SMM Manual

Safety Management Manual
&
Safety Management Procedures

OSU Ship Operations
R/V OCEANUS

February 2013

SAFETY MANAGEMENT MANUAL

OSU SHIP OPERATIONS
0.1 TABLE OF CONTENTS
Originator: Approved By:
Frederick J. Jones Demian Bailey

Number: SMM 0.1 Revision: 16 Effective Date: 1 Feb 13 Page 1 of 2

Section
Number
Section
Title
Revision
Date
Revision
Number
0.1 Table of Contents 1 Feb 2013 16
0.2 Revision History 1 Feb 2013 16
1 General Requirements
1.1 General
1.2 Definitions

9 Apr 2012
1 Feb 2013

2
4
2 OSU Policies
2.1 Safety and Environmental Policy
2.2 Drug and Alcohol Policy
2.3 Non-smoking Policy
2.4 Sexual Harassment Policy
2.5 State Vehicle Use Policy

1 Feb 2013
1 Feb 2013
9 Apr 2012
1 Feb 2013
1 Feb 2013

8
6
4
6
5
3 Company Responsibilities and Authority
3.1 Responsibilities and Authority
3.2 Management Commitment
3.3 OSU Ship Operations Organizational Chart
3.4 Risk Assessment

9 Apr 2012
1 Feb 2013
9 Apr 2012
1 Feb 2013

3
2
3
3
4 Designated Person(s)
4.1 Designated Person (DP)
5 Oct 2011 4
5 5.1 Masters Responsibilities and Authority 9 Apr 2012 3
6 Resources and Personnel
6.1 Resources and Personnel
6.2 New Crew Orientation
6.3 Crane Operator Qualification
6.4 Boat Operations
6.5 A-Frame Operations
6.6.1 Deep Sea Traction Winch Operations
6.6.2 Hydro Winch Operations
6.7 Non-Crew Orientation
6.8 Shipboard Safety Meetings

1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
9 Apr 2012
1 Feb 2013

6
3
6
4
2
4
3
4
1
7 7.0 Plans for Shipboard Operations
7.1 Masters Standing Orders
7.2 Responsibilities of the Deck Department
7.3 Deck Equipment Responsibilities
7.4 Departure/Arrival Procedures
7.5 Ship Stability Policy
7.6 Anchoring Procedures
7.7 Communications
7.8 Chief Engineer Standing Orders
7.9 Responsibilities of Engineers
7.10 Waste Oil, Sewage and Trash
7.11 Bilge and Ballast Handling Operations
7.12 Fuel Oil Systems
7.13 Pre-Cruise Planning
7.14 Shipboard Science Operations
7.15 Overboarding Operations
7.16 Overboarding Equipment
7.17 CTD Operations
1 Feb 2013
9 Apr 2012
19 Oct 2011
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
9 Apr 2012
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
2
3
2
4
4
3
4
7
4
2
4
5
3
3
4
4
5
5

OSU SHIP OPERATIONS
0.1 TABLE OF CONTENTS


7.18 Dive Operations
7.19 Lockout/Tagout
7.20 Personal Protective Equipment
7.21 HazMat Operations
7.22 Confined Space Entry
7.23 Transducer Well Operations
7.24 Confined Space Rescue
7.25 Stewards Department Responsibilities
7.26 Galley Safety
7.27 Discharges Incidental to Normal Vessel Operations
1 Feb 2013
1 Feb 2013
9 Apr 2012
1 Feb 2013
9 Apr 2012
9 Apr 2012
1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013
4
2
2
4
4
4
1
2
2
0
8 Emergency Preparedness
8.1 Emergency Preparedness
8.2 Security Watches
8.3 Shipboard Piracy Planning
8.4 Medical Evacuations
8.5 Loss of Steering

1 Feb 2013
1 Feb 2013
9 Apr 2012
9 Apr 2012
1 Feb 2013

5
3
2
4
3
9 Non-Conformities
9.1 Observations & Nonconformities
9.2 Hazardous Occurrences
9.3 Accidents
9.4 Corrective Action

1 Feb 2013
1 Feb 2013
1 Feb 2013
1 Feb 2013

4
3
4
5
10 Maintenance of the Ship and Equipment
10.1 Maintenance Program
10.2 Maintenance of Critical Systems
10.3 Lube Oil Analysis Process

1 Feb 2013
1 Sep 2012
1 Feb 2013

5
4
2
11 Documentation
11.1 Document and Data Control
11.2 Distribution of Manuals

1 Feb 2013
10 Sep 2012

3
6
12 Company Verification, Review and Evaluation
12.1 Internal Audits
12.2 Management Review

10 Sep 2012
1 Feb 2013

2
3
13 13.0 Certification and Verification 10 Sep 2012 3
App. A List of Forms 1 Feb 13 9

number: SMM 0.2 8ev: 17 LffecLlve uaLe: 1 leb 13 age 1 of 10
CrlglnaLor: Approved 8y
lred !. !ones uemlan 8alley
SMM SECT.
REVISION NO. REVISION DESCRIPTION DATE
1 2.1 Updated names and signatures on policy sheet. 6-Mar-07
2 3.3 Added Port Engineer position to org. diagram 6-Sep-07
3 4.1 Removed references to vessel security plan 6-Sep-07
4 4.2 Removed references to vessel security plan 6-Sep-07
5 5 Removed references to vessel security plan 6-Sep-07
6 6.1 Modified Comms and Records sections 6-Sep-07
7 7 Deleted item Freference to ship security plan 6-Sep-07
8 7.2 Deleted reference to vessel security officer 6-Sep-07
9 7.8 Changed wording from vital to critical 6-Sep-07
10 7.22 Removed reference to transducer well 6-Sep-07
11 7.23 Removed confined space entry procedure 6-Sep-07
12 8.2 Removed reference to vessel security plan 6-Sep-07
13 8.3 Removed reference to vessel security plan 6-Sep-07
14 8.4 Modified incorrect number sequence 6-Sep-07
15 10.2 Modified list of critical equipment to match 7.8 6-Sep-07
16 13 Removed reference to ISPS and ISSC 6-Sep-07
17 0.1 Updated Table of Contents with above revisions 6-Sep-07
18 2.1 Updated names and signatures on policy sheet. 1-Jun-08
19 2.2 Minor wording & typographic corrections 1-Jun-08
20 2.3 Minor wording & typographic corrections 1-Jun-08
21 2.4 Updated point of contact information 1-Jun-08
22 3.2 Minor typographic corrections. 1-Jun-08
23 4.1 Deleted references to CSO and ISPS Code. 1-Jun-08
24 4.2 Deleted entire section (Vessel Security Officer) 1-Jun-08
25 6.2
Removed checkoff list and moved to appendix; wording
changed to correspond.
1-Jun-08
26 6.3
Removed checkoff list and moved to appendix; wording
1-Jun-08
27 6.4
Added definition of RHIB. Added release-wire control
requirement. Removed checkoff list and moved to appendix;
wording changed to correspond.
1-Jun-08
28 6.6.3 Minor typographic correction. 1-Jun-08
29 6.7
Added Safety Orientation Lecture requirement. Added
checklist and signature requirements. Modified fire & boat
drill requirements.
1-Jun-08
0.2 Revision History
OSU Ship Operations
SMM SECT.
OSU Ship Operations
30 7.1 Minor wording & typographic corrections. 1-Jun-08
31 7.3 Moved wire log reporting from MarTech to C/M. 1-Jun-08
32 7.4
Removed checklist and moved to appendix; wording changed
to correspond,
1-Jun-08
33 7.6 Minor typographic correction. 1-Jun-08
34 7.7
Removed form examples. Updated shoreside contact info.
Changed Port Captain to Port Engineer.
1-Jun-08
35 7.1 Added Oil Record Book logging requirement. 1-Jun-08
38 7.14
Updated Safety Orientation requirements & wording to
correspond with SMM 6.7
1-Jun-08
39 7.15 Deleted checklist reference. 1-Jun-08
40 7.16 Added Wire Log to recordkeeping requirement. 1-Jun-08
41 7.17 Minor wording & typographic correction. 1-Jun-08
42 7.2 Deleted safety shoe and SCBA standards. 1-Jun-08
43 7.22
Removed checklist and moved to appendix; wording changed
to correspond.
1-Jun-08
44 8.1
Deleted reference to Vessel Security Plan. Changed SOPEP
to NVTRP.
1-Jun-08
45 8.2
Minor wording corrections. Removed checklist and moved to
appendix.
1-Jun-08
46 8.4
Updated MAS and USCG contact numbers. Removed
checklist and added to appendix; wording changed to
correspond.
1-Jun-08
47 8.5
Removed emergency steering instruction list. Wording
1-Jun-08
48 9.1
Added wording dealing with Observations. Deleted wording
related to Accidents and Hazardous Occurrences.
1-Jun-08
49 9.2
New section dealing with Hazardous Occurrences and
Accidents.
1-Jun-08
50 9.3
Formerly Section 9.2. Added wording related to HAZREP
reporting.
1-Jun-08
51 10.1 Added various logging requirements. 1-Jun-08
52 10.2 Minor typographic correction. 1-Jun-08
53 12.1 Added language dealing with Observations. 1-Jun-08
54 12.2 Deleted reference to Ship Security Plan. 1-Jun-08
55 APP A Added new forms to list. 1-Jun-08
56 SMF 5.1 New form. 1-Jun-08
SMM SECT.
OSU Ship Operations
57 SMF 6.2 New form. (Moved from SMM 6.2) 1-Jun-08
61 SMF 7.4 Updated checklist. 1-Jun-08
64 SMF 9.1
Added wording for Observations. Corrected item numbers.
Standardized section number.
1-Jun-08
66 0.1 Updated Table of Contents. 1-Jun-08
67 7.11 Deleted redundant/incorrect ballast water policy. 1-Jul-08
68 0.1 Updated Table of Contents. 1-Jul-08
69 7.22 Clarified officers authorized to test & certify spaces. 20-Aug-08
70 10.1
Changed vibration measurement requirement to biannual
vice quarterly.
20-Aug-08
71 10.3 Updated logging requirements for LO sampling. 20-Aug-08
72 App A Updated form revision dates. 20-Aug-08
73 SMF 7.22 Added block for authorizing officer signature. 20-Aug-08
74 11.2 Clarified location of SMM controlled copies. 20-Aug-08
75 0.1 Updated Table of Contents. 20-Aug-08
76 11.1 Added reference to electronic copies. 26 Sep 08
77 11.2 Added electronic copies to distribution. 26-Sep-08
78 0.1 Updated Table of Contents. 26-Sep-08
79 1.2 Deleted Safety Management Representative. 19-Nov-08
80 4.1 Rewritten to better define DP role and responsibilities. 19-Nov-08
81 6.1 Clarifications to hiring & training practices/procedures. 19-Nov-08
82 6.6.1 Clarified wire logging responsibilities, corrected reference. 19-Nov-08
83 6.6.2 Clarified wire logging responsibilities. 19-Nov-08
84 6.6.3 Clarified wire logging responsibilities. 19-Nov-08
85 6.7 Revised training and logging requirements. 19-Nov-08
86 7.3 Clarified wire logging responsibilities, corrected terms. 19-Nov-08
87 7.7 Revised equipment and procedures. 19-Nov-08
88 7.9
Replaced Safety Management Coordinator with Ship
Operations Coordinator.
19-Nov-08
SMM SECT.
OSU Ship Operations
89 7.14 Revised terminology and logging requirements. 19-Nov-08
90 7.16 Clarified wire logging responsibilities. 19-Nov-08
91 7.17 Clarified safety and logging procedures. 19-Nov-08
92 7.21 Updated drill and reporting requirements. 19-Nov-08
93 8.1 Updated plan and reporting requirements. 19-Nov-08
94 0.1 Updated Table of Contents. 19-Nov-08
95 3.1 Clarified Deans authority and responsibility. 15-Jan-09
96 0.1 Updated Table of Contents. 15-Jan-09
97 SMF 7.4.A Modified for better readability. 18-Feb-09
98 SMF 7.4.B Modified for better readability. 18-Feb-09
99 SMF 7.7 New form. 18-Feb-09
100 App A Updated list of forms. 18-Feb-09
101 0.1 Updated Table of Contents. 18-Feb-09
102 2.2
Typographic corrections, added reference to Accident
section.
29-May-09
103 2.3 Corrected URL for University smoking policy. 29-May-09
104 2.4 Corrected URL for University sexual harassment policy. 29-May-09
105 6.3 Revised training requirements. 29-May-09
106 7.5
Added issue and revision numbers for Load Line Certificate
and Trim & Stability Book. Typographic corrections.
29-May-09
107 7.7 Specified form for Departure Report. 29-May-09
108 7.8
Clarified responsibilities for overside discharge. Added requirement
for copying office on current Standing Orders.
29-May-09
109 7.1 Corrected and clarified sewage discharge policies. 29-May-09
110 7.11 Clarified responsibilities for overside discharge. 29-May-09
111 7.18 Updated URL for OSU Dive Policy & Procedure. 29-May-09
112 7.23 Typographic corrections. 29-May-09
113 9.2 Removed Accidents from this section. 29-May-09
114 9.3 New section on Accidents. 29-May-09
115 9.4 Re-numbered from 9.3. 29-May-09
116 SMF 6.3 Updated training requirements on checklist. 29-May-09
117 SMF 7.7.A Updated form number. 29-May-09
118 SMF 7.7.B New form. 29-May-09
119 SMF 9.2 Removed sections dealing with Accidents. 29-May-09
120 SMF 9.3 New form. 29-May-09
SMM SECT.
OSU Ship Operations
121 App A Updated form list and revision numbers. 29-May-09
122 0.1 Updated Table of Contents. 29-May-09
123 2.2
Removed hyperlink addresses to OSUs drug counseling and
alcohol policy.
4-Dec-09
124 2.3 Removed hyperlink address to OSUs 4-Dec-09
125 2.4
Removed hyperlink address to OSUs Sexual Harassment
Policy and UNOLS safety standards.
4-Dec-09
126 6.4
Removed hyperlink address to State of Oregon Marine Board
Boaters Education Card
4-Dec-09
129 0.1 Updated Table of Contents. 4-Dec-09
130 1.1
Removed wording from section 1.1.4 on list of forms used to
conduct the business of the ship.
29-Jun-10
131 2.4
Updated contact information and phone numbers for Office
for Civil Rights and Office of Federal Contract Compliance
Programs, at date of corrective action.
29-Jun-10
132 9.3
Updated wording in section A.3, to show SAIF form 801 will
be used for crewmembers; and removed all wording
referencing the discontinued SAIF Form 245.
29-Jun-10
133 SMF 9.3.B New form. Accident Forms by date order. 29-Jun-10
134 11.2
Revised to show the hyperlink to the SMM as one of the
controlled electronic copies
29-Jun-10
135 2.1 Updated Designated Person 15-Sep-10
136 6.3 Updated with new crane specifications 15-Sep-10
137 6.6.1 Updated with tracking of crane records 15-Sep-10
138 7.7 Updated changes for Morning Reports 15-Sep-10
139 8.4
Updated Medical Emergency and USCG Rescue
Coordination Centers contact info
15-Sep-10
140 9.1
Removed wording from section 9.1.3 on Accident and
Hazardous Occurrence descriptions
15-Sep-10
141 App A Updated form list and revision numbers 15-Sep-10
142 0.1 Updated Table of Contents with above revisions 15-Sep-10
143 2.1 Updated Designated Person 18-Apr-11
144 3.4 New Section dealing with Risk Assessment 18-Apr-11
145 SMF 7.4.A
Revised to include testing Emergency Generator and
removed GSSP and OBS rows
18-Apr-11
SMM SECT.
OSU Ship Operations
146 SMF 7.4.B
Revised to include testing Emergency Generator and
removed GSSP and OBS rows
18-Apr-11
147 App A Updated form list and revision numbers 18-Apr-11
148 0.1 Updated Table of Contents with above revisions 18-Apr-11
149 2.1 Updated Vessel Master name 1-Aug-11
150 2.4 Updated HR Director phone number 1-Oct-11
151 SMF 6.2 Added JMA review requirement 2-Oct-11
152 3.3 Updated Org Chart 1-Oct-11
153 4.1 Corrected various typographic errors 5-Oct-11
154 5.1 Corrected typos and renumbered IAW SMM schema 6-Oct-11
155 6.1 Added mandatory ISM/SMM training requirement 7-Oct-11
156 7.7
Added requirement for complement reporting after any
change
15-Oct-11
157 6.3 Added SMF 6.3 in lieu of checklist 15-Oct-11
158 6.7 Added record keeping requirement 15-Oct-11
159 7.1 Added signature, record keeping, and reporting reqt 16-Oct-11
160 7.4
Added reference to SMF 7.4A and B. Added encouragement
for master to delegate ship handling.
16-Oct-11
161 8.1 Added loss of power and line throwing gun reqt 16-Oct-11
162 10.1 Changed logging requirements 17-Oct-11
163 10.2 Requires Port Engineer notification of ship system repair 17-Oct-11
164 12.2
Replaced safety with SMM and added Hazardous Occr. And
required use of SMF 12.2
17-Oct-11
165 SMF 6.7
Added requirement to brief the dangers of a ship in motion to
the non-crew orientation checklist.
18-Oct-11
166 7.2
Added requirement for Bosn to participate as well as
supervise
19-Oct-11
167 7.6.6
Added requirement to use turnbuckle to tighten anchor chain.
Added JSA reference requirement.
19-Oct-11
168 6.6.3.3
Added JSA reference requirement add clarified crane use
requirement.
19-Oct-11
169 7.15.3 Added JSA reference requirement. 19-Oct-11
170 7.17.5
Added JSA reference requirement. Clarified wire log record
transfer requirement.
19-Oct-11
171 7.16 Clarified wire log reporting times to include cruises end 19-Oct-11
172 9.3
Merged reporting requirements into one paragraph. Clarified
training requirements. Defined beyond 1
st
aid
19-Oct-11
173 11.1 Changed all procedures to most procedures 19-Oct-11
SMM SECT.
OSU Ship Operations
174 2.1 Changed unpaid leave to a type of leave status 20-Oct-11
175 1.2
Refined "management" def. and added Top Management
definition
20-Oct-11
176 3.1 Refined Top Management Chain of Command 20-Oct-11
177 12.2 Removed "TOP" from management review. 20-Oct-11
178 7.12 Combined Oil Transfer Manual w/ 7.12 24-Oct-11
179 9.4 Changed NCCAR and HAZREP tracking process. 27-Oct-11
180 9.2 Added flow chart. Changed distribution process. 29-Oct-11
181 SMF 6.8 Created Form revision 0 29-Oct-11
182 6.2 Updated reporting proces. Converted to OC 9-Apr-12
183 6.3 Changed reporting to NS5. Converted to OC. 9-Apr-12
184 6.4 Changed reporting to NS5. Converted to OC. 9-Apr-12
185 6.5 Modifid A frame stress language.Converted to OC 9-Apr-12
186 6.6.1 Changed reporting to NS5. Converted to OC. 9-Apr-12
187 6.6.2 Converted to OC 9-Apr-12
188 7.3 Updated for OC name, equipment, and NS5 reporting. 9-Apr-12
189 7.4 Updated for OC name. 9-Apr-12
190 7.5 Updated for OC references T&S, and LL 9-Apr-12
191 7.6 Updated for OC name and steamboat ratchet 9-Apr-12
197 7.14 Updated for OC name. Matched to 6.7. 9-Apr-12
200 7.17 Updated for OC name. Added JSA req't. 9-Apr-12
SMM SECT.
OSU Ship Operations
208 7.26 Updated for OC name. Removed Deep Fat Fryer 9-Apr-12
209 8.1 Updated for OC name and added NS5. 9-Apr-12
212
8.3
Updated for OC name. Revised for OC procedures and
equipment.
9-Apr-12
214
10.1
Updated for OC name. Established procedures for NS5
reporting.
9-Apr-12
215
10.2
Updated for OC name. Established procedures for NS5
reporting.
9-Apr-12
216 13 Updated for OC name. 9-Apr-12
217 6.63 8emoved from SMM 9-Apr-12
218 9.1
229 11.2 Updated to reflect Original File location 10-Sep-12
230 9.4 Added ISM Whiteboard tracking 10-Sep-12
231 SMF 6.1 Created form 10-Sep-12
232 12.1 Prohibited DP from conducting Internal Aud. 10-Sep-12
233 6.8 Created Section 10-Sep-12
234 6.1 Added shoreside and "employees" 10-Sep-12
235 2.1 Updated for OC name. 10-Sep-12
236 13 Refined Process 10-Sep-12
237 App A Added SMF 6.1 to list. 10-Sep-12
238 1.2 Updated and clarified definitions. 1-Feb-13
239 2.1 Typographic corrections. 1-Feb-13
240 2.2 Updated terms. 1-Feb-13
241 2.4 Updated policy and resources. 1-Feb-13
SMM SECT.
OSU Ship Operations
242 2.5 Added policy on fuel card use. 1-Feb-13
243 3.2 Deleted reference to Security Mgmt. System 1-Feb-13
246 6.1 Updated terms, added reporting requirement. 1-Feb-13
248 6.3 Updated procedures on portable cranes. 1-Feb-13
249 6.4 Updated operator requirements. 1-Feb-13
250 6.5 Added procedures for Hydro Boom. 1-Feb-13
251 6.6.1 Typographic corrections. 1-Feb-13
252 6.6.2 Typographic corrections. 1-Feb-13
255 7.3 Terminology cleanup, removed reference to ABS. 1-Feb-13
256 7.4 Added engineer sea detail. 1-Feb-13
257 7.5 Language and references cleanup. 1-Feb-13
258 7.6 Terminology cleanup, removed reference to ABS. 1-Feb-13
259 7.7 Updates to comms policy, terms cleanup. 1-Feb-13
260 7.8 Clarify minimum standards for standing orders. 1-Feb-13
261 7.10 Updates to MSD info, garbage procedures 1-Feb-13
262 7.11 Updates to OWS and ballast system descriptions. 1-Feb-13
263 7.12 Full rewrite of transfer procedures reflecting OC. 1-Feb-13
264 7.13 Removed reference to "Science Officer" 1-Feb-13
265 7.14 Edited for clarity. 1-Feb-13
266 7.15 Language cleanup, added MarTech responsibilities. 1-Feb-13
267 7.17 Terminology cleanup. 1-Feb-13
268 7.18 Suspend dive operations pending revised policy. 1-Feb-13
270 7.21 Changed drill requirement to quarterly. 1-Feb-13
271 7.24 Updated approval. 1-Feb-13
272 7.25 Corrected formatting. 1-Feb-13
273 7.26 Terminology cleanup. 1-Feb-13
274 7.27 Added new section on VGP discharges 1-Feb-13
275 8.1 Edited for clarity. 1-Feb-13
277 8.5 Removed posting requirement on bridge. 1-Feb-13
280 9.3 Reformatted and edited for clarity. 1-Feb-13
281 9.4 Reformatted and edited for clarity. 1-Feb-13
282 10.3 Language cleanup. 1-Feb-13
283 11.1 Added incorporation by reference. 1-Feb-13
284 12.2 Removed reference to "top management". 1-Feb-13
SMM SECT.
OSU Ship Operations
285 0.2 Removed page references in revision history. 1-Feb-13
286 0.1 Updated Table of Contents. 1-Feb-13
287 10.1 Added specific reporting requirement for maintenance. 1-Feb-13
288 SMF 6.8 Updated form for vessel and shoreside use. 1-Feb-13
289 SMF 9.1 Updated form to reflect CAR process. 1-Feb-13
290 SMF 9.2 Updated form to reflect CAR process. 1-Feb-13
291 7.16 Updated wire log requirements. 1-Feb-13
292 SMF 9.3 Updated form to combine OSU and SMM reports 1-Feb-13


OSU SHIP OPERATIONS
1.1 GENERAL

Number: SMM 1.1 Revision: 2 Effective Date: 9 Apr 12 Page 1 of 3

1.1.1 General
Welcome to Oregon State Universitys (OSU) College Earth, Ocean, and Atmospheric
Sciences (CEOAS) Ship Operations and our Safety Management System.
The OSU Ship Operations facility is located at the end of S.E. OSU Drive in Newport,
Oregon, adjacent to the OSU Hatfield Marine Science Center. This facility and the
associated activities will be referred to as Ship Operations in this manual. OSU Ship
Operations is the operator of the Research Vessel Oceanus, which is owned by the National
Science Foundation.
This manual is designed to describe our Safety Management System, with appropriate
references to the separate Ships Security System. This manual is available to all personnel
onboard our vessel and in the office. Employees are urged to refer to this safety manual
and any other relevant procedures at any time.
1.1.2 Safety, Security, and Environmental Objectives
Documented objectives for safety, security, and environmental protection have been
established and are maintained at each relevant function and level within the Ship
Operations organization, both ashore and onboard the vessel. The methods used for
reviewing and setting objectives rely upon various sources, including:
A. The International Safety Management (ISM) Code.
B. The International Ship and Port Security (ISPS) Code.
C. Other mandatory rules and regulations such as STCW, etc.
D. Applicable codes, guidelines and standards recommended by IMO, U.S. Coast
Guard, American Bureau of Shipping and other maritime industry organizations.
E. Oregon State University policies and procedures.
F. The significant safety and environmental aspects of our operations.
G. The increased global threats of terrorist attacks.
H. The views of interested parties.
I. Technological options.
J. Financial, operational and business requirements.

