no. RAEXAM2012001 Last assessment date 2011‐12‐05

1. Classify work activities

Work activity being assessed:

Working aloft on the main mast

2. Identify hazards and personnel at risk 3. Identify risk controls

No Descion of identified hazards

Existing control measures to protect personnel form harm

1 Working aloft Permit‐to‐Work issued for work while aloft Permit‐to‐Work procedure followed

2 Falling off ladder while climbing Use appropriate safety harness Supply appropriate PPE Obey guidance from local safety signs Endorsement of working aloft procedures and Training

3 Falling from heights whilst working Safety harness securedEndorsement of working aloft procedures and Training

4 Ship’s whistle being sounded whilst aloft Isolate whistle Place "Man Aloft" signs on all whistle controls

5 Being hit by a rotating radar aerial Isolate radar to stop rotationPlace "Man Aloft" signs on radars

6 Radiation hazard from radar and radio aerials

Isolate radarIsolate all aerials Place appropriate safety notices on mast

7 Electrocution hazard Isolate electrical equipment as appropriate Place appropriate safety notices on isolators

8 Object falling from aloft/above Adequate training of support staff below Supply appropriate PPE

9 Weather and Sea hazard Arrange work in daylight conditions Arrange work in dry conditions Arrange work in calm weather Arrange work to be carried out in port or calm seas

4. Estimate the risk 5. Decide the tolerability of the risks

Likelihood of Harm

Severity of harm No

Likelihood of harm

Severity of harm Risk Factor

Slight Harm

Moderate Harm

Extreme Harm

1 Very unlikely Moderate Very Low

2 Unlikely Moderate Medium

Very Unlikely

VERY LOW RISK

VERY LOW RISK

HIGH RISK

3 Unlikely Moderate Medium

4 Very unlikely Slight Very Low

Unlikely VERY LOW RISK

MEDIUM RISK

VERY HIGH RISK



Likely LOW RISK

HIGH RISK

VERY HIGH RISK


8 Likely Moderate High

Very Likely

LOW RISK

VERY HIGH RISK

VERY HIGH RISK

9 Very unlikely Moderate Very Low

To assess the risk factor arising from the hazard:

1. Select the expression for Likelihood which most applies to the hazard;2. Select the expression for severity of harm which most applies to the hazard; 3. Cross reference using the Risk Estimator table (above left) to determine the level of risk; 4. If the Risk Factors MEDIUM or above (Yellow, Orange or Red) additional control measures should be implemented and recorded in below.

6. Prepare risk control action plan (if necessary) & 7. Review adequacy of action plan

No Further Risk Control Measures Remedial Action Date

Review date

1

2 Can work be delayed to enable other means of access

As of job date Next annual review

3 Can work be delayed to enable other means of access

As of job date Next annual review

4

5

6

7

8 Secure all tools appropriately As of job date Immediate

9

8. Ensure risk assessment and controls are effective and up to date.

Additional comment Assessment review date

Remedial action will be addressed at the next assessment review date 2012‐12‐05

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Toolbox talk form


Rev. no. 3


Date Project name: Meeting location (incl. vessel name):

Person conducting meeting

Items discussed:*

Job related problem areas/concerns:

List existing risk assessments relevant for the items discussed.

Attendees: (sign and print name)

Print name Sign

Print name Sign

Print name Sign

Print name Sign

Print name Sign

Employee improvement suggestions (if any):

* 1. Determine if all corrective measures have been implemented. 2. Report results of latest site safety inspection.. 3. Review recent injury or accident reports related to the work to be carried out. 4. Discuss current issues. 5. Plan future operations with safety in mind.

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ISM MANUAL Forms

Safety meeting form


Rev. no. 3


Vessel: Date:

Participants from crew and/or passengers:

Outstanding items since last meeting:

If any accidents/ incidents/ near‐accidents has occurred this week please comment:

If any risk assessments has been carried out this week please comment:

If there has been any audits/inspections this week please comment:

Compilation of drills conducted since last meeting, following up on suggestions for improvement identified during exercises:

Information or opinions regarding the working environment:

Information received from client:

Other information or comments:

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ISM MANUAL

Purchase order form


Rev. no. 1


Vessel: Supplier:

Vessel contact: Supplier contact:

Phone number:

Pos. PCS UNIT Description Price (if any)

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ISM MANUAL Forms

Claim reporting form


Rev. no. 2


Guarantee claim no.: Vessel

Ship position: Engine / Deck / Bridge

Observation date: When you observed fault

Date of claim: Date of update:

System, component, part of equipment on which defect occurred:

Component name and type:

Manufacturer:

Mark / Serial No:

Drawing / other ID:

Circumstances under which the defect occurred:

Description and characteristics of the defect:

Reason for defect:

Spec. of req. spare parts / works to be performed

Repair work performed by:

Vessel’s crew Other company: Costs:

Ship’s crew working hours:

What have been done:

Comments from yard rep.

Initial report written by

Report updated by

Report closed by




ISM MANUAL Forms

Crew list


Rev. no. 1


1. NAME OF VESSEL 2. CURRENT PORT 3. CURRENT WINDFARM

4. NAME PLEASE USE BLOCK LETTERS!

5. DATE OF BIRTH 6. PLACE OF BIRTH

7. NATIONALITY 8. PASS PORT NR SEAMAN`S BOOK:

9. POSITION/RANK

10. SAFETY INDUCTION

11. DATE AND SIGNATURE BY MASTER

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ISM MANUAL Forms

Safety induction for visitors/contractors


Rev. no. 2


If you are a visitor/contractor and this is your first time on board you are requested to go through our safety induction carried out by the on board crew. This introduction is for your own safety. The Master has the command and the full responsibility over the vessel and all visitors/contractors, orders given by the Master must be obeyed. Visitors/contractors leaving port with the vessel also have to watch the safety video and sign form: SMS‐013‐003 – Safety induction for passengers All visitors/contractors not leaving port with the vessel must receive information regarding: • Location of the Fire & Safety Plan (so YOU can find out the location of all safety equipment etc.) • Work permits system (for contractors) • PPE Matrix (see below)

Engine room

Embarking/ disembarking when alongside (using approved safe way of access*)

Embarking/ disembarking when alongside (no approved safe way of access)

On deck (alongside)

X X X X Hard hat

X Life jacket (SOLAS approved)

X X X X Fixed safety boots/shoes

X X X High visibility clothes

*Approved safe way of access means using an approved gangway. When moving on shore/on site, client’s requirements should be respected and adhered to. After you have received this induction, please sign the form below. If you have any questions regarding the safety on board, please ask a crewmember before you sign this form. By signing this document I confirm that I have been instructed in the above areas and understand that the master has the full command of vessel and passengers in all situations. More information available here: http://www.n‐o‐s.eu/visitorsafety/

Name

(USE BLOCK LETTERS)

Date of

birth

(YYMMDD)

Date of

induction

(YYMMDD)

Company Sign

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ISM MANUAL Forms



Rev. no. 2


Name

(USE BLOCK LETTERS)

Date of

birth

(YYMMDD)

Date of

induction

(YYMMDD)

Company Sign

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Rev. no. 2


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ISM MANUAL Forms

Voyage plan


Rev. no. 1


Name Rank

Vessel Date

Departing port Arriving port

Planned ETD from departing site or port Total estimated fuel consumption during voyage

Planned bunker stops during voyage (ports, amount of fuel)

Accommodation(s) during voyage

Navigational charts available and up to date

Route plan laid out in navigational chart(s)

Any restricted areas in the planned route

Possible emergency port(s) in case of breakdown or other emergency

Contact person(s) during voyage

Contact person(s) in destination port (referring to scope of work)

Planned ETA of destination Contract start

Once the form is completed, forward this to NOS office for approval.

Date/Place:

Sign by NOS representative Name (in block letters):

By signing this document, I (as Master) certify that I will do my utmost not to deviate from this voyage plan. Date/Place:

Sign by Master Stamp:

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ISM MANUAL Checklists

Familiarization for Senior Captains


Rev. no. 2


The new Senior Captain being introduced:

Name Date

The new Senior Captain is being introduced by (HR):

Name Rank Date

The new Senior Captain is being introduced by (Tech):

Name Rank Date

The new Senior Captain is being introduced by (SSA):

Name Rank Date

The new Senior Captain is being introduced by (SALES):

Name Rank Date

The new Senior Captain is being introduced by (HSEQ):

Name Rank Date

The HR Coordinator shall ensure that the new SC has been:

Ref. no

YES

1 Introduced to the vessel’s budget (Tech).

2 Introduced to the vessel’s annual maintenance plan (Tech).

3 Introduced to order and purchase system incl. delivery of goods (Tech).

4 Instructed and practically shown of all routines on board concerning service, maintenance and repair including common faults (Tech).