Our procedures clearly define the responsibilities and roles for personnel who are involved
in the operation of the R/V Oceanus.
The Safety and Environmental Protection Policy is the driving force for our Safety
Management System. The documented objectives are consistent with the policy, including
our commitment to safe and secure operation of our vessel and the prevention of pollution.


OSU SHIP OPERATIONS
1.1 GENERAL


1.1.3 Programs

OSU Ship Operations has established, implemented and maintains a Safety Management
System that defines programs pertinent to the Safety and Environmental Protection Policy.
These programs have been developed to achieve pertinent objectives related to safe
operations and protection of the ship, personnel, cargo, and the environment, taking into
account the unique characteristics and operating requirements of the research vessel we
operate. These programs support our documented policies and are designed to ensure that
a means of achieving objectives are tracked.

Any program can be amended based upon new developments and requirements that are
identified during day-to-day operations. Persons responsible for the various programs
review the need for change. This ensures that specific programs, particularly the safety and
environmental management program, are suitably amended in relation to new
developments and requirements associated with shore-based and shipboard operations.

1.1.4 Safety Management Manual (SMM)

A documented management system is maintained in accordance with the requirements of
the ISM Code. The Safety Management Manual (SMM) is arranged into sections defined by
the Table of Contents. It is arranged to coincide with the elements of the ISM Code.

1.1.5 Management System Procedures

The balance of documentation contained within our management system is the coordinated
effort of various individuals and departments within our operations. We believe that this
adequately describes our operations regarding safety, security, and pollution prevention and
that these procedures provide the support necessary to satisfy our policy.

This binder contains procedures and work instructions common throughout our company
and on board the vessel. The distribution of controlled copies of this binder is spread
throughout Ship Operations. The procedure for the distribution is stated in Section 11.3
Distribution of Manuals and is the responsibility of the Designated Person (DP).

1.1.6 External References
The following are external references used in developing the Safety and Security
Management Systems and documentation:
A. The International Management Code for the Safe Operation of Ships and for
Pollution Prevention, also known as the International Safety Management (ISM)
Code, International Maritime Organization (IMO) Resolution A.741(18), adopted 4


OSU SHIP OPERATIONS
1.1 GENERAL


November 1993 and amended by IMO Resolution MSC.104(73) on 5 December
2000.
B. The International Code for the Security of Ships and of Port Facilities, Parts A and B,
also known as the ISPS Code. IMO Resolution 2, adopted on 13 December 2002.
C. United States Coast Guard Navigation and Inspection Circular (NVIC) 11-93 Change
3, Applicability of Tonnage Measurement Systems to U.S. Flag Vessels.
D. United States Coast Guard Navigation and Inspection Circular (NVIC) 10-02, Security
Guidelines for Vessels
E. International Convention for the Safety of Life at Sea (SOLAS 74), as amended.
F. International Convention on Standards of Training, Certification and Watchkeeping
(STCW) for Seafarers, as amended
G. International Convention for the Prevention of Pollution from Ships (MARPOL 73/78),
as amended


OSU SHIP OPERATIONS
1.2 DEFINITIONS


1.2.1 Purpose

The purpose of this procedure is to define words, abbreviations and acronyms used in this
manual.

1.2.2 Scope

The Safety Management Manual is used to set forth the Safety Management System in
place at OSU Ship Operations for the safe management of the Research Vessel (R/V)
Oceanus that it manages and operates. The OSU Safety Management System does not
extend to other, smaller vessels managed by OSU Ship Operations though many of the
same policies and procedures apply. The OSU Safety Management System does not
extend to small vessels operated by OSU groups outside of OSU Ship Operations.

This procedure encompasses the words, abbreviations and acronyms found in that manual.

1.2.3 Definitions

Administration The Government of the State whose flag the ship is entitled to fly.
All vessels managed and operated by Oregon State University fly the flag of the
United States of America.

CAR Corrective Action Report

CEOAS College of Earth, Ocean, and Atmospheric Sciences at Oregon State University.

Code International Safety Management Code.

COLREGS 72 The Convention on International Regulations for Preventing
Collisions at Sea, as amended.

Company The standards and codes refer to the Company as the provider of
goods and services; the entity endeavoring to have quality systems in place
(compliance with ISM). For the purposes of this manual Company shall mean the
Ship Operations Group at Oregon State University.

Company Security Officer (CSO) -- The individual within the company responsible
for the Facility and Vessel Security Plans under the ISPS.

Company Spill Coordinator (CSC) The individual within the company to be
contacted in case of a Shipboard Oil Pollution event.


OSU SHIP OPERATIONS
1.2 DEFINITIONS


Controlled Document Documents that are issued as a part of this Safety
Management System and are traceable for revision or recall.

Customer The standards and codes refer to the Customer as the receiver or
purchaser of goods and services; the entity seeking goods and services from a
Company with quality systems in place. For the purposes of this manual Customer
shall mean the scientific users of the vessel operated by Oregon State University
Ship Operations.

Designated Person The person within the company ashore designated as a link
between the vessel and the highest level of management in the company. The
Designated Person who holds overall responsibility for the operation of OSUs R/V
Oceanus. This will, unless otherwise noted, be the Marine Superintendent.

Document Informational or instructional papers, drawings or data that are released
by management for distribution. Documents and data can be in the form of hard
copy (paper), electronic or other media.

Document of Compliance (DOC) A document issued to the Company which
complies with the requirements of the ISM Code. A copy of this document must be
carried on board the vessel subject to the ISM code that the Company operates.

IMO The International Maritime Organization.

ISM, ISM Code The International Management Code for the Safe Operation of
Ships and for Pollution Prevention, also known as the International Safety
Management (ISM) Code. The ISM Code incorporates elements of the ISO 9000
series and is focused on the safe management and operation of ships and pollution
prevention.

ISO The International Organization for Standardization based in Geneva,
Switzerland

ISO 9000 Series A series of five quality system standards (IS) 9000, 9001, 9002,
9003, 9004) designed to ensure that customer requirements for quality are met.

ISO 9002 A quality system standard covering production, servicing and installation.

ISPS Code The International Code for the Security of Ships and of Port Facilities.

JSA Job Safety Analysis, the process by which an employee assesses the work-
related hazards associated with a specific task.


OSU SHIP OPERATIONS
1.2 DEFINITIONS


Management The Ship Operations Marine Superintendent, his/her duly appointed
delegates or, in a given situation, the senior person present with the authority to
make decisions affecting the operation in progress. See Top Management below for
more details.

Management System A quality system and/or safety management system.

Marine Technician Group Includes the Marine Technician Superintendent and
Marine Technicians. Manages common use equipment, logistics, ship computing,
shop services, information storage, scientific support, shipboard/scientific electronics
support, and communications.

MARPOL 73/78 The International Convention for the Prevention of Pollution from
Ships, as amended.

NCCAR Nonconformity Report

Nonconformity An observed situation where objective evidence indicates the non-
fulfillment of a specified requirement. A Major Nonconformity is an identifiable
deviation which poses a serious threat to personnel or ship safety or a serious risk to
the environment and requires immediate corrective action. Also, the lack of effective
and systematic implementation of a requirement of the ISM Code is considered a
major nonconformity.

Objective Evidence Quantitative or qualitative information, records or statements
of fact pertaining to safety or to the existence and implementation of a SMS 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.

OJT On-the-job training.

Oregon State University (OSU) - Oregon State University is part of the Oregon
University System and is a public university dedicated to research and higher
education.

PI Principal Investigator

Quality System A management system designed with the intent of ensuring
fulfillment of customer requirements.


OSU SHIP OPERATIONS
1.2 DEFINITIONS


Safety Management Audit A systematic and independent examination to
determine whether the SMS activities and related results comply with planned
arrangements, and whether these arrangements are implemented effectively and are
suitable to achieve stated objectives.

Safety Management Certificate (SMC) A document issued to a ship that signifies
the Company and its shipboard management operate in accordance with the
approved SMS.

Safety Management Manual (SMM) A compilation of policies, procedures and
documents that defines the Companys methods for developing and maintaining
systems for quality, safety and environmental protection in accordance with the ISM
Code. The manual forms the basis of a Safety Management System.

Safety Management System (SMS) A structured and documented system
enabling Company personnel to effectively implement the Company Safety and
Environmental Protection Policy. Mention of the SMS in this manual shall mean the
safety management and environmental protection system employed by the Ship
Operations Group at OSU.

Ship Operations Group Includes officers and crew of the Oceanus, Marine
Technician Group and Ship Operations Office support staff. This group is under the
direction of the Dean/Associate Dean of CEOAS.

Ship Operations Office The part of the Ship Operations Group located in the Ship
Operations facility at Newport, Oregon and supporting the operation of R/V Oceanus.

Shipboard Oil Pollution Emergency Plan (SOPEP) The oil pollution emergency
plan required by Regulation 26 of Annex 1 of the International Convention of
Prevention of Pollution from Ships, 1973 as modified by the Protocol of 1978.

SOLAS The International Convention for the Safety of Life at Sea, as amended.

STCW 95 The International Convention on Standards of Training, Certification and
Watch-keeping for Seafarers, as amended.

System In this manual means the Ship Operations Groups quality and safety
management system, including environmental protection measures when used in the
context of describing or referring to a management system.

Top Management The SMM recognizes that the chain of command of the Marine
Superintendent is to the Dean of CEOAS. Recognizing further that in fact resources
for the safe execution of operations at ShipOps and on Oceanus derive from outside


OSU SHIP OPERATIONS
1.2 DEFINITIONS


of CEOAS, for the purposes of this SMM, Top Management refers operationally to
the National Science Foundation, Ocean Sciences Directorate (OCE), Integrative
Programs Section (IPS).

Traceability The ability to identify and track documents from the point of issue to
recipient for the purpose of revision or recall.

University In this manual, refers to Oregon State University of which the Ship
Operations Group is the ship-operating branch. For the purpose of this system, the
Ship Operations Group is considered a separate and distinct entity.

VSO The Vessel Security Officer under the ISPS Code.

Web The worldwide web, the Internet

Note: Definitions for some words and terms are given in relevant sections of this
manual.


OSU SHIP OPERATIONS
2.2 DRUG AND ALCOHOL POLICY

Number: SMM 2.2 Revision: 5 Effective Date: 1 Feb 13 1 of 3

2.2.1. Purpose

The purpose of this section is to set forth the Drug and Alcohol policy both on board the
Research Vessel Oceanus and shoreside Ship Operations facilities.

2.2.2. General

The passage of the Drug-Free Workplace Act of 1988 requires the Institution, as a federal
contractor, to certify that it operates a drug-free working and learning environment. Failure
to comply with the terms and conditions of the Act may result in the suspension or loss of
federal funds or the debarment of the Institution from receipt of any federal funds.

The Master has the legal responsibility for the safety of the vessel and all personnel on
board. As such the Master has the administrative authority to enforce these rules. The
Master is authorized to search any part of the vessel at any time for alcoholic beverages or
controlled substances and to remove, impound, confiscate or destroy any unauthorized
alcoholic beverages or controlled substances found.

2.2.3. Reference

OSUs Drug and Alcohol Policy statement, including the legal basis from which it is derived,
can be found on Oregon State Universitys web site.

2.2.4. Drug Policy

The University prohibits the unlawful manufacture, distribution, dispensing, possession or
use of a controlled substance in the workplace. As defined, the workplace includes any
location where an employee or student is working and receiving funds from the University.

All University personnel, including students and guests, are affected by this regulation and
are expected to comply as a condition of continuing their affiliation with the University.
Notification of the terms and conditions of the Act are distributed to all Ship Operations
personnel on an annual basis.

Crewmembers and members of the embarked scientific party are subject to drug and
alcohol testing requirements found in Title 46, Code of Federal Regulations, for reasonable
cause and in the event of a Serious Marine Incident at the discretion of the Master. (See
SMM Section 9.3, Accidents.)

Crewmembers are also subject to random drug testing. For the purposes of random drug
testing the individuals subject to random drug testing include Oceanus crew, and Ship
Operations office personnel holding U.S. Coast Guard credentials, licenses or certificates of
registry including the Marine Superintendent, Port Engineer and Boat Operator.


OSU SHIP OPERATIONS


If an individual receives a positive drug test result or refuses to submit to requested drug
testing, the University shall, as soon as is practicable, remove that individual from active
duty and place the member on a type of leave status or terminate his/her employment.
However, the University may, in its discretion, continue in active duty any person whose
performance is necessary for the preservation of life or property or the protection of the
environment.

If the individual is a marine crewmember and holds a license, certificate of registry, or
merchant mariner credential, the University must also report any positive drug test result or
refusal to take a test to the USCG Officer in Charge, Marine Inspection. A crewmember in
this status faces license and/or document revocation under USCG procedures. Disciplinary
action from the University is also appropriate.

If the individual affected does not hold a license, certificate of registry, or merchant mariner
credential, there is no obligation to report the positive test results to the USCG (except as
part of a response to a request for records by the USCG). The sole exception is in the
event of a Serious Marine Incident. Employees who have positive test results are
nevertheless subject to appropriate University disciplinary action.

2.2.5. Drug Counseling/Rehabilitation

In recognition that any form of drug abuse is dangerous to the health and well being of all
University personnel, the University has contracted with an Employee Assistance Program
provider to conduct periodic educational workshops and to provide counseling as
necessary. Information is available on Oregon State Universitys web site.

The University has an obligation to inform the appropriate funding agency in the event of an
employee's conviction of a drug violation in the workplace. Such notification must be within
ten days of the employee's conviction or within ten days of actual knowledge of such
conviction.

The funding agency has the authority to impose sanctions on the University if, in the
agency's view, the University has not demonstrated a good faith effort to be in compliance
with the Drug-Free Act. Those sanctions range from suspension of grant payments, to
grant/contract terminations, to debarment. A debarred grantee or contractor may be
declared ineligible to receive federal grants or contracts for as long as five years.

Questions regarding the University's drug-free policy, including drug counseling or
rehabilitation, are to be addressed to the Human Resources Office.


OSU SHIP OPERATIONS


2.2.6 Alcohol Policy

No alcoholic beverages of any type will be permitted on University vessels with only two
exceptions:

1) Cooking wines are allowed for galley use only.

2) When transiting from a foreign port, the crew or science party may relinquish
purchased goods to the Master, who will keep these goods under lock and key until
arrival back at the homeport where the goods shall then be removed from the vessel.

All persons, including scientific staff from other institutions and visitors, are affected and
expected to abide by this regulation. Other than as excepted above, it is strictly forbidden
for any person to bring any alcoholic beverages aboard the ship, or to possess any alcoholic
beverage. In addition, no person may drink while on duty, or come on duty or watch under
the influence of alcohol, whether at sea or in port.

By regulatory definition, a person with a blood alcohol content of 0.04 percent by volume is
considered to be under the influence of alcohol.

As guidance to the Master of the R/V Oceanus, Title 33 Code of Federal Regulations, part
95.045 sets forth the following in that a crewmember:

A. Shall not perform or attempt to perform any scheduled duties within four hours of
consuming any alcohol.
B. Shall not be intoxicated at any time.
C. Shall not consume any intoxicant while on watch or duty.
D. May consume a legal non-prescription or prescription drug provided the drug does
not cause the individual to be intoxicated.

The University may, in its discretion, treat a positive alcohol test result or a refusal to submit
to alcohol testing in the same manner as a positive drug test result or a refusal to submit to
a drug test.


OSU SHIP OPERATIONS
2.3 NON-SMOKING POLICY

Number: SMM 2.3 Revision: 4 Effective Date: 9 Apr 12 1 of 1

2.3.1 Purpose

The purpose of this procedure is to set forth a Non-smoking policy.

2.3.2 Scope

Oregon State University has a Non-smoking Policy. This policy extends to the R/V Oceanus
and small craft managed and operated by Oregon State University.

2.3.3 Reference

OSUs Non-smoking Policy statement can be found on Oregon State Universitys web site.

2.3.4 General

Smoking is not allowed anywhere within the interior spaces of vessels managed or
operated by the Ship Operations Group with the following exceptions:

A. Smoking is permitted only on open decks, and in well-ventilated
machinery spaces.

B. During foul weather, at the Masters discretion, smoking may be allowed in
the winch room on Oceanus.

Smoking in any enclosed area will cease upon objection from any person.

Additionally, the practice of selling tobacco products to crewmembers/technical staff
from bonded stores on board the Universitys vessels is not allowed.

The University EAP program may provide assistance for employees who wish to
stop smoking.


OSU SHIP OPERATIONS
2.4 SEXUAL HARASSMENT POLICY


2.4.1 Purpose:

The purpose of this section is to set forth the Sexual Harassment policy on board the
Research Vessel Oceanus, small craft operated by OSU Ship Operations and shoreside.

2.4.2 Reference:

OSU Sexual Harassment and Violence Policy brochure:
http://oregonstate.edu/oei/sites/default/files/sexual_harassment_and_sexual_violence.pdf

UNOLS Research Vessel Safety Standards, Appendix E

2.4.3 Policy:
Oregon State University is dedicated to promoting and fostering a safe environment for all
students, staff, and faculty. As an employer and educational institution, OSU has a
responsibility to take reasonable steps to eliminate sexual harassment and sexual violence,
prevent their recurrence, and to address their effects. The office charged with investigating
complaints of harassment is the Office of Equity and Inclusion and the office's Executive
Director, Angelo Gomez, is the university's Title IX Coordinator.
In addition to the legal obligations to ensure that all employees and students are provided
an environment free from sexual harassment and sexual violence, our broader goal is the
creation of a working and learning environment that is inclusive, equitable, and seeks to
value diversity. OSU is a campus community that does not condone and actively opposes
sexual or gender-based violence in any form. The University provides resources for
prevention, awareness, and response. OSU honors survivors of sexual harassment and
sexual violence by having policies that emphasize privacy to the highest level possible.
OSU is dedicated to due process and appropriate response to each case of sexual
harassment and sexual violence.
Sexual harassment includes sexual or gender-based behavior that is unwanted and/or
nonconsensual, and has the effect, intended or unintended, of producing harm. It includes
behavior along a continuum of severity, from offensive talk to physical violence, including
but not limited to rape. Underlying the continuum are the sexist beliefs and attitudes about
the inferiority or lesser value of another, and a sense of entitlement and the right to impose
the behavior on another. Such actions do violence to the liberty and freedom of another
being. The policies, procedures, and resources below are designed to address such
problem behavior. While it is critically important that we take action against such problem
behavior, it is equally important that we promote the best antidote, namely, attitudes, beliefs
and behavior that honor and respect the personal liberty, freedom and equality of all.


OSU SHIP OPERATIONS
2.4 SEXUAL HARASSMENT POLICY


2.4.4 Resources

Office of Equity and Inclusion (OEI)

Phone: 541-737-3556
Location: 526 Kerr Administration Building
Web: Office of Equity and Inclusion (OEI)
Hours: 8am-5pm, Monday-Friday

The OEI accepts inquiries, formal, and informal reports of sexual harassment and sexual
violence. In addition to handling grievances, the staff offers consultation and advice on
what procedure is likely to have the most positive outcome.

Sexual Assault Support Services (SASS)

Phone: 541-737-7604
Location: 500 Snell
Web: OSU Sexual Assault Support Services (SASS)
Hours: 8am-5pm, Monday-Friday (academic year); 9am-4pm, Monday-Friday (summer)

SASS provides confidential consultation for employees who have received a report of
sexual harassment or sexual violence.

Members of the University community who believe they are the victim of sexual harassment
may also choose to seek redress through any of the following outside agencies:

Seattle Office
Office for Civil Rights
U.S. Department of Education
810 Third Avenue, Suite 750
Seattle, WA 98104-1627
Telephone: 206-684-4500
FAX: 206-684-0332; TTY: 206-684-4503
Email: OCR.Seattle@ed.gov

United States Department of Labor
Employment Standards Administration
Office of Federal Contract Compliance Programs
620 SW Main Street, Suite 411
Portland, OR 97205
Phone: (503) 326-4112


OSU SHIP OPERATIONS
2.5 STATE-OWNED VEHICLE USE POLICY
Demian Bailey Demian Bailey


2.5.1 Purpose

The purpose of this procedure is to set forth a policy for the use of State Owned Vehicles in
association with Ship Operations and R/V Oceanus.

2.5.2 Scope

Oregon State University has a State Owned Vehicle Policy. This policy extends to the
vehicles managed and maintained at Ship Operations.

2.5.3 Reference

OSUs Motor Pool (MPL) Policy & Procedures Manual can be found on Oregon State
Universitys web site.

2.5.4 Appropriate Use

Fleet vehicles should be used to conduct official University or state business.
Vehicles are not to be used for personal errands or other similar activities.
Consuming alcoholic beverages in a University vehicle is strictly prohibited. The
Motor Pool will deny vehicle privileges to any employee who violates these
guidelines.
Smoking in any University vehicle is prohibited.
If the University vehicle is involved in an accident, please note that on the trip ticket.
Failure to do so could result in forfeiture of driving privileges (see Accidents & Safety
for more accident information.)
Home-to-office travel is not authorized and shall be considered vehicle misuse.
Fleet gas purchase card (if provided) may not be used for any vehicle other than the
vehicle it is issued to, nor for any other purchase.
No children or other family members, pets or hitchhikers are permitted.
Damage/restoration costs resulting from unauthorized or illegal use of state vehicles
will be the complete responsibility of the driver.

Fleet vehicles may be operated by personnel to obtain personal meals when not in
the vicinity of their normal place of duty. For example, personnel whose place of
duty is normally in Corvallis may use a vehicle to obtain a meal when official
business requires their attendance in Newport. During such times, personnel whose
place of duty is coincident with the vehicle use may accompany those personnel
who are operating the vehicle.
However, fleet vehicles are not authorized for personal meals when operated by
personnel in their normal place of duty.


OSU SHIP OPERATIONS
3.1 RESPONSIBILITIES AND AUTHORITY


3.1.1 Purpose

The purpose of this procedure is to set forth the responsibilities and authorities as they exist
at Oregon State University (OSU) Ship Operations in the operation of its ISM regulated
vessel. The purpose of the Safety Management System is to safely and efficiently manage
and operate the R/V Oceanus.

3.1.2 Scope

The Safety Management System is required to define and document the responsibility,
authority and interrelation of all personnel who manage, perform and verify work relating to
and affecting safety and pollution prevention. This procedure is designed to define this
responsibility and authority.

3.1.3 General

In general, safety is the responsibility of all persons. The OSU Marine Superintendent and
the OSU Marine Technician Superintendent are the designated Safety Coordinators for Ship
Operations. By direction of the Marine Superintendent, it is the responsibility of the Master
to maintain the vessel in a safe condition.

The Marine Superintendent will act as the Designated Person (DP).

The Ship Operations office manages the day-to-day operations of the vessel. The Marine
Superintendent is responsible for ensuring resources and shore-based support are provided
to enable the vessel to be operated adequately and safely.

The Marine Superintendent and Marine Technician Superintendent report to OSUs Dean of
the College of Earth, Oceanic and Atmospheric Sciences (CEOAS). The Dean is defined as
top management in that they both report directly to him for administrative purposes. As
defined in section 1.2 of this manual, operationally Top Management refers to
NSF/OCE/IPS.

Nonetheless, the Marine Superintendent and Marine Technician Superintendent are
responsible for the establishment and implementation of the Safety and Environmental
Protection Policy, and ensuring adequate resources for the Safety Management System in
support of these policies. The Marine Superintendent and marine staff will conduct the
annual Management Review as per section 12.3 of this manual.


OSU SHIP OPERATIONS
3.2 Management Commitment


3.2.1 Management Commitment

Top management is committed to the consistent implementation of our Safety Management
System and to continually improving its effectiveness. This commitment is demonstrated
through:

A. The continuous communication to all personnel, both ashore and shipboard, of OSU
Ship Operations Safety and Environmental Protection Policy and the importance of
meeting statutory and regulatory requirements.
B. Ensuring that safety, security, and environmental objectives are established and
maintained.
C. Conducting management reviews.
D. Ensuring the availability of resources.

The Management System may be added to or modified based upon any new developments
or requirements in our day-to-day operations or external regulations. This system is
implemented to meet documented objectives but is also designed to be available for control
of safety, security, environmental, or other issues at the discretion of management.

The implementation, control, and maintenance of the management system is in a controlled
manner and is supported by documentation in order to meet specified requirements of the
ISM Code and other regulatory requirements.


OSU SHIP OPERATIONS
3.3 ORGANIZATIONAL DIAGRAM



OSU SHIP OPERATIONS
3.4 RISK ASSESSMENT
Jeffrey K. Crews Demian Bailey


3.4.1 Purpose

The purpose of the procedure is to set forth policies and procedures for Oregon State
Universitys risk assessment program on board the R/V Oceanus. This program is intended
to enhance safety at sea, prevention of human injury or loss of life, and avoidance of
damage to the environment, in particular to the marine environment and to property. It is
intended to be an ongoing continuous process that can address risk of both routine and
unusual operations without creating a resentful compliance mentality and reduce risk
assessment to a mechanical, bureaucratic, box-ticking exercise that will do nothing to
improve safety and pollution preventions (Quoted from ABS Guidance on the Revised
ISM Clause 1.2.2.2.)

3.4.2 Definition

Job Safety Analysis (JSA): The process by which an employee assesses the work related
hazards associated with a specific task. The process includes assessing the potential
physical hazards of the job, determining if there are any administrative or engineering
controls that will mitigate any of the hazards, and determining the personal protective
equipment (PPE) needed to prevent injury.

3.4.3 Scope

Risk assessment, in some form, applies to all activities onboard or associated with
Oceanus. The degree of assessment necessary depends on the perceived dangers, the
likelihood of an incident and the severity of the results of an incident. This procedure
attempts to categorize activities and provide an assessment method for dealing with routine
activities with an amount of risk or unusual activities not often encountered.

3.4.4 General

Activities are separated, for the purpose of this procedure, into various categories as
defined below:

A. Minimal risk activities
B. Routine activities with some risk
C. Other than routine activities with an element of risk

3.4.4.1 Minimal Risk Activities

Activities for which a detailed risk assessment is unlikely to achieve an improvement in
safety due to the limited risks involved, low probability of incident or limited severity of
hazards.


OSU SHIP OPERATIONS
3.4 RISK ASSESSMENT


3.4.4.2 Routine Activities

These are operational tasks that are routinely done onboard the Oceanus. These include
items such as Painting, Splicing and Overboarding Science Equipment. These tasks will
have a JSA performed and collected in a binder (Established JSAs) that will be mandatory
reading for new employees and be reviewed (at least) annually by current employees.
This will be verified by the crew acknowledging on the New Crewmember Orientation (SMF
6.2), that they have been shown the JSA procedure as well as the location of the
established JSA binder, and have been instructed which JSAs are applicable to their
position. The acknowledgement of the annual review of the JSAs by the vessel crew will
be a sign off sheet located in the Record Book binder on the bridge of Oceanus. The
established JSAs included in the binder will also be reviewed during the Masters Annual
Review of the ISM. New JSAs will be created as needed by either table top analysis of the
task or by an on-site observation of the task by a supervisor. New JSAs will include the
following steps:
1. Define the Job
2. List the Hazards
3. List the Hazard Controls
4. List the Environmental Concerns
5. List the Environmental Controls
6. List the Personal Protective Equipment
New JSAs generated will be included in the established JSA binder should it be deemed
appropriate, due to a likely repeat of the task in the future.

3.4.4.3 Other than routine activities with an element of risk
These would be operational items that are new to the vessels crew that have a different set
of hazards and safeguards than those normally associated with routine operations including
overboarding of science equipment. It would also include maintenance and repair activities
or other unusual or uncommon activities that involve an amount of risk that should be
analyzed prior to commencing the task. For uncommon or new science operations, this JSA
will be completed during the Pre-Cruise Meeting.


OSU SHIP OPERATIONS
3.4 RISK ASSESSMENT


3.4.5 Responsibilities
It is the responsibility of each department head to insure that the procedures for the JSA
program are adhered to in their department. The following personnel will be responsible for
the JSAs in their department.
Deck: Chief Mate
Engineering: Chief Engineer
Galley: Chief Steward
Science Operations: Marine Technician Superintendant
The Master will have overall responsibility for the JSA program.
Although it is the department heads responsibility to administer the Job Safety Analysis, it is
up to every employee to be responsible for their own safety.


OSU SHIP OPERATIONS
4.1 DESIGNATED PERSON

Number: SMM 4.1 Revision: 4 Effective Date: 05 Oct 11 Page 1 of 1

4.1 Purpose

The purpose of this procedure is to set forth the individual within Oregon State University
Ship Operations who is considered the Designated Person.

4.2 Scope

The Safety Management System is required to establish a designated person. The ISM
Code reads, To ensure the safe operation of each ship and to provide a link between the
Company and those on board, every Company, as appropriate, should designate a person
or persons ashore having direct access to the highest level of management. The
responsibility and authority of the designated person or persons should include monitoring
the safety and pollution prevention aspects of the operation of each ship and ensuring that
adequate resources and shore-based support are applied, as required.

4.3 General

The person determined to be the Designated Person for Oregon State University Ship
Operations is the Marine Superintendent. This is the individual who has the responsibility to
ensure the safe operation of the ship and who provides the link between the company and
those onboard.

The Marine Superintendent also has access to the highest level of management when that
access is needed.

From time to time the Marine Superintendent may delegate to members of his staff various
tasks associated with the duties of a Designated Person within the meaning of the ISM
Code.

During working and non-working hours, the Designated Person shall be one of the first
persons notified of a shipboard emergency by shipboard personnel. In his absence, the
individual assigned to act in his behalf shall be notified. In most instances, this will be the
Port Engineer or the Port Captain.

The Designated Person will be responsible for the approval and issuance of the Safety
Management Manual and any changes made to it. In this position he may delegate a
coordinator to handle the routine matters associated with the maintenance of this manual.


OSU SHIP OPERATIONS
5.1 MASTERS RESPONSIBILITIES AND
AUTHORITY


5.1.1 Purpose

The purpose of this procedure is to set forth the Masters responsibilities and authority on
the R/V Oceanus, operated by Oregon State University.

5.1.2 Responsibility

The Master is responsible for:

A. The safe and efficient day-to-day operation of the vessel.
B. Complying with the laws of navigation and the entire body of statutes that regulate
ships and seagoing matters.
C. Maintaining the seaworthiness of the vessel and protecting the interests of the
University.
D. Accomplishing the objective of each cruise as defined in the Cruise Plan provided to
the ship by the Ship Operations office.
E. Implementing the Safety and Environmental Protection policies of the Safety
Management System as defined in this manual.
F. Motivating the crew in the observation of those policies.
G. Monitoring and reviewing the Safety Management System and reporting any
deficiencies to the Ship Operations Group in accordance with other provisions of this
manual.

5.1.3 Authority

OSUs Ship Operations ensures that the Master is properly qualified for command and fully
conversant with the management system prior to taking command. The Master has the full
support of the Marine Superintendent in performing his duties to ensure that safety, security,
and environmental concerns are conducted in accordance with our policies.

The Master is in overall command of all personnel and operations aboard the ship. His/her
authority at sea is supreme and overriding. He/she has the authority and responsibility to
make decisions with respect to safety, security and pollution prevention and to request
assistance from the Ship Operations Group or any other appropriate source.


OSU SHIP OPERATIONS
5.1 MASTERS RESPONSIBILITIES AND
AUTHORITY


5.1.4 Policies & Procedures

The Master must support, implement, enforce, and be conversant with the following:

A. Safety Management System (SMS).
B. Safety Management Manual (SMM).
C. International Safety Management (ISM) Code.
D. Oil Pollution Emergency Response Plan.
E. Ballast Water Management Plan.
F. Waste Management Plan.
G. International and Federal regulations applicable to vessel operations.
H. All applicable state and local regulations.
I. All applicable OSU policies and procedures.


OSU SHIP OPERATIONS
6.1 RESOURCES AND PERSONNEL


6.1.1 Resources

OSUs College of Earth, Ocean, and Atmospheric Sciences Ship Operations Group provides
the resources necessary for the effective implementation and continual improvement of the
Safety Management System in order to enhance safety, security, and environmental
performance. Resources include suitably qualified and trained personnel, including those
trained to perform verification activities. Resources also include equipment, technology and
financial resources.

The Ship Operations Coordinator shall ensure that all new hires meet the requirements of
the applicable Position Descriptions and all statutory and regulatory requirements in force at
the time of hire.

Position descriptions are maintained to identify the prerequisites, with regard to education,
experience, skills and training, of personnel performing tasks that have an effect on
operations of the vessel.

This hiring criteria is supplemented by on-the-job training, company provided training
programs and special courses. Training programs are designed to ensure knowledge of the
requirements and workings of the Safety Management System. The training requirements
are reviewed periodically to ensure their continued effectiveness and identify any additional
training needs. Refresher training is also considered within the training program.

6.1.2 Vessel Personnel

Orientations of shipboard personnel to their duties and those instructions that are essential
before sailing have been defined in SMM 6.2 (New Crew Orientation). English is the
language for communication both within and outside the Company. Therefore, information
for working within the Safety Management System is established in English.


The responsibility of adequately manning the R/ V Oceanus ultimately rests with the Marine
Superintendent. Under the Marine Superintendent, it shall be the responsibility of the Ship
Operations Coordinator to ensure that the vessel is staffed with properly qualified
individuals. This includes that all necessary professional papers are adequate and current,
and all medical evaluations are completed.

The Master is responsible for implementing, monitoring, and reviewing the Safety and
Environmental Protection policies of the Safety Management System onboard the vessel
(See section 5 of the SMM).


OSU SHIP OPERATIONS


6.1.4 Management System Awareness Training
OSU Ship Operations supports and requires training in the Safety Management System for
all personnel ashore and on board. The Master or his designee ensures training in the
Safety Management System for all personnel on board so that personnel in each relevant
function and level are aware:

A. That conformance with Safety Management System procedures is mandatory in
order to ensure consistency of operations and to facilitate identification of any
weaknesses.
B. Of how their work activities may have a significant impact on safety, security, and the
environment, whether actual or potential.
C. Of their roles and responsibilities in achieving conformance with Safety Management
System policies, procedures and requirements, and the benefits to OSU and the
community within which we operate and their responsibilities for conforming to our
policies and procedures.
D. Of their roles and responsibilities in regard to emergency preparedness, security
awareness and participation, and response requirements.
E. Of the potential consequences of departure from specified operating procedures and
requirements.

All ship and shore personnel will read and review the current Safety Management Manual
not less than annually; the review by each person will be documented on SMF 6.1
appended to this Manual. New employees will complete this review within 30 days of their
initial orientation as described in SMM 6.2.

6.1.5 Familiarization Training
Procedures set forth in SMM 6.2 (New Crew Orientation) have been established,
documented and maintained for ensuring that new personnel and those transferred to new
assignments related to safety, security, and protection of the environment, are given proper
familiarization of their duties.

6.1.6 Communications
Communications between the vessel and shore staff occurs on a daily basis. While in port,
this consists of personal interactions between the shore staff and the vessels Master and
crew. While the vessel is at sea, a daily morning report is recorded and published on the
vessels website. In addition to the morning report, further communications may be made,
depending on the need, in a variety of mechanisms including VHF radio, Single Side Band
radio, cellular phone, fax, and email.


OSU SHIP OPERATIONS


6.1.7 Records
It is the responsibility of the Ship Operations department to maintain a system of training
records for all employees in a computer data base and in their personnel file. It is the
responsibility of each employee to provide the Ship Operations office with copies of all
evidence of completed training whether paid for by the University or not. The Master, or
his/her designee, shall record all training completed on board the vessel resulting in a
recognized qualification and file the check-off sheets in the training binder; copies of all such
training records will be provided to the Ship Operations office.


OSU SHIP OPERATIONS
6.2 NEW CREW ORIENTATION


6.2.1 Purpose

Every new crewmember that comes on board the R/V Oceanus is required by the
Standards of Training, Certification and Watchkeeping (STCW) to receive an orientation. In
addition to this orientation, there are other policies and procedures that need to be followed
when a new person reports on board.

The purpose of this procedure is to set forth the requirements to establish a system for
accomplishing this orientation and documenting that the orientation has occurred.

6.2.2. Responsibility

It is the responsibility of the Master of the vessel to establish an orientation program for
every new crewmember that comes on board the vessel. It is also the responsibility of the
Master to maintain that program.

In establishing the orientation program, the Master may delegate the conduct of the
program to others under his command. Such delegation does not relieve the Master of the
responsibility to ensure that each new crewmember receives a proper orientation.

The Master or his designee will go over the OSU New Classified Employee Orientation
Checklist with the employee and also provide a copy of their job description to them.
Copies of licenses, documents and STCW certificates will also be made by the office with
copies to the Master.

6.2.3. General

It is important that each crewmember be adequately prepared to assume his/her functions
on the vessel prior to performing their shipboard duties. The requirements for this
familiarization and basic safety training are contained in 46 CFR 15.1105. These
regulations require that this familiarization take place prior to the new individual assuming
duties on the vessel. Any new crewmember with a valid STCW Certificate can be assumed
to be competent and familiar with the standard items listed below, such as donning life
jackets.

A new crewmember is one who has never sailed on the vessel before.

The STCW regulations set forth that the following areas must be covered:

A. The ability to communicate with other persons on board about elementary safety
matters.
B. Knowledge of what to do if a person falls overboard, if a fire or smoke is detected, or if
the fire alarm or abandon-ship alarms sounds.
C. Can identify station for muster and embarkation, and emergency escape routes


OSU SHIP OPERATIONS
6.2 NEW CREW ORIENTATION


D. The ability to locate and don a life jacket.
E. The ability to raise the alarm and knowledge of how to use portable fire extinguishers.
F. Can take immediate action upon encountering an accident or other medical
emergency before seeking further medical assistance on board.
G. The ability to close and open fire doors, weather tight doors, and watertight doors.
H. Is familiar with the vessels arrangements, installation, equipment, procedures and
characteristics relevant to his or her routine or emergency duties or responsibilities.

In addition to the requirements of STCW, the orientation should include:

A. Introduction to OSU specific policies such as smoking, drug and alcohol use, sexual
harassment, etc.
B. RVOC Safety Training Manual Crew Supplement.

6.2.4. Reporting

New crewmember orientation will be performed using a check-off list to ensure that the
required areas are addressed. This list is appended as SMF 6.2.

Upon completion of the orientation check-off list, it shall be given to the Master. The Master
will then be responsible to ensure that the orientation has been added into the
crewmembers personnel file in NS5 when it is functional and provide a copy to the Office
until that time.

When entry is made in NS5, the orientation check-off list does not need to be retained
elsewhere.


OSU SHIP OPERATIONS
6.3 CRANE OPERATIONS


6.3.1 Purpose

The purpose of this procedure is to set forth the standards for the qualifications for crane
operators on R/V Oceanus.

The safety of crane operations, whether in port or at sea, is of the utmost importance.


It is the responsibility of the Master of the vessel to establish the criteria used to qualify
individuals to operate cranes located on that vessel.

In establishing this qualification program, the Master may delegate the conduct of the
program to others under his/her command. Such delegation does not relieve the Master of
the responsibility to ensure that each individual is qualified when operating a crane. The
training will normally be conducted by the Chief Mate, Second Mate or Boatswain who will
direct the practical training and assessing of an operator.

6.3.3 References

A. Crane Manuals and Load Charts
B. RVOC Safety Manual
C. 46 CFR 173.001 Sub Part B (Lifting)
D. Pre-operational Crane Inspection Crane Institute of America video
E. Hand Signal Communication Crane Institute of America video

6.3.4 General

The R/V Oceanus is equipped with a TB 60-65 marine crane manufactured by Allied
Systems. The crane is man rated when equipped with an anti two block device. The crane
lifting configuration is flexible with the normal use of 5/8 8x19 EIPS, IWRC non-spinning wire
rope (36,200# B.S.). The ship can provide options from single whip thru 6-part rigging
covering a working load from 7,100 # thru 40,450 # static load. It is important to note that
the lifting capacity is not limited by crane capacity but by heeling criteria as well as dynamic
loading under certain conditions. All crane lifts at sea are therefore down rated accordingly.

The max loads permitted are shown on the Allied load capacity chart modified for Oceanus
max moment as well as a sheet showing the moments at various radiuses. The crane is
fitted with a 3PS load monitoring system. This system gives the crane operator the ability to
compare anticipated weights, boom angle and extension to actual measurements. This
system does not calculate load capabilities but only assists operators in ensuring the load is
within the capacities indicated on the load capacity chart. Before making any lift, all aspects
of the movement must be evaluated to ensure that the load does not exceed rated capacity


OSU SHIP OPERATIONS


at any point in the operation. Additional and more comprehensive information is available
on the bridge (see book entitled Crane Loading Capacity Information). Also see 46 CFR
173.001 Sub Part B (Lifting). A copy of the load capacity chart is in the crane cab for
reference. This and supplementary information is also available from the Chief Mate and
Bosun.

The ship can also be equipped with a portable Morgan articulating crane with a 3,000#
rating at 26.5 feet, and/or other portable cranes (as limited by loading and stability
requirements). Manuals and load charts will be provided to the ship when any portable
crane is loaded on board.

6.3.5 Operation/Training

The main crane shall be operated by a trained and qualified member of the deck
department or engineering department. They will operate under the direction of the ships
Boatswain, Chief Mate or other designated qualified individual.

At the Masters discretion members of the Oceanus Marine Technician Group and science
party may be trained and qualified in the operation of portable cranes in addition to the
personnel listed above.

New operators shall go through a training and certification process as outlined in the Crane
Operator Certification Worksheet (SMF 6.3). Training covers the basic concepts of
operation and rigging along with a comprehensive understanding of hand signals, crane
controls, load charts and applied dynamics. Hands- on training usually begins dockside
with observing a qualified operator together in the cab, followed by coaching of the trainee
and putting him/her "through the paces. This typically involves several hours of training
including making pick-ups and placing objects as directed using all of the crane functions to
the satisfaction of the Boatswain/Chief Mate.