5 Introduced to AMOS2 Enterprise – Budget, Purchase and Maintenance (Tech).

6 Informed about the vessel certificates; statutory, F&S equipment etc. follow up and routine (Tech).

7 Shown knowledge in the routines regarding update and purchase of electronic charts ECS/ECDIS (Tech)

8 Shown knowledge in the routines for the ship cash box and private expenses (SSA).

9 Introduced in HR routines regarding crew recruiting, planning, vacations etc. (HR)

10 Shown knowledge in the routines for registration of work time and hours of rest (HR).

11 Shown knowledge about work day report (crew) and reporting to HR (HR).

12 Introduced to company policies regarding personnel and Sea personnel handbook (HR)

13 Introduced in crew appraisal procedures (HR)

14 Introduced to company M&V (TM/COO)

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ISM MANUAL Checklists

Familiarization for Senior Captains


Rev. no. 2


15 Introduced to company organization (TM/COO)

16 Introduced to AMOS2 HSE reporting system; SMS, Web‐interface, policies, etc. (HSEQ)

17 Introduced to company ISO (HSEQ)

18 Introduced to the company intranet, SC e‐mail (HSEQ)

19 Information regarding SoW and other issues regarding the vessel’s contract (SALES).

20 Shown knowledge in the registration of transfers of passengers at the site (daily reports etc.) (SALES)

21 Completed the client’s site induction and been receiving information regarding clients reporting routines (SALES).

22 Informed of all contact information concerning everybody involved in the project; authorities, customer, personnel etc. (SALES).

All applicable issues mentioned above have been carried out and/or tested in a satisfactory way. Separate questions have been answered during the time of introduction. Date/Place: ______________________________ ______________________________ Signed by Technical Manager/COO Signed by the Senior Captain

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.ISM MANUAL Checklists

Familiarization for new crewmember


Rev. no. 9


The new crewmember being introduced:

Name Rank Date

The new crewmember is being introduced by:

Name Rank Date

2nd Officers to complete items 1 to 14 Masters to complete items 1 to 24

The relieving Master shall ensure that the new crewmember has been:

Ref. no

YES

1 Introduced to how the vessel has been constructed and how the rooms are placed.

2 Instructed in how to start up the engines and introduced to the vessel specific engine procedures.

3 Instructed in how instruments, alarms etc. works on bridge and introduced to the vessel specific emergency engine procedures

4 Instructed and practically shown of all routines on board concerning service, maintenance and repair including common faults.

5 Instructed in how to manage the vessel in harbor and at sea.

6 Actively participating in a fire drill where instructions have been given on how to use fire pumps, fire flaps, emergency fuel shut off valves, firefighting equipment etc.

7 Actively participating in a abandon ship drill where instructions have been given on how to use pyrotechnics, handheld VHF, SART, EPIRB, life‐rafts, life jackets etc.

8 Actively participating in a MOB drill where instructions have been given on how to use all the on board MOB equipment and all medical equipment.

9 Informed about all safety rules during crane operations on board and instructed how to handle the on board crane in practice by a competent person.

10 Successfully completed the NOS SMS Training Program and have signed; SMS‐013‐001 Confirmation of understanding and SMS‐013‐002 ‐ Acceptance of policies.

11 Introduced to the company intranet and received log‐in details.

12 Informed about the certificates needed and that he/she has them with him/her on board. (Medical certificate is valid 1 year for seafarers under 18 years, and 2 years for seafarer over 18 years)

13 A part of the team on board as an extra crewmember for at least one day.

14 Completed the client’s site induction and been receiving information regarding clients reporting routines, site PPE etc. (only apply if engaged on an offshore wind farm)

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Familiarization for new crewmember


Rev. no. 9


15 Shown and himself/herself showed that he/she can maneuver the vessel in a satisfactory manner in harbor and at sea incl. boarding a tower.

16 Introduced to the way of the practical handling of all documents, reports, registration and distributing of that information internally and externally. (AMOS WI).

17 Instructed in the update of charts (and ECDIS if applicable).

18 Instructed and practically shown how the CCTV system on board works.

19 Instructed in the routines for the ship cash box and private expenses.

20 Instructed in the routines for registration of work time and hours of rest.

21 Instructed in the registration of transfers of passengers at the site (daily reports etc.)

22 Instructed to the safety induction process of new passengers & visitors/contractors.

23 Instructed in how the work permit system works on board.

24 Informed of all contact information concerning everybody involved in the project (authorities, customer, personnel etc.)

All applicable issues mentioned above have been carried out and/or tested in a satisfactory way. Separate questions have been answered during the time of introduction. Date/Place: ______________________________ ______________________________ Signed by the Master Signed by the new crewmember

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Transfer bunker checklist


Rev. no. 2


Checklist to be used when delivering bunkers at an offshore structure or in port areas.

Vessel Master

During the transferring/bunkering the VHF channel no: shall be listened to. In case of pollution the national authorities shall be notified immediately. Signal horn must be available in case you need to raise attention to danger or similar.

1 Do the weather conditions permit bunker operations?

2 Are correct signals blowing?

3 Are smoking regulations, naked light and gallery requirements being observed?

4 Is communication system established between ships? (VHF ch1 or by voice/horn)

5 Are emergency stop signals and shutdown procedures agreed?

6 Are bunker hoses in good condition, properly connected and supporter correctly?

7 Are firefighting equipment’s checked and ready for use and spillage equipment readily available?

8 Watchman positioned near bunker connection?

9 Local authority should be notified of planed bunker operations

Master’s signature Date and place

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Launching after docking at slipway checklist


Rev. no. 1


After docking slipway the following steps should be performed

Vessel

Master

1 Before launching starts on slipway, check all fittings etc. that have been disassembled or worked on during the yard visit.

2 During launch when the vessel is deep enough to have water to the sea water inlets and before the vessel begins to come afloat, stop the launch.

3 Ask docking master for permission to start engines and test systems.

4 Start all engines and check for leaks, especially around parts that have been disassembled. If any leaks are discovered, decide if these can be repaired in the water or if the vessel has to be lifted again.

5 Test all manoeuvring equipment. Engage clutch on idle and make sure all systems is responding as expected. Test manoeuvre forward/reverse, steering and bow thrusters (if equipped). Visually confirm that all manoeuvring is responding according to masters input.

6 Disengage engines and continue launch.

Signature Date and place

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Launching with hoist checklist


Rev. no. 1


When launching with hoist following steps should be performed

Vessel

Master

1 Before launching, check all fittings etc. that have been disassembled or worked on during the yard visit.

2 During launch, when the vessel is deep enough to have water to the sea water inlets and before the vessel begins to come afloat, stop the launch.

3 Ask hoist master for permission to start engines and test systems.

4 Start all engines and check for leaks, especially around parts that have been disassembled. If any leaks are discovered, decide if these can be repaired in the water or if the vessel has to be lifted again.

5 Test all manoeuvring equipment. Engage clutch on idle and make sure all systems is responding as expected. Test manoeuvre forward/reverse, steering and bow thrusters (if equipped). Visually confirm that all manoeuvring is responding according to masters input.

6 Disengage engines and continue launch.

7 If still hanging in the hoist, disengage engines and continue launch.

8 When afloat and safe away from the hoist check again for leaks.


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500m zone checklist


Rev. no. 1


Before the 500m zone is entered the checklist must be completed by the Master. Following should be checked prior to entering “500m safety zone”:

Vessel

Master

1 ETA sent to the installation

2 Conditions found acceptable for safe operation

3 Internal communication: bridge and deck

4 External communication: installation control room

5 Main engine: test manoeuvre forward and aft

6 Steering gear: pumps, test rudder

7 Emergency towline prepared

8 Request permission to enter 500m zone from installation control room The request should include ”all systems for manoeuvring and communication checked and found working”

9 Notify installation control room on entering and exiting 500m zone Time for enter and exit of 500m zone shall be noted in ship’s log

Please note that this checklist contains the general instructions for entering a 500m zone. More detailed instructions can be found in the procedure: 7‐10 Operation near offshore installations. When performing this kind of work always consider local restrictions.