Upon certification for dockside operations, the next phase is to become certified for crane
operations at sea. Since there is no easy way to do this, the preferred method is to ease
into it beginning with light sea conditions and working up to heavier weather. The
philosophy is predicated on trust and following signals and direction as given from the
person in charge on deck. As always, the ultimate responsibility lies with the Master in
determining safe conditions for crane operations.

Note: The crane operator, at times, has a distinct advantage in being able to see
better from the control position. At other times, the crane operators vision may be
obstructed. It is of paramount importance to follow signals at all times. If the
operator is confused, in doubt, uncertain or if he/she detects an unsafe condition
occurring or about to occur, it is essential that immediate action be taken to avoid


OSU SHIP OPERATIONS


danger. This will be done by hand signals, stopping or by whatever emergency
measures are available.

If the operator observes others directly involved in crane operations proceeding in an unsafe
manner or not in compliance with required safety gear, the operator will stop operations as
soon as is safe to do so and will not proceed until corrective action has been undertaken.
This applies if there are others within the operating or danger zone that must be kept clear.

6.3.6 Record

Upon completion of the above requirements to the satisfaction of the Chief Mate, Crane
Operator qualification will be added to the Training Section of the crewmembers personnel
record in NS5.


OSU SHIP OPERATIONS
6.4 BOAT OPERATIONS


6.4.1 Purpose

The purpose of this procedure is to set forth guidelines for boat operations and the
qualifications for boat operators on the R/V Oceanus.


Boat operations are conducted at the direction of the Master. The Chief Mate shall oversee
the training of operators while qualified operators give the practical instruction.

The Boatswain or other person designated by the Master is in charge of the deck during
launch and recovery of boats. While a boat is underway, the boat operator is in command
and responsible for the embarked personnel and safe operation of the boat.

6.4.3 General

The ship normally carries a Zodiac Rigid-Hulled Inflatable Boat (R.H.I.B.) with outboard
motor as a ships boat. For special operations such as diving, a Zodiac inflatable with
outboard motor is available with an advance request. The inflatable is normally warehoused
at the OSU Ship Operations facility. The ship provides an operator as well as all required
safety equipment for boat operations. The ships boats are intended to be used in support
of the scientific effort although, at the discretion of the Master, they may be used for other
purposes such as recreation as deemed appropriate.

The Boatswain or other person designated by the Master shall be responsible for inspection
and run tests of the small boat on a monthly basis, and prior to deployment to ensure that
the R.H.I.B. is properly inflated and ready for deployment at all times.

6.4.4 Procedures

Although not required of ship's boats, every effort will be made to maintain the ships boats
registered with the State of Oregon. A copy of the registration will be kept on the back of
the R.H.I.B. seat.

The Chief Mate will ensure that the operator has received adequate training and is certified
as a boat operator. In some cases, personnel under training will be allowed to operate
under supervision of a trained operator. Special care must be exercised to keep weights to
a minimum during all hoisting operations so as not to over tax the lifting bridle or boatlift
points. Under Oregon law, any small boat in Oregon waters must be operated by a USCG-
licensed Master (6-Pack or higher), or by an operator holding a Oregon Boater Education
Card. Additional information is available on The State of Oregon Marine Boards web site.


OSU SHIP OPERATIONS
6.4 BOAT OPERATIONS


The operator shall ensure:

A. That the boat is in proper condition, adequately inflated and seaworthy.
B. That the boat contains equipment as required by the USCG for the size motor boat
being operated. The required equipment is kept in good condition and up to date and
ready for immediate use. A watertight boat box is provided for those items that must
be kept dry.
C. That a VHF radio is on board, fully charged and tuned to the agreed upon frequency
(normally 68), is turned on and ready for use. In the case of a hand held radio, it shall
be placed in a sealed plastic bag to protect it from moisture.
D. That the boat is operated in a safe manner observing all applicable rules of the road
where required.
E. That the number of persons and gear does not exceed the manufacturers weight
limits and that the weight is evenly distributed for proper operation under the
prevailing conditions.
F. That a radio check is conducted prior to getting underway from the ship.

The boat operator will follow all special instructions given by the ships watch officer.

The Chief Engineer or his designee shall be responsible for engine maintenance, both
periodic and planned, whether done on board or contracted to an outside source. Requests
for repairs, spares and supplies will be sent by email to the Ship Operations office.
Maintenance records shall be maintained by the Chief Engineer.

The Boatswain, or other person designated by the Master, will be responsible for the
general overall boat maintenance (except engine work) and readiness condition including
providing adequate quantities of stabilized gasoline. The Boatswain will collaborate with the
Chief Mate and Chief Engineer as needed to address maintenance and repair issues.

6.4.5 Launch / Recovery

The R.H.I.B. will be launched and recovered on the starboard side using the ships crane.
Tag lines are fair lead fore and aft with positive control using cleats or other securing points.

A four-part spliced sling coupled to a single pear or sling ring led to a single lift pennant
attached to the crane headache ball and hook is the preferred method for lifting. The four
lift points are attached to the boats lift rings. Tag lines are fair lead fore and aft with positive
control using cleats or other securing points. The crane operator and line handlers follow
the directions of the Boatswain for launch and recovery.

The usual procedure for launching the RHIB is as follows but may be modified to suit the
situation at hand:


OSU SHIP OPERATIONS
6.4 BOAT OPERATIONS


A. The boat is raised from the deck, lifted over the bulwark rail and then swung inboard
against the bulwark and made fast.
B. Gear may be loaded and the operator climbs aboard with the required safety gear and
takes position on the outboard side facing the ship.
C. On signal, the boat is swung out and lowered away. Once positively afloat, the
operator releases the crane hook. As the hook is being raised, the line handlers
provide long leads fore and aft to keep the boat safely alongside.
D. The boarding ladder is deployed over the side. Designated persons board the boat and
additional gear is passed down if needed.
E. Once all hands are seated and the motor is running, the bridge will give permission for
the boat to get underway.
F. Upon recovery, the process is essentially reversed, the boat is returned to the deck
and secured as before.

Note: Once the boat has been launched, the operator is in charge and responsible for all
persons aboard. All lines are to be safely secured inside the boat.

The checklist appended as SMF 6.4 will be used in small boat operations aboard Oceanus.

6.4.6. Training

To become recognized as a qualified small boat operator, the individual shall:

A. Understand the use and care of the equipment and the operations from pre-launch to
recovery and securing.
B. Receive practical training that includes observation of all aspects of the operation
with qualified operators, then operating with a qualified operator supervising until the
trainee is ready to solo. Readiness to solo is determined by the Chief Mate.
C. Perform a practical test to demonstrate satisfactory operation of the boat.

Note: The Master and the Chief Mate reserve the right to revoke any operators certification
if, in the opinion of either, an operator is in violation of safety standards or operating
the boat in a manner which endangers personnel.

6.4.7 Reporting

Upon completion of the above requirements to the satisfaction of the Chief Mate, Small
Boat Operator Qualification will be added to the Training Section of the crewmembers
personnel record in NS5 when it is functional, with a hard copy provided to the office until
that time.


OSU SHIP OPERATIONS
6.5 A-FRAME AND BOOM OPERATIONS


6.5.1 Purpose

The purpose of this procedure is to set forth the standards for A-frame and Hydro Boom
operations and the qualification for training operators on the R/V Oceanus.


The operation of the A-frame and Hydro Boom in the conduct of ships work and training
other personnel to operate it is under the direction of the ships Boatswain or other person
designated by the Master. The ships A-frame and Hydro Boom are typically operated in
conjunction with other equipment including, but not limited to: winches, capstan, tuggers,
and the ships crane.

6.5.3 General

A. The A-frame is operated from a fixed control box on the starboard A-frame pedestal.
The single lever operates the hydraulics to traverse the A-frame either in or out. The normal
position for transiting and when not in use is all the way out. Standard practice when
docking the ship in confined areas is to "top up" the A-frame to allow for room astern and to
protect it from contact by other vessel movements.

B. The Hydro Boom is operated via a joystick control at the Hydro Winch operators station
on the 02 deck starboard. The joystick operates the hydraulics to extend or retract the
boom. The normal position for transiting and when not in use is fully retracted.

C. As with all other weight-handling equipment, the A-Frame and Hydro Boom are tested
and certified periodically. These tests are typically scheduled during shipyard maintenance
periods.

6.5.4 Qualifications

Because of their simplicity and ease of operation, no specialized training is deemed
necessary. It is, however, required that the person operating the unit follow directions while
maintaining situational awareness for the task at hand. It is not unusual for the person
assigned to the A-frame to assist with other tasks during any given operation as needed.
The Boatswain may train and qualify any member of the ships complement to operate the
A-frame, and the Marine Technician for the cruise may train and qualify members of the
scientific complement to operate this A-frame. Hydro Boom qualification will be in
conjunction with Hydro Winch training and qualification (see SMM 6.6.2.)


OSU SHIP OPERATIONS
6.5 A-FRAME AND BOOM OPERATIONS


6.5.5 Maintenance

The deck department maintains the A-frame and Hydro Boom structures. Periodic,
scheduled lubrication is the responsibility of the deck department. The engine department
maintains electrical and hydraulic components.

6.5.6 Maximum Tension

The Master and Mates are particularly directed to published stress calculations in order to
ensure compliance with RVSS Appendices A and B.


OSU SHIP OPERATIONS
6.6.1 DEEP SEA TRACTION WINCH
OPERATIONS

Number: SMM 6.6.1 Revision: 4 Effective Date: 1 Feb 13 Page 1 of 2

6.6.1.1 Purpose

The purpose of this procedure is to set forth the standards for deep-sea traction winch
operations and the qualification for training traction winch operators aboard R/V Oceanus.

6.6.1.2 Responsibility

The Chief Mate, working with the Boatswain and other qualified winch operators, will ensure
that all operators are trained in the procedures, limitations and uses of the various winches
in use on Oceanus, and follow all JSAs per this manual as appropriate.

Deep-sea traction winch operations are conducted with the approval of the Master. The
lubrication and maintenance of the Dynacon winch structures, related hardware, and
sheaves are the responsibility of the Deck Department. Mechanical, electrical and
electronic issues are the responsibility of the Engine Department. The Marine
Superintendent is responsible for the wire spools. A record of wire use is maintained by the
Chief Mate and is entered into the ships wire log. If the wire is shortened, transferred,
retired, or removed from the ship, a Wire Log Report shall be completed by the Marine
Technicians and approved by the Chief Mate. Marine Technicians are responsible for wire
monitoring equipment, including instrumentation and cameras.

6.6.1.3 General

The ships deep-sea traction winch is a custom built Dynacon Constant Tension Winch. The
system is designed to handle a variety of wire spools including: (1) 9/16 3x19 wire, (2) 0.680
coax conducting wire and (3), 0.681 fiber optic cable. The storage spools are
interchangeable with other Dynacon spools in the UNOLS fleet including those owned by
Scripps. The spools are changed out through the main deck hatch. The actual operation of
the winch is described in the winch operators manual.

Before any deep-sea winch operation takes place, a meeting with the Marine Technician for
the cruise, Master, Chief Mate and involved scientists will take place. This meeting is to
identify the general plan for the operation, the maximum anticipated loads, any special
considerations and, if appropriate, any procedures to deal with unusual circumstances. The
Chief Mate is responsible for communicating information to the mates, Boatswain and able
seaman who will be operating the winch.

The mate on watch will determine if conditions are safe for deployment taking into
consideration such issues as traffic density, visibility, wind, sea state, handling
characteristics and any other relevant conditions that may be present. If in doubt, or if there


OSU SHIP OPERATIONS
6.6.1 DEEP SEA TRACTION WINCH
OPERATIONS


are questions, the Watch Officer will call the Master for clarification. If operations are to
continue, the appropriate signals will be displayed and security calls broadcast as required.

Since the winch is capable of multiple tasks, the control microprocessor offers several
important and convenient options and settings that are tied in to alarms. Among these
options are: speed out/in and tension limits with high and low settings. Additionally, since
the winch room is unattended, a full suite of Closed Circuit Cameras and VDU are visible
from the control station and bridge for operational monitoring.

The trawl operations are usually deployed through the A-Frame. Deployment can also be
conducted off the starboard side or port side with additional specialized support equipment
and configuration.

Procedures for rigging, handling, overboarding and recovery are tailored to the individual
tasks and, as in all procedures, designed to provide as safe an operation as is prudent and
reasonable. Deck set up, rigging, overboarding and recovery will be at the direction of the
Marine Technician, Boatswain or Chief Mate who will instruct all participants and direct deck
operations.

Once all equipment is safely aboard and secured, the power to the winch will be secured
unless operations are to continue.

The fantail deck area and the winch room are secured to all nonessential personnel while all
operations are being conducted.

All operations involving new equipment or unusual overboard configurations are to be pre-
approved by the Marine Superintendent well in advance of the scheduled trip.
Considerations are covered in SMM 7.15, Overboarding Operations.

6.6.1.4 Maintenance

All maintenance conducted by the ships crew will be recorded and the information will be
entered in NS5, when the system is functional.

6.6.1.5 Reporting

Upon completion of the above requirements to the satisfaction of the Chief Mate, Traction
Winch Operator will be added to the Training Section of the crewmembers personnel
record in NS5 when it is functional and provide a hard copy to the office until that time.


OSU SHIP OPERATIONS
6.6.2 HYDRO WINCH OPERATIONS


6.6.2.1 Purpose

The purpose of this procedure is to set forth the standards for hydro (CTD) winch operations
and the qualification for training hydro winch operators aboard R/V Oceanus.

6.6.2.2. Responsibility

Hydro winch operations are conducted with the approval of the Master. The lubrication and
maintenance of the winch structure and related hardware and sheaves are the responsibility
of the Deck Department. Mechanical, electrical and electronic issues are the responsibility
of the Engine Department. The Marine Superintendent is responsible for the wire spools. A
record of wire use is maintained by the Chief Mate and is entered into the ships wire log. If
the wire is shortened, transferred, retired, or removed from the ship, a Wire Log Report shall
be completed by the Marine Technicians and approved by the Chief Mate. Marine
Technicians are responsible for wire monitoring equipment, including instrumentation and
cameras.

6.6.2.3 General

The ships hydro winch is a Markey DESH-5 hydrographic winch that is mounted on the
starboard side of the 01 deck. The winch control, as well as the control for the associated
hydro boom, is located on the 0-1 deck. The system is designed to handle either (1) !
3x19 wire or (2) 0.322 conducting wire. The spools are interchangeable using the ships
crane. The actual operation of the winch is straightforward and is described in the winch
operators manual.

For normal CTD operation no specific meetings or planning need take place since this is a
routine operation. Before an unusual operation using the Hydro winch takes place, a
meeting with the Marine Technician for the cruise, Master, Chief Mate and involved
scientists will take place. This meeting is to identify the general plan for the operation, the
maximum anticipated loads, any special considerations and, if appropriate, any procedures
to deal with unusual circumstances. The Chief Mate is responsible for communicating
information to the mates, Boatswain and able seaman who will be operating the winch. The
Master, mates, Boatswain and able seaman are to be familiar with the procedures in the
Markey DESH-5 operators manual for the winch as well.

The mate on watch will determine if conditions are safe for deployment taking into
consideration such issues as traffic density, visibility, wind, sea state, handling
characteristics and any other relevant conditions that may be present. If in doubt or if there
are questions, the Watch Officer will call the Master for clarification. If operations are to
continue, the appropriate signals will be displayed and security calls broadcast as required.


OSU SHIP OPERATIONS
6.6.2 HYDRO WINCH OPERATIONS


Hydro winch operations are conducted using the ships hydro boom. The CTD deck area is
secured to all nonessential personnel while all operations are being conducted.

All operations involving new equipment or unusual overboard configurations are to be pre-
approved by the Marine Superintendent well in advance of the scheduled trip.
Considerations are covered in SMM 7.15, Overboarding Operations.

6.6.2.4 Maintenance

All maintenance conducted by the ships crew will be recorded and the information will be
entered in NS5 when it is functional and in the hard log until that time.

6.6.2.5 Reporting

Upon completion of the above requirements to the satisfaction of the Chief Mate, Hydro
Winch Operator will be added to the Training Section of the crewmembers personnel
record in NS5 when it is functional. Hard copies will be provided to the office until that time.


OSU SHIP OPERATIONS
6.7 NON-CREW ORIENTATION


6.7.1 Purpose

Every person that comes on board the R/V Oceanus needs to have a very basic knowledge
of safety. Every person needs to know what to do for the basic emergency scenarios of fire,
abandon ship and man overboard. In addition that person should know the procedures for
reporting an emergency situation.

The purpose of this procedure is to set forth the basic elements of safety that shall be
presented to non-crewmembers on the Oceanus.


It is the responsibility of the Master of the vessel to insure that non-crewmembers receive
basic safety orientation on board their vessel.

This orientation may be delegated to another member of the crew to conduct. Such
delegation does not relieve the Master of the responsibility to insure that each non-
crewmember receives a proper orientation.

6.7.3 General

It is important that each person on board the vessel know what to do in cases of
emergency. This knowledge shall be imparted to non-crewmembers in four ways: (1) Berth
assignment, (2) Safety Orientation Video, (3) Safety Orientation Lecture, and (4) Initial Fire
& Boat Drill.

Each person reporting on board Oceanus shall be assigned a berth. Associated with each
berth (bed) is a Station Card. This Station Card designates where that person is assigned
for a fire, an abandon ship or man overboard.

Before getting underway, or as soon as practicable thereafter and no more than 24 hours
after departure:

A. The Chief Mate or other officer designated by the Master shall present the RVOC
Safety Video for the instruction of all non-crewmembers who have not sailed aboard
a UNOLS research vessel within the last two years, and shall conduct a Safety
Orientation Lecture for all non-crewmembers. The Marine Technician assigned to
the cruise shall assist the Master or his designee in ensuring that all non-
crewmembers assigned to the cruise are in attendance.


OSU SHIP OPERATIONS
6.7 NON-CREW ORIENTATION


B. The Master shall conduct a fire and boat drill. At this fire and boat drill, all personnel
will report to their designated fire station and receive instructions in what they are
expected to do. This instruction includes where to assemble and what to bring.
Following basic fire instruction, each person will be instructed in the basics of
abandoning ship. Such instruction shall include donning of personnel flotation
devices and exposure suits. It will also include basic instructions for entering life rafts
and what to bring should an abandon ship be announced.

As a normal practice, non-crewmembers will receive instruction during other regularly held
drills.

6.7.4 Reporting

All fire and boat drills performed on board the Research Vessel Oceanus are logged into the
vessels official deck logbook. Each Safety Orientation Lecture shall be recorded on SMF
6.7 Non-Crew Orientation Checklist signed by all non-crew personnel attending and the
instructing officer. The original form shall be retained by the Master for the duration of the
cruise and forwarded to the Ship Operations office when the cruise is complete; a copy of
the signature page shall be retained onboard for one year from the date of the orientation.


OSU SHIP OPERATIONS
6.8 SHIPBOARD SAFETY MEETINGS
Jeffrey Crews Demian Bailey


6.8.1 Purpose

The purpose of this section is to define the need for and purposes of a Shipboard
Safety Meeting.

6.8.2 Scope

It is understood that many safety meetings occur on board R/V Oceanus during a
given cruise. Several such meetings may occur daily. For the purpose of the SMS,
Shipboard Safety Meetings are defined as formal all-hands gatherings at which
attendance needs to be documented.

6.8.3 Background

A Safety Meeting is a general term that can apply to a number of different situations
including
Safety Stand Downs in the event of an accident
Safety Stand Down in order to discuss a Near Miss as defined by Annex to MS-
MEPC.7/Circ.7 of the ISM Code
Review of SMM / NCCAR changes and recommendations
Any situation onboard that the Master deems important enough to call an all
hands meeting to discuss and document.

6.8.4 Shipboard Safety Meeting Conduct

Chapter 9.4 of this SMM defines the need for a Shipboard Safety Meeting in order to
disseminate NCCAR disposition and final Corrective Action implemented.

Beyond the above, and HAZREP Safety Stand downs notwithstanding, the
Shipboard Safety Meeting will be called at the discretion of the Master.

6.8.5 Records

SMF 6.8 will be used to document crew Shipboard Safety Meeting Attendance.
These forms will be maintained on the ship and at the office for a period not to
exceed five years.


OSU SHIP OPERATIONS
7.0 PLANS FOR SHIPBOARD
OPERATIONS


7.0.1 General

The Marine Superintendent is responsible for establishing procedures and guidelines for
vessel operations to ensure compliance with state, federal, and international laws and
regulations.

Employees are responsible for performing work in accordance with the Safety Management
System and actively participating in the safety performance of OSU Ship Operations.

7.0.2 Operational Control

OSU Ship Operations has established procedures for shore-based and shipboard
operations and activities concerning the safety and security of the ship, prevention of
pollution, and preservation of the environment in support of the companys policy.

The operations at OSU Ship Operations are carried out under controlled conditions.
Controlled conditions include, as applicable:

A. The availability of information and operating criteria that defines and documents
the characteristics of the service.
B. Procedures that have been established, maintained and made available where
their absence could adversely affect safe operation and the protection of the
environment.
C. Personnel who are properly qualified to carry out assigned tasks.
D. Compliance with mandatory rules, regulations and codes.
E. The use of suitable equipment and the availability and use of monitoring and
measuring devices.


OSU SHIP OPERATIONS
7.1 MASTERS STANDING ORDERS


7.1.1 Purpose

The purpose of this procedure is to establish that each Master permanently assigned to R/V
Oceanus shall set forth standing orders and establish the standards to which these standing
orders are upheld.


It is the responsibility of the Master to establish standing orders and to ensure that all deck
watch officers and deck watchstanders are aware of those orders.

7.1.3 General

Every Master has his or her comfort level. This comfort level is set forth through a
document referred to as standing orders.

The regular Master shall promulgate standing orders. These orders shall be reviewed,
acknowledged and signed by all deck watch officers and deck watchstanders no less than
annually, and at any time the standing orders are revised by the Master.

When a relief Master is assigned, he or she may amend or supplement the existing standing
orders, or simply confirm that the existing orders remain in force. All deck watch officers
and deck watchstanders shall review, acknowledge and sign these orders prior to assuming
their first watch under the relief Master.

Any Master may, at his discretion, publish Night Orders for navigation and other operations
when not in attendance in the wheelhouse. If published, all deck watch officers and deck
watchstanders shall review, acknowledge and initial the Night Orders prior to assuming the
watch.

7.1.4 Reporting

The Master shall provide a current copy of the Standing Orders (including required
signatures) to the Ship Operations Office at least annually, and at any time the orders are
revised. A relief Master shall provide a copy of any amended Standing Orders (including
required signatures) to the Ship Operations office at the completion of their relief.

Night Orders will be retained on board for the duration of each cruise.


OSU SHIP OPERATIONS
7.2 RESPONSIBILITIES OF THE DECK
DEPARTMENT


7.2.1 Purpose

The purpose of this procedure is to set forth the responsibilities of the Deck Department
personnel.

7.2.2 Reference

Title 46, Code of Federal Regulations 15.1111
OSU Position Descriptions


The Chief Mate is responsible for the Deck Department. The Chief Mate reports to the
Master and shall keep the Master informed of all activities of the Deck Department.

7.2.4 General

The Deck Department is made up of licensed and unlicensed personnel. Each licensed
officer in the Deck Department is a watchstander and has specific responsibilities aboard
the vessel. Unlicensed personnel are both watchstanders and day workers. The senior
unlicensed individual in the Deck Department is the Boatswain. As directed by the Chief
Mate, the Boatswain coordinates the work activities of unlicensed personnel within the Deck
Department while they are not on watch.

The workday for an individual is dictated by the activities that the vessel is engaged in and
the STCW standards that are set forth in Title 46 Code of Federal Regulations 15.1111. In
particular, the following apply:

A. Each person assigned to a navigational watch shall receive a minimum of 10 hours of
rest in a 24-hour period.
B. The hours of rest required may be divided into no more than two periods, of which one
must be at least 6 hours in length.
C. The requirements above need not be maintained in the case of an emergency or drill
or in other overriding operational conditions.
D. The minimum period of 10 hours of rest may be reduced to not less than 6
consecutive hours as long as:
1. No reduction extends beyond 2 days; and
2. Not less than 70 hours of rest are provided each 7-day period.
E. The minimum period of rest required under paragraph (A) may not be devoted to
watch keeping or other duties.


OSU SHIP OPERATIONS
DEPARTMENT


In addition to the responsibilities set forth in the job descriptions for each position, the
specific responsibilities of the members of the Deck Department are as follows:

Chief Mate

A. Second in command of the vessel
B. Head of the Deck Department
C. Watch stander, at sea and in port
D. Chief Medical Officer
1. Responsible for maintenance of ships medical facilities, ensuring all necessary
medications and equipment are on board and will not exceed shelf life during the
scheduled cruise.
2. Responsible for providing medical care to all crewmembers and other persons on
board.
E. HAZMAT Officer
Responsible for the safe handling, storage and use of hazardous materials on board
the vessel.
F. Safety Coordinator ISM Compliance Officer.
G. Training Officer/Coordinator.
H. Damage Control Officer and On-scene leader in emergency situations.
I. Safety Officer
Responsible for the condition and repair of lifesaving equipment not delegated to other
departments including but not limited to lifeboats, life rafts, life rings and life jackets

Second Mate

A. Watch Stander, at sea and in port
B. Navigation Officer
1. Maintains all navigation and radio equipment, publications, charts and prepares
information for the bridge.
2. Ensures bridge electronics, navigational aides, alarm systems and lights are in
good working order.
3. Plots voyage tracks for the Masters approval using up-to-date Sailing Directions,
Coast Pilot, Light List and Tide and Current Tables.
4. Ensures all required flags are aboard and in good condition.
C. Weather Officer
1. Responsible for general maintenance of all weather related equipment and having
adequate supplies on board at all times.
2. Sends reports and weather data to appropriate parties as needed during scientific
cruises.


OSU SHIP OPERATIONS
DEPARTMENT


Boatswain

A. Day Worker, at sea and in port.
B. Keeps the Chief Mate well informed on a daily basis.
C. Supervises unlicensed Deck Department personnel in and participates with the
sanitation and maintenance of deck department spaces, decks, tools, equipment and
associated gear.
D. Ensures that unlicensed crewmembers under his supervision adhere to established
safety guidelines, practices and policies.
E. Assists in training new crewmembers.
F. Responsible for maintaining adequate levels of Deck Department stores.

Other Unlicensed Deck Personnel

A. Watchstander at sea and Security Watch in port.
B. Maintains assigned cleaning station.
C. Handles lines and shipboard equipment.
D. Loads/Offloads stores and scientific gear.
E. Assists in scientific operations as required.
F. Operates ships crane, winches, boats, etc., as qualified and directed.


OSU SHIP OPERATIONS
7.3 DECK EQUIPMENT
RESPONSIBILITIES


7.3.1 Purpose

The purpose of this procedure is to establish departmental responsibility for the
maintenance and repair of the deck machinery on board the R/V Oceanus.


The maintenance of permanent deck equipment is shared by all departments in the
following manner:

All deck equipment structures and related hardware will be maintained by the Deck
Department. This includes greasing of moving parts, corrosion treatment and maintaining
coatings.

Mechanical and electrical issues, including greasing the bearings on all electric motors, are
the responsibility of the Engine Department.

The Marine Technicians group is responsible for peripheral winch equipment, such as
instrumentation and CCTV monitoring, and record keeping as defined below. Where the
Marine Technicians have maintenance and repair responsibility, the Ship Operations Office
has financial responsibility for providing the necessary hardware and spare parts.

Load testing of this equipment in compliance with the UNOLS Research Vessel Safety
Standards will be scheduled by the Marine Superintendent or Port Engineer and is generally
included in routine shipyard packages.

7.3.3 General

The equipment covered in this policy includes the Markey Trawl and Hydro (CTD) Winches,
the Dynacon Deep Sea Traction Winch, A-frame, the anchor windlass, the capstan,,wire fair
leads, overboarding blocks, wire ropes and cables, air and hydraulic tuggers, the ships
main crane and the portable crane.

Deck Department Responsibilities

A. All exterior painting.
B. All greasing of equipment and blocks as per the manufacturers guidelines.

Engine Department Responsibilities

A. All hydraulic equipment.


OSU SHIP OPERATIONS
7.3 DECK EQUIPMENT
RESPONSIBILITIES


B. All electrical equipment except as noted under the Marine Technicians
responsibilities on specific equipment.
C. Mechanical maintenance and repairs.

7.3.4 Winches

A. Deck Department Responsibilities

1. Assist Marine Technicians in changing out wires.
2. Provide trained operators to support science.
3. Maintain the deep-sea winch turning blocks and all blocks supplied by the Deck
Department.
4. Changing winch drums.
5. Periodic Maintenance as specified in the winch manuals.
6. Chief Mate will ensure that the winch wire logs are kept current.

B. Engine Department Responsibilities

1. Assist Deck Department in changing of winch drums.
2. Changing of levelwind gear ratios.
3. Adjust and set up systems for operation.
4. Periodic maintenance as specified in the winch manuals.
5. Maintain and repair winch control systems.

C. Marine Technicians

1. Assist Chief Mate in ensuring wire logs are kept current.
2. Complete Wire Log Report for any wire shortened, transferred, retired or removed
from ship (to be approved by Chief Mate).
3. Maintain and repair the closed circuit TV system.
4. Maintain and repair winch instrumentation system components.
5. Schedule and coordinate wire changes and replacements with the Marine
Superintendent.

7.3.5 Crane


1. Crane whip maintenance and replacement.
2. Terminations and fittings, including blocks used for lifting on board and all straps
and other lifting accessories.
3. Supply qualified operators.


OSU SHIP OPERATIONS
7.3 DECK EQUIPMENT
RESPONSIBILITIES



As defined in the General Section.

7.3.6 Anchor Windlass and Capstan


Inspection and maintenance of the pelican hooks, pawls, anchor chain and
associated ground tackle.



7.3.7 A Frame





C. Marine Technician Responsibilities

Operation and the training of operators from the science party when necessary.

7.3.8 CTD Hydro Boom


Inspect, maintain, and replace shackle and block as required.




OSU SHIP OPERATIONS
7.3 DECK EQUIPMENT
RESPONSIBILITIES


7.3.9 Reporting

A. NS5 will be the primary maintenance reporting and recording tool for deck
equipment on R/V Oceanus.

B. The Chief Mate will keep a log of all deck department initiated maintenance, and
will keep a log of all wire use including maximum deployment depths and tensions.

C. The Chief Engineer will keep a log of all engine department initiated maintenance.

D. The Marine Technicians will make sure that the Wire Log Report is filled out for
any changes in wire (shortening, transfer, retirement or removal from the ship),
approved by the Chief Mate and distributed to the vessel and office records. The
Marine Technicians will also make sure that calibrations of winch instrumentation
are made and recorded.


OSU SHIP OPERATIONS
7.4 DEPARTURE/ARRIVAL
PROCEDURES

Number: SMM 7.4 Revision: 4 Effective Date: 1 Feb 13

Page 1 of 3

7.4.1 Purpose

The purpose of this procedure is to establish routine check-off lists to be used in preparation
for arrival and departure aboard the R/V Oceanus.


The Master is responsible for evaluating the readiness status of the vessel. This will be
accomplished with the assistance of the Mates, Chief Engineer, Boatswain, Chief Scientist
and other personnel as directed.

7.4.3 General

33 CFR 164.25 spells out a series of performance checks between the bridge and the
engine room. In addition 46 CFR 196.35-5 identifies actions to be logged.

7.4.4 Departure

In general, the procedure for getting underway under scheduled conditions follows a routine,
which varies little. Once the departure time has been agreed upon between the Master and
chief scientist, the sailing board is posted for all hands and, if departing from Newport, the
Ship Operations Office is notified. Any change in the day of departure which will have
schedule impact must be approved by the Marine Superintendent. In out-ports, this
information is conveyed via a departure report. It is always understood that the departure
time may be flexible in order to accommodate a variety of unforeseen issues which may
cause delay, or conversely in some cases, an early departure. In each case, every attempt
will be made to adhere to the established time.

Prior to getting underway:

A. The Chief Engineer will instruct his/her department as needed to attend to the
procedures required to make ready in all respects for getting underway. This
includes but is not limited to:

1. Taking the time in advance to bring systems on line for testing and warm up.

2. Switching to ships power.

3. Testing or observing the testing of all vital systems.


OSU SHIP OPERATIONS
PROCEDURES


Page 2 of 3

4. Verifying that the vessel is in correct trim and providing the bridge with a
completed tank report.

When all procedures have been completed, the Chief Engineer will report to the
Master that he is ready in all respects to get underway or if not will report deficiencies
in need of attention.

B. The Chief Mate and Boatswain will inspect the decks and attendant interior spaces to
ensure that all gear and equipment has been properly secured. Properly secured
aboard R/V Oceanus means that we are ready to proceed into storm force conditions
at any time.

C. The Chief Scientist will ensure that his labs and equipment are properly secured for
sea. Additionally, he will report that all members of the science party are on board
and that they are ready to proceed.

D. The Second Mate will work from SMF 7.4A for departure, SMF 7.4B for arrival to
ensure that all bridge and navigation systems are on line and in good order and that
the requisite systems have been tested (steering/propulsion/bow thruster, etc.) The
lists appended to this Manual as SMF 7.4A and SMF 7.4B are provided as examples;
any checklist used should include all items required by the regulations cited in 7.4.3
above, as well as any other data or checks deemed necessary by the Master. Once
completed, the Second Mate will report to the Master that the bridge is ready in all
respects or report deficiencies in need of attention. After testing the ships bow
thruster, propulsion controls, and steering on the bridge and starboard helm stations,
the Master will give the command to single up all lines.

Getting underway/Sea Detail:

The actual procedure varies for each evolution depending upon the forces and conditions
on hand. The Master will determine the strategy and direct the deck crew accordingly.

A. The standard crew positions for getting underway have the Master and Second Mate
on the bridge, the Chief Mate on the bow, the Boatswain on the stern, and the ABs
divided between the bow and stern positions. Additional crewmembers may be used
as required.

B. Once underway, the Master, when ready, will transfer control to the main console.
The Chief Mate supervises and assists on the foredeck as needed but a lookout must
be provided while on sea detail. One of the ABs will man the steering gear, with
working communications to the bridge. In special cases or in periods of very


OSU SHIP OPERATIONS
PROCEDURES


Page 3 of 3

restricted visibility, the Master may have a "bridge team" which includes the Chief
Mate on the bridge to assist.

C. One Assistant Engineer will be stationed at the main switchboard in the generator
room and the other Assistant Engineer stationed in the main machinery space during
maneuvering. The Chief Engineer may be stationed on the bridge or maintain a
roving watch during maneuvering at the discretion of the Master.

D. Once the vessel has reached the sea buoy, or other such area as deemed safe, after
steering will be secured, the anchor housed, the sea detail will be secured, and the
watch set. All mooring lines will be stowed prior to crossing any bar.

7.4.5 Arrival

This procedure varies to suit the prevailing conditions. In general, the arrival time is
set well in advance and arrangements will have been made, either through the Ship
Operations Office if arriving at Newport, or by other means such as a ships agent or
host institution if arriving at an out-port. If arriving at a U.S. port after a foreign
voyage, a pre-arrival Customs Check will be conducted to search for contraband.

A. Prior to arrival at the sea buoy or boarding a pilot, a pre-arrival test will be conducted
as required to test auxiliary propulsion, steering station and bow thruster controls. As
with Departure procedures above, a checklist will be used to ensure all required
preparations and tests have been properly carried out prior to maneuvering. The
Boatswain or Chief Mate will get permission from the bridge to make the anchor
ready to let go. The sea detail will be set and after steering manned.

B. The Deck Department will range out mooring lines, rig fendering as directed and
make ready heaving lines.

C. The usual practice is for the Second Mate to assume the duties of helmsman while
the Pilot or Master assumes the Conn while entering port. In most cases, the Master
will dock the vessel given that he/she is more familiar with the special handling
characteristics of the vessel.

D. Once alongside with mooring lines evened up, the standard practice is to double up
lines and rig chaffing gear.

E. Once the Master or Pilot is satisfied that the vessel is in the berth properly and as
assigned, and that no further maneuvering is needed, the Master will notify the Chief
Engineer of Finished With Engine and the sea detail will then be secured.


OSU SHIP OPERATIONS
7.5 SHIP STABILITY POLICY


7.5.1 Purpose

The purpose of this section is to establish responsibility and guidance for managing ship
stability.

7.5.2 Reference

46 CFR 42.15-1(b), 46 CFR 170.110, 46 CFR 170.120(a), 46 CFR 196.12-1,46 CFR
196.15-7, 46 CFR 196.35-5(d)
International Load Line Certificate #7529631-1622740-001 issued 06 MAR 2009.
R/V Oceanus Trim and Stability Book (Glosten Associates #07009 Revision C,
February 2007).


A. The Marine Superintendent will ensure that all current baseline stability data are
current, accurate and available to the Master and that changes to the vessel are
controlled and managed to ensure compliance with applicable regulations. This
includes scheduling and conducting stability tests as necessary.
B. The Ship Operations Group will ensure that the vessel is provided with a current trim
and stability booklet and such computerized systems as may be available.
C. The Master will ensure that various loads are managed so that the stability
requirements are met.

7.5.4 Procedures

A. Stability calculations must be made and recorded at the beginning of each cruise or leg
and at any other time the Master deems appropriate (as, for example, when significant
changes in load take place).
B. Each vessels Trim and Stability Booklet provides instructions and information for
calculating that vessels stability. The Master must ensure that he or she and
designated Mates are instructed and competent to perform such calculations.
C. Oceanus has been provided with computerized software to facilitate stability
calculations. The Master must ensure that he/she and the designated Mates are
instructed in the use of this software.
D. Stability calculations, whether determined manually or by computer program, will be
double-checked by confirming the drafts of the vessel at the bow and stern prior to
departure.


OSU SHIP OPERATIONS
7.5 SHIP STABILITY POLICY


7.5.5 Records

A. The Master is required to record in the official deck log that verification of the vessels
stability has been calculated prior to the departure of the vessel and at other times
necessary to assure the safety of the vessel.
B. Calculations verifying vessel stability are required to be maintained on board the vessel
for the duration of the voyage. Calculations verifying stability that are made in the
computer program must be saved and retained for the voyage.


OSU SHIP OPERATIONS
7.6 ANCHORING PROCEDURES


7.6.1 Purpose

The purpose of this procedure is to set forth guidelines for anchoring the R/V Oceanus.


All crewmembers participating in Anchoring evolutions should refer to the Anchoring Job
Safety Analysis (JSA) prior to performing their duties.

The Master has overall responsibility for the ship and crew during anchoring procedures.
The windlass structure and related hardware, as well as periodic lubrication (lube points
identified and marked on unit), are maintained by the Deck Department. The mechanical
and electrical components are maintained by the Engine Department.

7.6.3 Preparation

All key personnel (both Deck and Engine Departments) must be kept informed of the
expected time of maneuvering and anchoring.

7.6.4 General

Oceanus is equipped with two 1500-pound Baldt anchors that are attached to 6 (port) or 7
(starboard) shots of 1 stud link chain. The chain is led through the hawse pipe to a double
drum anchor winch. The chain is then led around the wildcat and into the spill pipes which
empty into the chain locker. The bitter end of the chain is secured with a shear pin near the
top of the chain locker with easy deck access for emergency disconnect. Under normal
anchoring, only one anchor is used and given adequate swing room. The formula of 5 to 1
scope is used. Other options may be employed at the discretion of the Master depending
on circumstances. The standard procedure during periodic scheduled shipyard
maintenance is to range out both anchors and chain and to end-for-end the chain and
switch side-to-side prior to reinstallation. A specified thickness gauging is conducted on a
regular schedule to ensure continued dependability.

7.6.5 Letting Go

Using standard procedures, letting go the anchor is a controlled process typically as follows:

A. The foredeck crew will usually consist of the Chief Mate, Boatswain and one seaman.
Eye protection is required to protect from flying rust and dust. PFDs and hard hats
are to be worn. Gloves are recommended for use with the required turnbuckle
wrench and mallet.


OSU SHIP OPERATIONS


B. The Master will give the order to make (starboard/port) anchor ready for letting go.
Confirm depth of water, type of bottom and number of shots to let out. The steps
involved are:

1. Assemble tools and look over the side to make sure all is clear.
2. Turn on power to windlass.
3. Ease off on the brake for the anchor to be used. The turnbuckle & pelican hook
will catch any slack.
4. Engage the wildcat and take up tension on the chain.
5. Back off on the steamboat ratchet and disconnect pelican hook.
6. Ease the chain out and stop on the signal of the Mate who will ensure that the
anchor is eased out enough to allow a free descent when the brake is released.
7. Put the brake on tightly and place the pelican hook on the chain but keep it lazy.
8. Disengage the wildcat. You are now ready for letting go under controlled
conditions.
9. Upon receiving the command from the bridge to let go, once again check over
the side, ensure that the foredeck is clear and safe. When clear, knock the
turnbuckle pelican hook off the chain with the mallet.
10. Ease off on the brake and drop the anchor under control to the bottom. Once on
the bottom it will be necessary to place some pressure on the brake so that as
the ship eases back, the chain pays out as needed and does not pile up upon
itself. The Boatswain or seaman will call out the shots as they pass across the
deck until the desired length is at the waters edge or on deck, whereupon the
brake will be fully engaged and the steamboat ratchet or "devils claw" will be
placed on the chain to take the strain. Once this is done, the brake will be eased
and all strain removed from the windlass.
11. Raise the black ball day shape or turn on the anchor lights, as appropriate.
12. The foredeck crew informs the bridge and stands by until it is determined that
the anchor has been set and holding. The Master will set an anchor watch and
the Watch Officer will ensure that the seaman makes periodic checks of the
ground tackle and reports back to the Watch Officer.


OSU SHIP OPERATIONS


13. The anchor watch will take all appropriate measures making use of available
equipment to ascertain that the anchor is not dragging, will record bearings and
positions on a regular basis paying special attention to changes in wind direction
and speed and changes in the currents. If it is determined that the anchor is
dragging, the Master will be notified at once and the main engine, if not already
running and on standby, shall be started as soon as is safe to do so and made
ready. In an emergency, a second anchor shall be set to minimize dragging.
Failing that, any and all measures available such as a tug or other rescue
vessel(s) shall be summoned or placed on standby until the situation is under
control. If under the control or direction of port authorities, they must be notified
as soon as an adverse situation begins to develop.

7.6.6 Weighing Anchor

Using standard procedures, weighing the anchor is a process typically as follows:

A. Assemble foredeck crew with required gear.
B. Rig and charge the foredeck general service line to the hawse pipe and prepare to
wash off mud from incoming chain.
C. Have a seaman standby the chain locker to make sure that the chain spills evenly
and does not become entangled or fouled. At times, it may be required to have a
seaman in the chain locker to flake out the chain. This will only be done with the
permission of the officer on watch and while in direct communication with the anchor
windlass operator.
D. Turn on the windlass and wait for the bridge to pass the word to "heave in."
E. Engage the wildcat.
F. Take up on chain and, with the mallet, knock off the steamboat ratchet pelican hook.
The Mate or member of the foredeck crew will give hand signals to the bridge
indicating the direction the chain is leading. Special attention will be paid to minimize
the chain from tending across the bow by signaling the bridge right away. Inform the
bridge when the chain is "up and down and when the anchor is "aweigh." Upon
sighting the anchor, inform the bridge whether it is clear or foul.
G. Heave in until the anchor is near the hawse. The anchor is then snugged with the
steamboat ratchet to avoid shock loading the anchor windlass. Lastly, drop day
shape and/or switch navigation lighting as appropriate after informing the bridge.


OSU SHIP OPERATIONS


H. Engage the steamboat ratchet and pelican hook and start taking up on the turnbuckle
while easing the chain off the wildcat so that, when the turnbuckle is as tight as
possible and the anchor is made fast and secure, the chain between the steamboat
ratchet and wildcat has a small catenary indicating that there is no tension on the
wildcat or windlass.
I. Disengage the wildcat and engage the brake. Secure power.
J. Notify the bridge.


OSU SHIP OPERATIONS
7.7 COMMUNICATIONS


7.7.1 Purpose

The purpose of this procedure is to establish policy and procedures for operational and
administrative communications between the R/V Oceanus and the Ship Operations Group.
Science and personal communications are not addressed by this guidance.


The Ship Operations Group is responsible for providing the ship with communication
apparatus and equipment that meets all applicable regulations. Within the Ship Operations
Group, the Marine Superintendent will have this responsibility. When changes to
communication equipment or systems are anticipated, the Marine Superintendent will plan
and budget for such changes.

Since Oceanus is an uninspected vessel under 300 GRT (U.S.), annual FCC inspections
are not required.

Maintenance and certification of the equipment will be coordinated by the Ship Operations
Group under the direction of the Marine Superintendent.

The Master is responsible for on board maintenance to the limit of the technical expertise on
board. Where the requirements exceed the ships crew or marine technicians capability,
the Master shall report the deficiencies to the Marine Superintendent. The Master has the
authority to bring in electronics service personnel in ports other than homeport to repair
equipment.

The Master is responsible for conducting operational and administrative communication as
indicated below.

7.7.3 Equipment

The R/V Oceanus has the full suite of GMDSS equipment required by SOLAS (voluntarily
equipped.) In addition, other optional means of communications (VHF Radio, MF/HF SSB
Radio, cell phone, Iridium Satellite, Fleet 77 and HighSeas Net satellite, etc.) are also
available.


OSU SHIP OPERATIONS
7.7 COMMUNICATIONS


7.7.4 Procedures

A. Operational Communications

The following operational communications from the vessel to the Ship Operations
Group are required.

1. Departure Report
This report is to be handed off when at home port or sent shortly after departure
from any other port. The report will also be submitted within 12 hours of any
change in on board complement due to personnel exchanges or medical
evacuation. The report is generally sent by fax or via email. It shall include the
following information, using form SMF 7.7.A:

Vessel Name - Departure Report
Time and Date of departure
Port of departure
Next scheduled port stop
Fuel on board
Lube oil on board
Draft marks
Names of persons onboard

2. Voyage Report
This message is to be sent shortly after arrival at a port and should include the
following information, using form SMF 7.7.B:

Vessel Name - Voyage Report
Cruise Number
Summary of Port Calls
Date/time of Departures
Date/time of Arrivals
Fuel used on voyage and fuel onboard
Dates & times of all drills, exercises and safety meetings conducted during
the voyage.

3. Morning Report
On all days away from home port the Master will provide a Morning Report to the
Ship Operations Group. The Morning Report will generally be provided at
approximately 0830 ships time via e-mail. Cellular or satellite phone, fax or HF
SSB radio may be used as alternate methods if necessary.


OSU SHIP OPERATIONS
7.7 COMMUNICATIONS


B. General Communications

Email is the desired method of transmitting routine ships business between the vessel
and the Ship Operations Group. However, some limitations of using this system must
be kept in mind. As a general rule, routine communications will be by email and should
be sent to the Ship Operations alias at shipops@pigeon.shipops.orst.edu.

Since there is no automatic acknowledgement that an email was received by the
recipient, the sender has no reason to believe it was unless a response has come
back. It shall be the policy of the Ship Operations Group to respond to any email
requesting assistance (e.g., parts orders) and to keep the ship informed on the
progress of actions requested.

7.7.5 Weather Reports

The Master shall avail him/herself of all appropriate sources of weather information
available for waters in which the ship is operating. The Master shall assure that the vessel
participates in the US Voluntary Observing Ship (VOS) weather reporting project, unless
operations or equipment problems preclude doing so.

7.7.6 Base Radio Stations

The Ship Operations facility in Newport operates a properly licensed base radio station
(KFB) for HF SSB or VHF FM voice communications with OSU research vessels at sea.
These services can also be made available to other research vessels at sea. This system is
a back-up to the other modes of communications.

7.7.7 Other Emergency Communication Equipment

The R/V Oceanus is equipped with Survival Craft Radios, EPIRBS, SARTS and an SSAS
and LRIT.


OSU SHIP OPERATIONS
7.8 CHIEF ENGINEER STANDING
ORDERS


7.8.1 Purpose

The purpose of this procedure is to mandate that the Chief Engineer of the R/V Oceanus
establish standing orders for the members of his/her department.

It is recognized that different Chief Engineers will have different levels of concern on how
the department needs to operate based on personality and experience. SMM 7.8.3
specifies the minimum requirements as determined by the Master and the Ship Operations
Group.


It is the responsibility of the Chief Engineer of the Oceanus to establish standing orders. It
is then his/her responsibility to ensure that engineering watchstanders are aware of those
orders.

7.8.3 General

All engineers are required to be well rested, sober and alert while standing watches both
underway and in port.

The engineer on watch is expected to be dressed appropriately with work shoes, work pants
and a work shirt coveralls may also be worn. The engineer will carry a flashlight at all
times while on watch.

Rounds are to be done throughout the engineering spaces and around the ship checking all
pressures, temperatures and machinery fluid levels. A thorough round of all engineering
spaces is also expected to check bilge levels, tank levels, and to assure that all gear is
secure. Hourly rounds should be sufficient as long as all machinery/equipment is in proper
working order. More frequent rounds are expected during rough weather or when
monitoring possible problems. Note any unusual conditions that may arise during your
watch and pass them along to the next watchstander if they require further observation or
attention.

In the event of a loss of a piece of critical machinery, know the appropriate action to take to
get the machinery back on line or a back-up unit running. If you do not know or are not
sure, ask questions and find out how.


OSU SHIP OPERATIONS
7.8 CHIEF ENGINEER STANDING
ORDERS


Critical Equipment:
Main Engine & Clutch Steering System
Reduction Gear Fire Pump
CPP unit Bilge System
Main Electrical Power System CO
2
System
Emergency Electrical Power System Starting and Control Air Systems

Should problems arise during the watch, assess the problem quickly and calmly. Alert the
mate on watch and the Chief Engineer should you need to slow the ship down and/or
secure the main engine, or if the situation threatens the safety of the vessel (e.g., fire or
flooding).

Watches are stood alone on the Oceanus so do not take any unnecessary risks around the
machinery. You are expected to check in with the bridge watchstander or mate on watch
hourly to let them know that you are safe.

All watchstanders are expected to have knowledge of all other non-critical systems on
board, as you will be responsible for their safe operation while on watch.

No liquids shall be discharged overboard while in port or at sea without the knowledge and
permission of the Master and the Chief Engineer. Consult the Chief Engineer before any
operations which may result in an overboard discharge.

7.8.4 Reporting

Standing watch orders are left in the engine room log desk. All watchstanders shall read
these standing orders. Once you have read and understand the assignments, initial next to
your name. If you do not understand, you are expected to ask questions.

The Chief Engineer may also publish Night Orders for additional equipment monitoring, on-
watch maintenance/repairs or any other necessary items. Night Orders will be posted at the
engine room log desk. Each watchstander shall review and initial such orders (if published)
on assuming the watch.

A current copy of the Chief Engineers standing watch orders shall be provided to the Ship
Operations office.


OSU SHIP OPERATIONS
7.9 RESPONSIBILITIES OF ENGINEERS

Number: SMM 7.9 Revision: 2 Effective Date: 9 April 12 Page 1 of 3

7.9.1 Purpose

The purpose of this procedure is to establish the guidelines set forth for the engineers on
R/V Oceanus. This designation of responsibilities is set forth in order to systematically
allocate the preventative maintenance of the various engineering systems aboard the ship.
This systematic allocation is intended to assist crewmembers in understanding their
assigned responsibilities, ensure that the various systems on the vessel are assigned to
someone for preventative maintenance, and to aid in the education of new personnel as to
their responsibilities.

The Chief Engineer has the authority to direct the engineering personnel to perform any
repairs or maintenance as deemed necessary. These assignments may even be made to
those outside of an individuals area of maintenance responsibility.

It is essential that the members of the engineering department remember that it is the
responsibility of every member to take immediate and definitive steps to remedy a piece of
equipment found in a failing condition to limit the extent of failure. This is regardless of
areas of the responsibilities set forth herein.


It is the responsibility of the Chief Engineer to assign each system of the vessel to a position
in the engineering department. This designation should happen by position and not by
name. Individuals go on vacation and move up and down in positions. Designation by
position establishes stability in the preventative maintenance program.

The regular Chief Engineer will generate the assignments of engineering responsibilities
and have it adopted into the Safety Management System. As the need may dictate, the
Chief Engineer may revise that list of assignments by sending a revised list in to the Ship
Operations Coordinator for incorporation into the Safety Management System.

The individual assigned to perform the preventative maintenance shall refer to vendors
technical manuals and other reference materials located on the vessel. Maintenance shall
be recorded in the maintenance log by the Chief Engineer.

7.9.3 General

The following is a list of all engineering systems/components/consumables aboard Oceanus
categorized by engineering position responsible for general maintenance:


OSU SHIP OPERATIONS


Chief Engineer

Systems Components Consumables
Main Engine Throttles Fuses Electrical
Generators HVAC-Refrigeration S/W Piping Tools
CP Unit Lube Oil Piping Chemicals
Clutches J/W Piping Oils
Bow Thruster S/W Piping
Reduction Gears Hydraulic Piping
Steering Gear Pumps
HVAC Emergency Shutoffs
Refrigeration Heat Exchanger
Evaporator
CO2 System
Alarms
Switchboard/Electrical

Assistant Engineer (1)

Emergency Generator Bilge Piping SS Hardware
Fuel Transfer Pump Fuel Piping and Vents Plumbing Fixtures
Fuel Centrifuge Grey Water Piping Light Bulbs-Ballasts
Bilge/Ballast Hot Water Piping Valves
OWS Compressed Air Piping Greases
Sewage Pump Heads/Showers Paint
Rescue Boat Strainers Rags
A-Frame/Hydro Boom Tape
Ships Whistle Lubricants
Transducer Air Lock


OSU SHIP OPERATIONS


Assistant Engineer (2)

Crane Sewage Piping Pipe Fittings
Air Compressors Sanitary S/W Piping Filters (include warehouse)
Air Handlers Potable Water Piping Copper Tubing/Fittings
Potable Water Pumps Chill Water Piping Garden Hose Fittings
General Service/Sanitary Fire Main Piping Gasket Material
Fire Main Deck Drains/Vents Emory Cloth
Boilers Epoxies
Science Sea Water Filter Media
Galley Equipment/Laundry
Anchor Windlass/Capstan
Bridge Wipers/Clear Views
Heaters

Specific responsibilities are spelled out for the deck equipment on the R/V Oceanus in SMM
7.2.


OSU SHIP OPERATIONS
7.10 WASTE OIL, SEWAGE AND
TRASH


7.10.1 Purpose

The purpose of this procedure is to set forth the guidelines necessary for proper waste oil,
sewage and trash management aboard R/V Oceanus.


With the knowledge and approval of the Master:

A. The Chief Engineer is responsible for management and disposal of waste oil.

B. The Chief Engineer is responsible for management, treatment and disposal of
sewage.

C. The Chief Mate is responsible for management, storage and disposal of trash.

7.10.3 General

A. Waste Oil

1. Waste oil is transferred into the ships waste oil tank. The waste oil is then
transferred to an approved shoreside facility/container/hauler for further proper
disposal. All waste oil transfers are to be recorded on USCG Form CG-4602A Oil
Record Book for Ships, Part 1 maintained by the Chief Engineer and reviewed by
the Master. In outlying ports, paperwork documenting the transfer of waste oil must
be retained by the ship for submission to the Ship Operations Office.

B. Sewage

1. R/V Oceanus is equipped with a USCG- and IMO-approved Type II Marine
Sanitation Device (MSD). Wherever practicable and/or required by law, the MSD
shall be used for treatment of ships sewage prior to overside discharge. Local
laws and regulations may prohibit any discharge even of MSD-treated sewage.

2. In port, if deemed necessary or prudent, ships sewage will be pumped ashore to
an approved facility. This may be an approved tank, shoreside sewage discharge
line or truck. The procedure will be conducted at the direction of the port
authorities. Under no circumstances will untreated sewage or graywater be
pumped directly over the side while in port.

3. At sea, sewage is discharged in compliance with the Federal Clean Water Act.
Every effort shall be made to discharge as far out as possible. In keeping with the


OSU SHIP OPERATIONS
7.10 WASTE OIL, SEWAGE AND
TRASH


law, untreated sewage shall never be discharged closer than 3 nautical miles from
shore. These limits may be modified or extended to comply with local laws and
regulations. Sewage may be retained on board upon the high seas for an extended
period, within practical limitations, if requested by the chief scientist so as to not
compromise the science work.

C. Trash

1. In port, local law or regulations generally dictate discharge of trash. Arrangements
are usually made through the ships agent or representative acting in the interests
of the ship to ensure compliance with proper procedures as set forth by the port or
health authorities.

2. At sea, disposal of trash is done in accordance with the restrictions set forth in the
MARPOL 73/78 ANNEX V. Trash is separated on board, plastics in one container
and trash in the other. Plastics and most other trash are kept on board and
properly disposed of at the port of arrival; the vessel is equipped with an industrial-
grade waste compactor to minimize stowage requirements. Under no
circumstances are plastics to be disposed of in the ocean or waterways. An
approved "trash log" is maintained and kept on the bridge. Permission must be
obtained from the watch officer before dumping of trash is allowed in order to
ensure compliance with regulations or to prevent harm to the science project.


OSU SHIP OPERATIONS
7.11 BILGE AND BALLAST HANDLING
OPERATIONS


7.11.1. Purpose

The purpose of this procedure is to provide the correct handling of bilge and ballast waters
for pollution prevention aboard R/V Oceanus.


With the knowledge and approval of the Master:

A. The Chief Engineer is responsible for all bilge and ballast handling operations.

B. The engineers on watch are assigned the duties of bilge transfer, Oily Water
Separator (OWS) operations, and maintenance of systems.

7.11.3. References

P.B.I Drawing #9250-545-1 Sheet 10 (revised)
Facet Bilge Water Separator CPS-3.2E+EBM 14x1 Technical Manual

7.11.4. Procedures

Bilge Water
All machinery space bilges are pumped to the aft main engine room bilge pocket and
allowed to settle before being pumped overboard via the OWS. The OWS takes suction
from the bilge pocket, separates any oil from the water, and pumps the water overboard,
providing the oil content meter reads less than 15 ppm. All separated oil is discharged
into the waste oil holding tank. The OWS is capable of processing approximately 3
gallons of bilge water per minute, and is configured for manual operation only.

Ballast Water
The procedures outlined in the Ballast Water Management Plan (BWMP) located on board
the vessel shall be adhered to. The point of ballast water pollution prevention is to stop
the introduction of non-native species of sea animals and plants to foreign coastal shores.

Oceanus was originally designed with a common bilge/ballast system, which presented a
risk of oil contamination to ballast water discharges and of accidental overside discharge
of contaminated bilge water. The system piping has been modified to provide full isolation
of the bilge and ballast systems in normal operation; one crossover valve has been
retained in the piping to allow emergency dewatering of machinery space bilges via the
ballast, fire and/or general service pump, and is mechanically locked shut for normal
operations.


OSU SHIP OPERATIONS
7.11 BILGE AND BALLAST HANDLING
OPERATIONS


Oily Water Separator

To Start:
1. Close drain valve (G).
2. Open suction valve (A).
3. Open overboard valves (B-1, B-2, B-3).
4. Open clean water inlet to Oil Content Meter (E).
5. Open sample discharge valve from Oil Content Meter (J).
6. Open clean water supply valve (K).
7. Turn main power ON.
8. Turn control switch to MAN.
9. Unit should start up when full of clean water; may cycle for air/oil purge one or
more times on startup.

To Secure:

1. Open vent valve (F) while pump is running; close when pump stops.
2. When pump restarts, turn control switch to O.
3. Secure main power.
4. Close inlet valves. (Bilge suction should be closed downstream of strainer only.)
5. Close overboard valves.
6. Close clean water valves.

Log times and positions for start and stop in machinery log and Oil Record Book. Quantity
discharged will be runtime (in minutes) x 3 gallons/minute.

The OWS will monitor the water and indicate oil content on the meter. As long as the output
is less than 15 PPM, the unit will continuously discharge the water overside. Any higher
reading will cause the unit to go into the recirculating mode until the output is back below
the 15PPM range; note that this will add water to the bilge. The oil discharge mode will
occur whenever the OWS has enough oil to cause the unit to discharge into the dirty oil
tank, or if the pocket has been pumped below suction. Secure processing before the
oil/water interface drops to the suction level, to avoid fouling the OWS.

7.11.5. Reporting

The taking on and discharging of ballast water will be recorded in the ballast water log in
the engineroom and in the ships official log located on the bridge. OWS operations will be
recorded in USCG Form CG-4602A Oil Record Book for Ships, Part 1 maintained by the
Chief Engineer and reviewed by the Master.


OSU SHIP OPERATIONS
7.12 FUEL & LUBE OIL SYSTEMS


7.12.1. Purpose
The purpose of this procedure is to set forth the guidelines for safe operation of the fuel and
lubricating oil systems (fill, transfer and service) on R/V Oceanus.
The Master is responsible for ensuring that all requirements of law regarding the safe
transfer and handling of oils are satisfied. The Chief Engineer is responsible for monitoring
fuel and oil tank levels on the vessel, maintaining all fuel and oil piping and machinery,
transferring fuel and oil from storage to daytanks and/or end-use, and is the primary Person-
In-Charge for all bunkering operations. The Chief Mate is responsible for ensuring safe
deck and mooring conditions for all bunkering operations.
The Marine Superintendent and Port Engineer are responsible for scheduling all bunkering
and verifying vendor compliance with all Mobile Transfer Facility requirements.
7.12.3 References
A. 33 CFR Subchapter O (Pollution)
B. MARPOL Annex VI
C. R/V Oceanus Oil Transfer Manual (January 2013)
D. R/V Oceanus Trim & Stability Booklet (Rev. C, 14 Feb 07)
E. OSU Nontank Vessel Response Plan (USCG VRPX Control #26100, Rev. 7, 20 Feb 12)
F. OSU Shipboard Oil Pollution Emergency Plan (USCG VRPX Control #15609, Rev. 7, 16
Jan 13)
7.12.4 Qualification as Person-in-Charge
The vessels permanent Chief Engineer is deemed qualified to serve as the primary Person-
in-Charge. Relief Chief Engineers and other personnel may be qualified as follows:
A. Any licensed engineering officer, or any unlicensed engineer holding a Tankerman-PIC
endorsement to their Merchant Mariner Credential, may be qualified as PIC at the discretion
of the Marine Superintendent and the Master. Completion of one full bunkering evolution
under the supervision of the permanent Chief Engineer will be required before qualification.
B. Crew or staff members not meeting the requirements of 7.12.4.A may be qualified as
PIC at the discretion of the Marine Superintendent and the Master. Qualification will require
proof of completion of a USCG-approved Tankship Dangerous Liquids course (or proof
of substantially similar training), and completion of two full bunkering evolutions under the
supervision of the permanent Chief Engineer. A Letter of Designation meeting the
requirements of 33 CFR 155.715 will be issued by the Marine Superintendent and added to
the employees personnel file and training record.


OSU SHIP OPERATIONS


7.12.5 Procedures
A. Fuel and Oil Bunkering:
Bunkering of fuel and lube oil may be conducted at the OSU Ship Operations facility or in
outports. Oceanus has a fuel oil capacity of approximately 55,000 gallons at 95% full on all
storage and day tanks, and a lubricating oil capacity of approximately 1650 gallons at 100%
full on both storage tanks.
Fuel oil storage tanks will normally not be filled to exceed 95% capacity due to the risk of
tank venting with thermal expansion; any transfer plan that requires filling beyond this point
must be approved in writing by the Master and the Marine Superintendent. The written
approval will be filed with the transfer record.
All fuel oil will be either #2 off-road/marine Diesel oil (may be red-dyed or undyed) or Naval
distillate F76, and will be ultra-low-sulfur (!15ppm.) Fuel oil samples will be drawn, sealed
and recorded at all bunkerings, and retained onboard per MARPOL Annex VI.
Detailed bunkering procedures are given in the Oceanus Oil Transfer Manual; copies of this
manual are available on the bridge and at the engine room log desk. A copy must be in the
immediate possession and control of the Person-In-Charge during all bunkering operations.
B. Tank-to-tank Transfer:
Fuel oil is normally transferred from storage to main engine day tanks on a daily basis while
underway, via a centrifugal purifier in the transfer system with a nominal delivery rate of 5
gallons/minute. A fuel oil transfer pump is provided in the system to allow transfer between
storage tanks if necessary for vessel stability, and in case of purifier failure; due to this
pumps far higher delivery rate (approximately 125 gallons/minute), safety procedures
identical to those used for bunkering will be observed if used.
Main engine day tanks will normally not be filled beyond 75% capacity; the generator/boiler
day tank is kept at 100% by design, being fed from the main engine service returns with
overflow to the main engine day tanks. (A fill line from the transfer system to this tank is
provided for periods of engine non-operation.)
The emergency generator day tank is normally maintained at 75% - 95% capacity and is
filled via the transfer system as required, using the purifier only. Due to the high risk of
overflow, the fuel oil transfer pump will not be used for this tank except in extreme
emergency.
Detailed procedures for all tank-to-tank transfer operations are provided in the Oceanus Oil
Transfer Manual.
C. Service Systems:
Lubricating oil is normally struck down to the main engine and service generator crankcases
on an as-needed basis, or at the direction of the Chief Engineer, by the engineer on watch.
Totalizing meters are provided in all lube oil service systems to allow monitoring and
tracking of oil consumption.


OSU SHIP OPERATIONS


Lube oil and fuel oil service systems to all engines and the boiler will be maintained and
operated by the Engineering department in accordance with good marine practice and
manufacturers instructions.


OSU SHIP OPERATIONS
7.13 PRE-CRUISE PLANNING


7.13.1 Purpose

The purpose of this procedure is to outline the tasks for pre-cruise planning.


Both the Marine Superintendent and Marine Technician Superintendent are responsible
for this procedure. It is the responsibility of the Marine Technician assigned to the
cruise to contact the Chief Scientist/P.I. to discuss scientific instrumentation needs and
plans, and to communicate these to the vessel and the Ship Operations office.

7.13.3 General:

Pre-cruise planning begins when the R/V Oceanus operating schedule has been
approved by UNOLS. This ideally occurs in September of the year before the operating
year, but could be delayed. A study of the funded shiptime request forms will provide
the initial requirements of each cruise. Some of the considerations involved could be
pilotage requirements, permits to operate in marine sanctuaries, and foreign observers.
Specific attention needs to be made when foreign clearances are involved since this
procedure could take seven months or more. Any long lead time needs of the Chief
Scientist must also be addressed.

7.13.4 Procedure

The Marine Superintendent will publish the ships schedule as far in advance of the
operation year as possible. Refinements and updates to the schedule can be expected
as final funding decisions are made. At least three (3) months prior to each cruise the
Ship Operations Coordinator will remind the Chief Scientist to complete a cruise plan
(form can be found on the R/V Oceanus web site). This form has an automatic
distribution and will inform all concerned of the cruise requirements.

The Ship Operations Coordinator will send a copy to the Chief Scientist of the following
SMM requirements that pertain to the cruise. In particular:

A. SMM 2.2 Drug and Alcohol Policy
B. SMM 7.17 CTD Operations
C. SMM 6.5 A-Frame Operations
D. SMM 7.18 Dive Operations
E. SMM 7.20 Personal Protective Equipment
F. SMM 7.21 HazMat Operations
G. SMM 7.14 Shipboard Science Operations
H. SMM 7.16 Overboarding Equipment


OSU SHIP OPERATIONS
7.13 PRE-CRUISE PLANNING


If necessary, one or more pre-cruise meetings will be held with the Chief Scientist,
Marine Superintendent, Marine Technician Superintendent, Ships Master, Marine
Technician assigned to the cruise, and other persons that may be involved in cruise
planning. If a meeting cannot be held for logistic reasons, a conference call will be set
up by the Marine Technician Superintendent. This meeting and any necessary follow-
up meetings should resolve cruise planning problems.


OSU SHIP OPERATIONS
7.14 SHIPBOARD SCIENCE OPERATIONS


7.14.1 Purpose

The purpose of this procedure is to establish general guidelines for safe Shipboard Science
Operations on board R/V Oceanus.


Afloat, the Master has the ultimate responsibility for safety. In the case of Science
Operations at sea, the Chief Scientist shares in this responsibility. Ashore, the Marine
Superintendent and the Marine Technician Superintendent are responsible for providing the
Master with information and support to ensure safe operations.

The first two references below assign responsibilities directly to the Chief Scientist or
Principal Investigator. On cruises with multiple PIs, the Chief Scientist is expected to
coordinate all science operations from a safety perspective.

A successful and safe cruise depends upon accurate, open and frequent communications
between the Master, Marine Technician and the Chief Scientist and among the science
party and the crew.

7.14.3 References

A. R/V Oceanus Cruise Planning Manual
B. Policy on Radioisotope Use Onboard OSU Vessels
C. RVOC Research Vessel Safety Standards (March 2009)

7.14.4 Procedures

Before getting underway, or as soon as practicable thereafter and no more than 24 hours
after departure. the Chief Mate or other officer designated by the Master shall present the
RVOC Safety Video for the instruction of all non-crewmembers who have not sailed aboard
a UNOLS research vessel within the last two years, and shall conduct a Safety Orientation
Lecture for all non-crewmembers. The Marine Technician assigned to the cruise shall
assist the Master or his designee in ensuring that all non-crewmembers assigned to the
cruise are in attendance.

This briefing shall include the following elements at a minimum:

A. An introduction to safety at sea - The hazards of a moving platform.
B. Watertight integrity.
C. Fire prevention.
D. Emergency response man overboard, fire, abandon ship.
E. Life jackets & Immersion (survival) suits.


OSU SHIP OPERATIONS
7.14 SHIPBOARD SCIENCE OPERATIONS


F. Requirements for Personal Protective Equipment.
G. Shipboard drills.
H. General deck safety.
I. Shipboard health and sanitation.

This orientation shall be conducted by the Chief Mate or other officer designated by the
Master.

7.14.4 Reporting

Each Safety Orientation Lecture shall be recorded on SMF 6.7 Non-Crew Orientation
Checklist signed by all non-crew personnel attending and the instructing officer. The
completed form shall be retained by the Master for the duration of the cruise and forwarded
to the Ship Operations office when the cruise is complete.


OSU SHIP OPERATIONS
7.15 OVERBOARDING OPERATIONS


7.15.1 Purpose

The purpose of this procedure is to describe policies on board R/V Oceanus for working with
scientific equipment over the side, referred to as Overboarding

7.15.2 Scope

Much of research ship time is spent performing science operations, which includes towing
instruments, working gear over the side or fantail, and/or placing heavy objects on the
seafloor. On Oceanus, there may be independent groups working on different projects at
the same time.


All crewmembers and scientific personnel, including Marine Technicians, participating in
overboarding evolutions should refer to the overboarding Job Safety Analysis (JSA) prior to
performing their duties.

7.15.4 Procedures

A. Planning: Unique, first-time or one-time-only operations pose special difficulties and
demand additional attention to planning.

Planning is a two-tier function:

1. Pre-cruise planning must address the general overboarding requirements. It is the
responsibility of the Chief Scientist to work with Ship Operations and Marine
Technician Group staff to ensure that all unusual requirements are raised and
considered.
2. On board, the Overboarding JSA should be consulted for procedural and hazard
analysis details.

B. Communications: Both levels of planning will have identified special communications
requirements; however, communications between the person in charge on deck, the
bridge watch officer and the winch operator must be clear, unmistakable and
thoroughly tested prior to the beginning of operations.

C. Operations: Follow the plan. Only those with assigned duties may be on deck in the
vicinity of the overboarding operations. Scientists standing by to retrieve samples must
wait until the person in charge on deck gives permission before moving to the
equipment.


OSU SHIP OPERATIONS
7.15 OVERBOARDING OPERATIONS


No equipment will be put over the side until permission from the watch officer in the
pilothouse is obtained. If, during launching or pickup of towed gear, it appears the
propeller or rudder may be fouled, the watch officer will immediately stop the screw.

When working over the side, proper safety precautions will be observed at all times.
When wearing a safety harness, life jackets and/or work vests must be worn over the
safety harness. Another crewmember that is fully qualified in marlinespike seamanship
shall double-check all knots.


OSU SHIP OPERATIONS
7.16 OVERBOARDING EQUIPMENT


7.16.1 Purpose

The purpose of this procedure is to set forth standards to ensure safe overboarding
equipment on R/V Oceanus and to define responsibilities to ensure that there are no
injuries or loss of equipment during overboarding operations on the vessel.

7.16.2 Scope

This procedure covers the design, installation, maintenance and inspection of
overboarding equipment on the R/V Oceanus.

7.16.3 Definitions

Overboarding is defined as the use of the overboarding equipment, sometimes referred
to as working over the side.

Overboarding equipment is defined as all mechanical gear involved in removing
equipment from a location on deck and lowering into the water. There are three general
categories of this equipment:

A. Permanent ships equipment - is defined as machinery such as crane, winches,
capstans, blocks and rigging regularly associated with the ship and maintained
by the ships force.
B. Institution scientific equipment - is defined as machinery such as winches, cranes
and blocks owned by OSU groups other than Ship Operations and not regularly
associated with a particular ship but may be used on Oceanus. The primary
example is equipment from the COAS Coring Group or Mooring Group.
C. Temporary scientific equipment - is defined as machinery such as winches,
cranes, and blocks used on the ship for a short period of time, such as the
duration of a scientific program. This machinery is not owned or maintained by
OSU Ship Operations.

The safe working load (SWL) is defined as the maximum mass or force that a piece of
equipment is authorized to support in general service when the pull is applied in-line.


The safety of all persons on board the ship is ultimately the responsibility of the Master.
It is the responsibility of the Master to be familiar with the requirements of 46 CFR
189.35 (Weight Handling Gear) and to ensure compliance while the equipment is on the
vessel. Specific responsibilities of the Master may be designated to other officers on
board. It is the responsibility of those on board to know their jobs via this procedure.


OSU SHIP OPERATIONS


It is the responsibility of the Master to ensure that all overboarding activities are done in
a safe manner.

It is the responsibility of the Chief Engineer to maintain the overboarding machinery in a
safe and reliable condition. All maintenance, failures and repairs to vessel
overboarding equipment is to be recorded in the vessels maintenance records.

It is the responsibility of the Chief Mate to maintain in safe and working condition, and
test as per Permanent Ships Equipment below, the blocks and loose equipment. A log
is to be kept of all testing, maintenance, failures, and repairs.

A. Permanent Ships Equipment

Design - It is the responsibility of the Master to ensure that the correct equipment
is used in each application and the SWL is not exceeded. It is the responsibility of
the Marine Superintendent to ensure that all new equipment is designed, built and
installed to the proper specifications.

Testing - It is the responsibility of the Master to ensure that all Weight Handling
Gear is tested and logged in accordance with 46 CFR 189.35.

B. Institution Scientific Equipment

Design - It is the ultimate responsibility of the Master to ensure that the correct
equipment is used in each application and the SWL is not exceeded. It is the
responsibility of the Marine Superintendent and Marine Technician assigned to the
cruise to collect information proving the suitability of the equipment well in advance
of planned use. It is the responsibility of the person designated by the Master
(usually the Chief Mate) to ensure that the equipment is installed as planned and
in a safe manner.

Testing - It is the ultimate responsibility of the Master to ensure that all Weight
Handling Gear is tested when installed on the vessel and logged in accordance
with 46 CFR 189.35. It is the responsibility of the group that owns the machinery
to prove the certified rating of the equipment to the Master prior to installation on
the ship. In outports or occasions of a fast turnaround, the Marine Superintendent
will be responsible for ensuring in a timely manner that proper testing has been
done.

C. Temporary Scientific Equipment

Mission specific and new scientific gear is regularly produced and is expected to
be used on board as new demands are made by science. It is the responsibility of


OSU SHIP OPERATIONS


the equipment owners to be familiar with acceptable standards for offshore Weight
Handling Equipment and to assess each new piece of gear to ensure that the
proper engineering and testing has been done prior to delivery to the ship. This
equipment should have a SWL rating on it or relevant documentation that
describes its operating parameters. It is the responsibility of the Marine
Superintendent to assess each new piece of gear to ensure that the proper
engineering and testing has been done prior to delivery to the ship. The Marine
Superintendent can provide assistance to the science party in evaluating or
specifying equipment for offshore operations. The Master ultimately has
discretionary control over the use of any equipment that is used for Handling Gear.

7.16.5 Record Keeping

The Chief Mate will maintain a system for logging and recording all testing,
maintenance and relevant information of overboarding equipment. A Wire Log will be
maintained that records each use of each of the overboarding wires on the ship. This
log is to include the following information: (a) maximum wire paid out for each cast and
(b) maximum tension applied to the wire on each cast. At the end of any cruise and any
time wire is shortened, transferred, retired or removed from the ship, a Wire Log Report
will be completed by the Marine Technicians and approved by the Chief Mate;
electronic and/or hard copies will be distributed to and maintained in the Chief Mates
records, the Marine Technicians records, and the Port Engineers office ashore.

7.16.6 Procedures

Hard hats are to be worn by any person involved in crane operations and work vests
are to be worn by any person working near the rail where the risk of falling overboard
exists. Safety harnesses are to be worn when the Master deems it necessary for
safety.

Always notify the bridge prior to putting anything over the side of the ship.

Ships stability should always be considered prior to any overboarding operation.


OSU SHIP OPERATIONS
7.17 CTD OPERATIONS


7.17.1 Purpose

The purpose of this procedure is to outline the tasks for CTD operations aboard
R/V Oceanus.


The Marine Technician Superintendent is responsible for this procedure. However, all
crewmembers participating in CTD evolutions should refer to the CTD Job Safety
Analysis (JSA) prior to performing their duties.

7.17.3 Definition

In the context of this procedure, the CTD is defined as the two Sea Bird 9-11+ systems
including associated instruments. Separate CTD systems, such as found on the
SeaSoar, are not included in this procedure.

7.17.4 General

Requests for CTD operations should first be made by the PI on the UNOLS Shiptime
Request Form. After the cruise has been funded and scheduled, the PI will complete a
Cruise Plan (see SMM 7.13). This plan permits the identification of ancillary
instrumentation to be used and other aspects of the scientific needs of the CTD request.

7.17.5 Procedure

The Marine Technician scheduled for the cruise should review the requirements for
CTD operations on the Cruise Plan and ensure that all requested instrumentation is
aboard, in operating condition and appropriately calibrated. Winch wire terminations
should be completed before the cruise. Any other special requirements should be
discussed with the PI/Chief Scientist.

The Chief Scientist of the cruise should make known his/her plans and schedule for
CTD operations at a science meeting held as soon as possible after the cruise has
gotten underway. Those scientific persons that will be involved in the operation should
be identified. A walk-through training session must be conducted by the Marine
Technician identifying each persons responsibility including safety outfitting and safety
procedures.

The CTD Operations JSA should be read and acknowledged by all participants during
this training.


OSU SHIP OPERATIONS
7.17 CTD OPERATIONS


Only those individuals that receive this training are to be involved in the CTD
operations. Work vests and hard hats are to be worn by the CTD team on deck.
During heavy weather additional safety requirements will be required including safety
harnesses.

The ships Marine Technician will supervise the initial CTD operations until it is clear
that all participants are knowledgeable as to their responsibilities. Prior to the beginning
of each cast the navigation watch officer must give permission to commence. A
member of the crew will operate the winch taking instructions from the CTD team leader
and maintain a winch operation log showing tensions and deployment depths. The
winch operator must notify the bridge when the CTD enters the water and again when it
has cleared the water. Permission to bring the CTD aboard must be requested by the
winch operator. Wires should be rinsed with fresh water on the final cast of each cruise
and periodically lubricated.

At the completion of the CTD operation the CTD must be secured to the deck and the
Wet Lab doors returned to the closed position. The bridge is to be notified by the team
leader when the operation is secured and sampling is completed and the Wet Lab door
is returned to the closed position. The winch operation log will be passed to the Chief
Mate at the end of the cruise and the information used to update the ships wire log. If
permission is received from the bridge, CTD sampling may be allowed outside on deck.


OSU SHIP OPERATIONS
7.18 DIVE OPERATIONS


7.18.1 Purpose

The purpose of this procedure is to outline the requirements for diving operations
aboard R/V Oceanus.

7.18.2 Responsibility:

The Marine Superintendent, in concert with the OSU Diving Officer, is responsible for
the implementation of this procedure.

7.18.3 Definitions:

Pending.

7.18.4 General:

Pending review of regulations and update of University diving policies, diving operations
aboard R/V Oceanus are suspended.

7.18.5 Procedures:

Pending.


OSU SHIP OPERATIONS
7.19 LOCKOUT/TAG OUT


7.19.1 Purpose

The purpose of this procedure is to establish a system for locking out and tagging out
energy systems to reduce the potential for injuries or damage due to the inadvertent
operation of a system.

7.19.2 References

Title 29 Code of Federal Regulations 1910.147


It shall be the responsibility of the Master to ensure that a lockout/tag out system is in place
and is being used on the Oceanus. It shall be the responsibility of the Chief Engineer to
monitor the lockout/tag out system and to maintain the log used to record lockout/tag out
activity.

7.19.4 Policy

While it is recognized that the regulations set forth in the above reference do not apply to
Oceanographic Research Vessels, it provides recognized standards for a lockout/tag out
system. The Oceanus shall maintain a lockout/tag out system as set forth in this procedure.

7.19.5 General

A lockout/tag out system is used to secure energy stored equipment in a manner that will
render them safe to work on and prevent the inadvertent start up of such equipment while it
is being worked on. Both parts of a lockout/tag out system are essential parts of an
effective system. Vessels must incorporate both components of this system.

When a piece of equipment needs to be repaired, set up, cleaned, adjusted, cleared or
rebuilt, the following sequence of events should take place:

A. Prepare for and announce the shutdown.
B. Turn the equipment off.
C. Disconnect all energy sources and test for isolation.
D. Affix lockout devices to the energy sources and tag the points of disconnect.
E. Release stored energy.
F. Retest to make sure the equipment is isolated.

Each vessel shall maintain a lockout/tag out log to record pieces of equipment that have
been secured under this system. The individual that applied the lockout/tag out devices


OSU SHIP OPERATIONS
7.19 LOCKOUT/TAG OUT


must remove them from the piece of equipment. It is recognized that there are occasions
when a piece of equipment may be locked out and tagged by an individual no longer on the
vessel. In these cases only the Chief Engineer may remove that individuals lockout device
and tag. To insure that this is accomplished safely, individuals signing off of the vessel
must review with the Chief Engineer the status of locked out and tagged pieces of
equipment. When the Chief Engineer signs off of the vessel, he/she shall review the
lockout/tag out lock with the relief Chief Engineer.

APPLICATION of LOCKOUT or TAGOUT DEVICES
A. Announce the shut down of a piece of equipment.
B. Prepare equipment for shut down.
C. Shut down machine or equipment; if in doubt refer to proper shut down sequence
outlined in machine or equipment technical manual.
D. Disconnect the energy-isolating device.
E. Apply the LOCKOUT or TAGOUT device; make appropriate entry in the log.
F. Verify that all stored or residual energy has been dissipated.
G. Verify the isolation and de-energization of machine or equipment.

TESTING or POSITIONING of MACHINE
A. Clear the machine or equipment of tools and material.
B. Remove personnel from the machines or equipment area.
C. Remove the LOCKOUT or TAGOUT devices as specified.
D. Energize and proceed with the testing or positioning.
E. De-energize all systems, isolate the machine or equipment from the energy source,
and reapply LOCKOUT or TAGOUT devices as specified.

REMOVAL of LOCKOUT or TAGOUT DEVICES
A. Inspect the work area to ensure that non-essential items have been removed.
B. Inspect and ensure that machine or equipment components are intact and capable of
operating properly.
C. Check the area around the machine or equipment to ensure that all personnel have
been safely positioned or removed.
D. Verify that LOCKOUT or TAGOUT devices are removed ONLY by the employees
who attached them.
E. Make appropriate entry in log that the tag has been removed.

7.19.6 Reporting

The lockout/tag out log shall be the medium for recording pieces of equipment that have
been locked out and tagged. The information recorded in the lockout/tag out log shall be
maintained for at least one year.


OSU SHIP OPERATIONS
7.20 PERSONAL PROTECTIVE
EQUIPMENT


7.20.1 Purpose

The purpose of this procedure is to establish guidelines for the use of personal protective
equipment (PPE) aboard the R/V Oceanus. To this end, all appropriate safety precautions
relevant to the work at hand must be observed.

7.20.2 Reference:

UNOLS Safety Training Manual


Each individual aboard Oceanus is responsible for the use of proper protective equipment.
The primary responsibility for enforcing this procedure resides with the Master, the Chief
Scientist and the ships Department Heads. They are responsible to ensure that work in
progress aboard the ship is carried out safely and efficiently.

7.20.4 Procedure

A. The Master shall establish requirements to ensure workplace safety as conditions
change. Required PPE standards may be waived in an extreme emergency requiring
prompt action to save life, property or to protect the environment.

B. The UNOLS Safety Training Manual discusses PPE and establishes guidelines for
use.

C. At sea, all personnel working on open decks where danger of going overboard exists,
working over the side, or at any other time as required by the Master must wear
approved personal flotation devices (PFDs).

D. All personnel in the vicinity of vessel crane operations, including shore cranes, or
under the A-frames during operations must wear approved hard hats. Proper footwear
is required for those normally involved in crane and A-frame operations.

E. All personnel going aloft must wear safety harnesses and use them properly. The
Master may also require safety harnesses for individuals working over the side or
working on weather decks during inclement weather.

F. All personnel in machinery spaces must wear approved ear protection while engines or
other devices generating high noise levels are in service.


OSU SHIP OPERATIONS
7.20 PERSONAL PROTECTIVE
EQUIPMENT


G. Eye and face protection: All operations with bench or hand held grinders, chippers, or
other tools that may cause eye hazards require eye or face protection. Eye protection
may also be required in ships laboratories when working with chemicals. It is the
responsibility of individual supervisors/leaders to make the determination and enforce
the use of appropriate equipment. Full-face protectors, if required, should be provided
by the Chief Scientist for science use in the labs. OSU provides prescription safety
glasses for those employees who need them.

H. Personnel utilizing the vessel's rescue or work boats must wear approved personal
flotation devices appropriate to the prevailing conditions, hard hats, closed footwear
and clothing sufficient for the expected duration of the operation.

I. While responding to vessel emergencies and drills, all personnel must report to their
muster area with their required survival gear, hat and closed footwear.

J. Persons sent to combat fire and emergencies after the initial response must be
appropriately attired and equipped with fire suits and self-contained breathing
apparatuses (SCBAs).

K. Respirators shall be provided for vessel personnel and used properly when necessary.


OSU SHIP OPERATIONS
7.21 HAZMAT OPERATIONS


7.21.1 Purpose

The purpose of this procedure is to set forth the guidelines for handling hazardous materials
on board R/V Oceanus.


It is the responsibility of the Master to see that all Hazardous Materials (HazMats) are
properly handled, stowed, and marked in compliance with CFR and DOT regulations. The
Chief Scientist, with the knowledge and approval of the Master, may supervise the
shipboard science party to ensure that safe laboratory practices and proper chemical
storage techniques are used. If the science party intends to use radioisotopes, the Chief
Scientist is responsible for ensuring that the proper permits and training for the possession
and use of the radioisotopes are obtained pre-cruise and that all safety precautions and
procedures are observed during the cruise. The Chief Scientist is responsible for providing
Material Safety Data Sheets (MSDS), neutralizing agents, absorbents, and containment
material for all HazMats brought on board. It is the responsibility of the Chief Scientist to
provide an inventory of these items to the Master. The Chief Mate or Master will serve as
the safety and compliance officer for the vessel.

7.21.3. References

46 CFR Subchapter U (Oceanographic Research Vessels)
46 CFR Subchapter N (Dangerous Cargoes)
33 CFR Subchapter O (Pollution)
49 CFR Subchapter C (Hazardous Materials Regulations)
Oceanus Cruise Planning Manual
(http://www.shipops.oregonstate.edu/ops/wecoma/cpm.html)
Policy on Radioisotopes Onboard OSU Vessels
(http://www.shipops.oregonstate.edu/ops/wecoma/appendix_11.pdf)

7.21.4 Pre-Cruise Planning

The Chief Scientist will:

A. Coordinate well in advance intended use of all HazMats.

B. Provide an inventory to the Master (as stated in the Oceanus Cruise Plan).

C. Collect and deliver MSDS for all HazMat materials to be used on his/her cruise.

D. Coordinate with the Chief Mate for the proper storage of HazMats.

E. Arrange for removal and disposal of all HazMats and HazMat wastes.


OSU SHIP OPERATIONS
7.21 HAZMAT OPERATIONS


F. Provide neutralizing agents, absorbents, and containment materials for all HazMats
to be used on his/her cruise.

G. Notify the Master when all used HazMat materials and HazMat wastes have been
removed from the vessel.

7.21.5 General

All hazardous materials shall have a Material Safety Data Sheet (MSDS) on board.
Chemicals will be stored in the appropriate areas as defined in 46CFR194.20 in compliance
with recommended compatibility segregation standards. The quantity of chemicals for use
in the laboratory should comply with the guidelines set forth in 46CFR194.05. Laboratory
safety and protocol for the use of isotopes is incorporated in the Isotope Users Manual.
Ships hazardous stores must be stowed in compliance with 46CFR147 and 49CFR171,
172, and 176.

Response to a HazMat incident will be under the supervision and direction of the Chief
Mate. A chemical spill or other HazMat incident will be included in at least one regular ships
drill every quarter.

All waste chemicals shall be properly identified and labeled for proper disposal. All HazMat
waste shall be identified and disposed of according to state and federal regulations.

7.21.6 Records

A. Material Safety Data Sheets (MSDS) will be made available on all chemicals that are
classed as hazardous.
B. All incidents will be investigated and reported as required.
C. Records of periodic safety inspections, training and all drills will be maintained on the
vessel. All training and drills will be reported to the Ship Operations office on the
Voyage Report, or via e-mail if the vessel is inport at the OSU facility.


OSU SHIP OPERATIONS
7.22 CONFINED SPACE ENTRY

Number: SMM 7.22 Revision: 4 Effective Date:
9 Apr 12 Page 1 of 3

7.22.1 Purpose

The purpose of this procedure is to set forth policies concerning confined space entry, both
at sea and in port.


It shall be the responsibility of the Master to insure that policies set forth in this procedure
are followed. The Master may designate an individual to coordinate the proper training of
personnel in confined space entry.

7.22.3 Definitions

A. Confined Space A confined space is any poorly ventilated space that has limited
entry and exit openings. Such spaces may lack sufficient oxygen to support life or may
contain flammable liquids, and explosive or toxic gases. Examples of confined spaces
on Oceanus are tanks and voids.

B. Gas Free Certificate A gas free certificate is a document issued by a Marine Chemist
stating tests were conducted and the status of a space at the time of his or her test.
The certificate will also indicate the type of work that is permitted in the space (Safe for
Workers, Safe for Hot Work, etc.).

C. Hot Work Hot work are activities that involve riveting, welding, burning, grinding, or
like fire-producing actions. (46CFR35.01-1(b))

D. Marine Chemist An individual recognized by the National Fire Protection Agency
(NFPA) as qualified to test confined spaces and determine their condition with respect
to oxygen sufficiency, explosive vapors or toxic gases.

E. Competent Person An individual that has been trained and qualified to conduct
testing of confined spaces that have been previously tested by a Marine Chemist. This
person is usually provided at a shipyard or repair facility to check the spaces daily after
the Marine Chemist.

F. Safe for Workers Means that in the space so designated: (a) the oxygen content of
the atmosphere is at least 19.5% by volume; (b) toxic materials in the atmosphere are
within permissible concentrations; and (c) residues are not capable of producing toxic
materials under existing atmospheric conditions while maintained as directed.

G. Safe for Hot Work Means that in the space so designated: (a) oxygen content of the
atmosphere is at least 19.5% by volume, with the exception of inerted spaces, where
external hot work is to be performed; (b) the concentration of flammable materials in


OSU SHIP OPERATIONS


the atmosphere is below 10% of the lower flammable limit; (c) the residues are not
capable of producing a higher concentration than permitted by (b) above under existing
atmospheric conditions in the presence of fire, and while maintained as directed; and
that (d) all adjacent spaces containing or having contained flammable or combustible
materials have been cleaned sufficiently to prevent the spread of fire, or are
satisfactorily inerted, or, in the case of fuel tanks or lube oil tanks, or engine room
bilges, have been treated in accordance with the Marine Chemists requirements.

7.22.4 General

All confined spaces should be assumed to be dangerous until proven otherwise. Such
spaces must be ventilated and tested prior to entry. The possible exception to this would be
to repair damage, control flooding or extinguish fires, in which case all personnel should
already be wearing proper safety equipment.

It is easy to become relaxed concerning the entry into spaces that have limited ventilation.
This kind of attitude has the potential for disastrous results that can cause injuries or death.
This can be averted through increased awareness of the hazards of entering confined
spaces and following safety precautions before any person enters that space.

Normal fresh air contains about 20.9% oxygen by volume. Oxygen is consumed by internal
combustion engines, by individuals breathing in the space, and by chemical reactions such
as the formation of rust or the action of bacteria decomposing organic material. Spaces
should be thoroughly ventilated until the oxygen content is at least 19.5%, the minimum
required to sustain life. Any space that does not have at least 19.5% should not be entered
without a self-contained breathing apparatus.

All confined spaces need to be opened and ventilated prior to entry. It is preferable to
ventilate confined spaces using a portable blower. This portable blower should be
explosion proof; however, if a non-explosion proof device is used to ventilate a confined
space, care must be used in setting up the device so that the vapors contained in the space
are not drawn through the ventilating device. This can be accomplished by using the device
to supply fresh air into the space and providing an alternate exhaust path for the vapors to
exit from the space.

The space must be tested for oxygen content and the presence of explosive gases prior to
entry. When underway or inport (with the exception of shipyards or other contractor
facilities), the two individuals authorized to test the conditions of a confined space and
certify the space as safe shall be the Chief Mate or the Chief Engineer. Equipment is
maintained on Oceanus to perform these tests. It is the responsibility of the Chief Engineer
to maintain the equipment in calibration per the equipment manual.


OSU SHIP OPERATIONS


In shipyards or other contractor facilities, anytime hot work is to be performed by an outside
contractor a Hot Work permit must be obtained through a Marine Chemist. Once the Hot
Work Permit has been obtained, it can be maintained in force through the periodic checking
of a Competent Person. Care must be taken to insure that the validity of a Hot Work Permit
is maintained. A change in the condition of a space will invalidate a Hot Work Permit and
will require the Marine Chemist to return to re-certify the space.

A space tested and found Safe for Workers is not necessarily Safe for Hot Work. Prior to
testing, it must be decided what the test is to determine. If a space has been tested and
found Safe for Workers, it needs to be retested prior to the performance of hot work.

Once a space has been tested, the individual determining the condition of the space may
place requirements on the entry of the space. This may include, but not be limited to,
continued ventilation, retesting, emergency gear on location, type of communications
required, and additional cleaning. These stipulations must be followed.

A confined space should not be entered without attendance of someone outside the space.
This individual must be knowledgeable in identifying warning symptoms in the actions of
those in the space that something is wrong, knowing what to do if something is wrong and
how to get assistance.

7.22.5 Reporting

The deck watch officer shall be notified anytime a confined space is being entered. This
officer shall be advised as to the reason for entering the space, who tested it for entry, and
how long the space will be occupied.

Any time a confined space is entered, the Chief Mate or Chief Engineer shall maintain a
record of that entry. The information will be recorded on form SMF 7.22 Confined Space
Entry.

The record of a confined space entry shall be maintained aboard ship for at least one year
and shall extend through the safety management audit cycle to provide evidence that this
procedure is being followed.

Under NO circumstance will anyone be permitted to enter a confined space unless it has
been deemed safe for entry by the Chief Mate or Chief Engineer.


OSU SHIP OPERATIONS
7.23 TRANSDUCER WELL
OPERATIONS


7.23.1 Purpose

The purpose of this procedure is to provide guidelines and a check list for the safe
operation of the pressurized transducer well aboard R/V Oceanus


It shall be the responsibility of the Marine Superintendent and Marine Technician
Superintendent to ensure that policies set forth in this procedure are followed on R/V
Oceanus. The Marine Superintendent may designate an individual to coordinate the
proper training of personnel.

7.23.3 Definition

Transducer Well The transducer well is a pressurized air lock chamber located
amidships on the centerline of the ship with access on the Platform Deck. It consists of
a lock-out chamber and pressurized well and contains sea chest openings for
instruments requiring access to the sea.

7.23.4 General

While the changing of transducers is a fairly routine operation, the potential for hazards
are high. The procedures described are only to be conducted while the ship is safely
and securely moored in port.

7.23.5 Description

R/V Oceanus is equipped with a Transducer room located in the box keel that can be
sealed and pressurized. This is to allow ports to be opened at the bottom of the vessel
for purposes of installing various types of acoustic and other transducers without putting
the vessel into dry dock. The space, roughly 6 by 9 feet, allows technicians to unbolt
blank covers and install transducers that are fitted to rings of a standard pattern. Upon
completion of the task the room is returned to normal atmospheric pressure and the
technicians can exit. The keel is approximately 18 feet below the waterline. Air pressure
is maintained at approximately 8 PSI above atmospheric pressure to offset this head
and prevent flooding of the compartment.

A. Preparations for Well Operations:

1. Ventilate space with a portable blower for a period of at least 10 minutes prior
to entry.
2. Conduct a preliminary inspection of the room to ensure:


OSU SHIP OPERATIONS
OPERATIONS


a. All electric lights are operational.
b. Both hatches operate smoothly and seal properly.
c. There is no active leaking or standing water.
d. All sealed pass-throughs out of the room are in safe condition to withstand
the pressure.
e. Make sure all gauge and relief valve calibrations are current.
f. Test the air flow through the regulators into the space and ensure that all
valves operate smoothly.
3. Notify the following personnel of impending transducer well ops:
a. Chief Engineer or Engineer on Watch, to ensure both air compressors are
operational and on line and that no power outages are planned.
b. Captain or Mate on Watch, to insure that there are no major loading
operations going on or planned for the duration of the operation.
c. Ensure that telephone service is available in the event of an emergency.
4. Collect necessary supplies and tools, connect and test sound powered
telephone.
5. Ensure availability of necessary personnel: 2 persons inside well (at least
one of them a Marine Technician or ships engineer experienced in airlock
operations), 1 operator, 1 operator relief/messenger.
6. Brief operator on intended operations, including which holes are to be opened
and expected duration of the operation.

B. Operation of the Air Console and Pressurizing the Room

1. With the personnel in the well and having all tools and supplies checked, test
out the sound powered telephones.
2. Check for 100 PSI on the high side gauge.
3. Close the chamber entrance door and seal all dogs. The inner hatch
between the airlock chamber and well should remain open.
4. Establish communication with inside personnel and do not begin air flow until
their signal.
5. Slowly begin opening the air valve to start air flowing into the chamber. Check
to see that the chamber door has sealed properly and that there is no leakage
at the seal.
6. Check at frequent intervals for any discomfort of those inside. In case of any
distress, reduce the flow rate.
7. As pressure begins to build monitor the rate to keep it at a comfortable level.
Inform the occupants as the pressure builds.
8. As pressure approaches 8 PSI have the occupants crack a vent petcock to
ascertain when equilibrium has been reached with the water pressure.
9. Maintain the pressure at this point by operating the regulator valves.


OSU SHIP OPERATIONS
OPERATIONS


C. In the Transducer Room:

1. Talk frequently with the air operator to keep operator informed of progress or
problems. Inform operator when sea port has been opened.
2. When the work in the well is completed, signal the operator to begin reducing
the pressure.

D. Egress from the Room Under Pressure

Under certain circumstances it may be necessary for personnel to leave the
pressure chamber while the port is open to the sea. This is possible because there
is an airlock which allows transit out of the room. The procedure is as follows:

1. The person leaving the chamber goes into the upper chamber and secures
the hatch separating the chamber from the room below. All dogs must be
tightened fully.
2. The operator is informed to close the bypass valve dividing the two chambers
and begins to lower the pressure in the upper chamber.
3. When the pressure is equalized with the atmosphere, the door can be opened
and the transfer made.
4. To reenter, the door is secured and the upper chamber is re-pressurized. The
valve connecting the 2 chambers is opened to equalize the pressure.
5. The connecting hatch can now be opened.

E. Reducing the Pressure

1. When instructed to reduce the pressure, shut off the air feed valves on the
regulators and SLOWLY open the exhaust valves. Do not relieve the
pressure too quickly or discomfort will result.
2. As pressure drops, inform the techs inside with each 1 PSI reduction. Be
ready to take pressure up again if leaking occurs.
3. When you reach surface pressure, you can again open the door to the well.
4. The transducer should be checked very frequently for the first few hours to
ensure that no leaking occurs.

F. Securing the system

1. Inform the Engineer on Watch and the Mate that operations are complete.
2. Remove all tools and material from the well.
3. Disconnect the sound powered telephones and return to storage.
4. Instruct the night watch to check the well for leakage each time they make
rounds.


OSU SHIP OPERATIONS
7.24 CONFINED SPACE RESCUE


7.24.1 Purpose

The purpose of this procedure is to establish the guidelines to be followed when conducting
a confined space rescue.


Responsibility for confined space rescues ultimately rests with the Master. The Master will
usually designate an on-scene coordinator to oversee the procedure, usually the Chief Mate
or the Chief Engineer.

7.24.3 General

Confined space entry shall be carried out in accordance with SMM 7.22 Confined Space
Entry.

It is paramount that the Rescue Team not become victims as well.

If the incident occurs in port, every attempt will be made to contact shoreside assistance
(911, Fire-Rescue) to assist the ships effort.

In an emergency, rescue from a confined space must follow a sequence of safety
precautions. The object is twofold: (1) to not cause any further harm to the rescuers and
(2) to remove the person to be rescued as quickly and efficiently as conditions permit.
Since time is of the essence, the rescue effort (with few exceptions) will involve the use of
SCBA gear and medical oxygen (if needed) for the person to be rescued. Since the rescue
must be dealt with on a case-by-case basis, a determination must be made by the person in
charge as to how to address the effort. Considerations would include type of space, vertical
or horizontal extraction interferences, atmosphere, visibility, chemicals, gases, injury(s) to
victim(s), rigging options and equipment to be used.

If it is determined that medical treatment is needed, either precautionary or definitive, the
first effort will be on scene utilizing the ships resources while the officer on watch contacts
M.A.S. (Medical Advisory Service) or the current medical advisory provider for further advice
and treatment.

Follow-up procedures require an investigation be held in order: (1) to determine the cause
of the incident that required extraction and (2) to make a determination of what can be done
to prevent this from happening again.


OSU SHIP OPERATIONS
7.24 CONFINED SPACE RESCUE


7.24.4 Reporting

Proper entries shall be made in the deck log and all appropriate forms are to be filled out
and sent to the Ship Operations office. Forms necessary may include:

A. OSU Report of Accident form.
B. Proper SAIF Corporation form.
C. USCG Report of Marine Accident, Injury or Death (CG-2692).
D. USCG Report of Required Chemical Drug and Alcohol Testing Following A
Serious Marine Incident (CG2692B), if applicable.

The Marine Superintendent shall notify the National Science Foundation of the incident.


OSU SHIP OPERATIONS
7.25 STEWARDS DEPARTMENT
RESPONSIBILITIES


7.25.1. Purpose

The purpose of this procedure is to establish responsibilities within the Stewards
Department on board the Oceanus.


The Master is ultimately responsible for the health and safety for all personnel aboard the
Oceanus. The Ships Cook/Steward is in charge of the Stewards Department on board and
is the direct leader of the Ships Assistant Cook.

7.25.3 General

The Stewards Department is responsible for the following:

A. Food and Dry Stores
1. Purchases.
2. Receiving on board.
3. Stowage.
4. Stock Rotation.
B. Planning and serving balanced and nutritious meals.
C. Sanitation of responsible areas.
D. Maintenance of responsible equipment.
E. Trash and waste disposal.
F. Emergency and First Aid response as necessary.
G. Sanitary and Personal Hygiene
1. Practice good personal hygiene and hand washing while maintaining a neat and
clean personal appearance while on duty.
2. Perform their duties in accordance with accepted standards for safe food
handling and sanitation within their work areas.


OSU SHIP OPERATIONS
RESPONSIBILITIES


3. Cleaning implements (scrubbers, cloths, etc.) shall be cleaned and dried when
not in use or soaked in a bleach solution or other cleaning solution between
uses.
4. All food service equipment shall be properly cleaned after each use including
the preparation area and drink dispensers.
5. Countertop areas and equipment on the Mess Deck shall be cleaned/wiped
down at least daily.
6. Tables, seats and benches shall be wiped down after each meal.
7. Mess Decks shall be swept and swabbed daily. Thorough washing of the Galley
deck should occur at least weekly.
8. Mess Deck and Galley overheads and bulkheads shall be wiped down with a
cleaning and disinfecting solution at least once per month.
9. Areas (decks and bulkheads) around trash receptacles should receive daily
attention.
10. Prior to all port arrivals, storerooms and reefer spaces shall be cleaned and
organized in preparation for inspection by port authorities and replenishment.
11. Be alert for signs of contamination or infestation by pests (insects, rodents, etc.)
in Galley and Storerooms. Report such findings to the Master at once.
12. No food, galley supplies or equipment may be removed from the ship without
the Masters approval.
H. Daily Operations
1. Cooks shall be present at their workstations (Galley, Mess Deck, Storerooms,
Reefers) during their normal work hours including overtime periods.
2. Serve meals promptly at posted meal times. The Master establishes meals
times aboard ship.
3. Meals should be served at the proper temperatures.
4. Ensure proper stock rotation of all foodstuffs to minimize or prevent waste and
spoilage.


OSU SHIP OPERATIONS
RESPONSIBILITIES


5. Upon receiving stores and provisions, items should be dated as necessary to
assist with stock rotation.
6. Maintain order in the stowage of provisions: similar items should be stored
together; incompatible items should be stored away from one another.
7. Store foods at proper temperatures to prevent spoilage.
8. Wash or rinse produce as appropriate prior to serving it.
9. Ensure availability of foods (midnight rations) for after-hours diners. Leftovers
from regular meals may fulfill this requirement as long as they can be made
available in convenient portions and in a sanitary manner.
I. Planning
1. The Steward is responsible for inventorying food and dry stores, planning
menus and preparing requisitions.
2. Requisitions shall be submitted by email or Fax.


OSU SHIP OPERATIONS
7.26 GALLEY SAFETY


7.26.1 Purpose

The purpose of this procedure is to establish guidelines for Galley Safety.


The Cook/Steward is responsible for the day-to-day operations of his/her department. The
Steward shall keep the Master informed of any possible health, safety or maintenance
issues that may arise in connection with his departments operations. The Steward is also
responsible for training Assistant Cooks.

The Master or his designee is responsible for making sure that new or relief Stewards are
made aware of all policies concerning the operation of the Galley.

7.26.3 General

The Stewards Department shall maintain the Galley and its other related spaces in
accordance with acceptable standards. These spaces include:

A. Galley.
B. Mess Deck.
C. Passageway to Dry Lab.
D. Dry Stores.
E. Walk-in Refrigerator and Freezer.
F. Linen Lockers.

It is of the utmost importance that all sanitary and safety conditions be maintained at the
highest level aboard ship. The Steward shall provide training for the Assistant Cook as
required for, but not limited to, the following:

A. Personal Hygiene.
B. Equipment.
C. Ranges and Ovens (including Microwave and Toaster Oven).
D. Meat Slicer.
E. Fire Hazards and location of all fire extinguishers.
F. Cleaning/Sanitizing Chemicals.
G. Proper food preparation according to accepted standards.
H. General Galley Cleanliness and Sanitation.
I. Walk-in Refrigerator/Freezer Entry.
J. Ice Maker.
K. Soda Machine.
L. Coffee Maker.
M. Range Hood.


OSU SHIP OPERATIONS
7.26 GALLEY SAFETY


The Engineering Department, ensuring proper temperatures are maintained, shall monitor
the following equipment hourly during rounds:

A. Walk-in Freezer between -5 and 10 F
B. Walk-in Refrigerator between 35 and 40 F

It is the duty of the Steward/Assistant Cook to daily check operational temperatures of the
following equipment. If any problems arise, contact the engineer on watch.

A. Galley Refrigerator between 35 and 40 F
B. Mess Deck Refrigerator between 35 and 40F
C. Sanitizer Wash 156F (minimum)
D. Sanitizer Rinse 180F (minimum)


OSU SHIP OPERATIONS
7.27 DISCHARGES INCIDENTAL TO THE
NORMAL OPERATION OF THE VESSEL


7.27.1 Purpose
The purpose of this procedure is to provide for appropriate discharges under the US EPA
Vessel General Permit for Discharges Incidental to the Normal Operation of Vessels
(VGP) aboard R/V Oceanus.

The Master is responsible for general compliance with the VGP. The Chief Mate, with the
assistance of the Boatswain, is responsible for controlling all deck wash down and runoff
discharges. The Chief Engineer, as described in SMM 7.11, is responsible for all bilge and
ballast handling operations. The Master, as described in SMM 7.10, is responsible for the
discharge of sewage, gray water and trash. The Marine Superintendent is responsible for
requesting and maintaining authorization under the permit. The Port Engineer is
responsible for dry-dock maintenance items required by the permit and the associated
record keeping.

7.27.3 References
A. US EPA Vessel General Permit for Discharges Incidental to the Normal Operation of
Vessels (VGP). A copy is available on the ship and can be found on:
http://www.epa.gov/npdes/pubs/vessel_vgp_permit.pdf

7.27.4 Procedure
The Master, Chief Engineer, Chief Mate and Boatswain will familiarize themselves with the
referenced permit as it applies to discharges from the vessel and the requirements for
maintaining records of discharges. Note that the permit only limits activities in waters of the
United States (extending to the outer reach of the 3 mile territorial sea). The following
limitations specifically apply to Oceanus:
Vessel operators must !minimize the introduction of on-deck debris, garbage, residue
and spill!, ![the] presence of floating solids, visible foam, halogenated phenol
compounds, and dispersants, or surfactants, rust (and other corrosion by-products),
cleaning compounds, paint chips, non-skid material fragments, and other materials
associated with exterior topside surface preservations. If deck washdowns or above
water line hull cleaning will result in a discharge, they must be conducted with non-toxic
and phosphate-free cleaners and detergents.
Chain locker effluent should not be discharged within the area covered by the permit
except as necessary for anchoring the vessel and washing the anchor and chain upon
recovery.
Firemain system discharges are allowed but limited to those where the intake comes
directly from the surrounding waters or potable water supplies and there are no additions
to the discharge.


OSU SHIP OPERATIONS
7.27 DISCHARGES INCIDENTAL TO THE
NORMAL OPERATION OF THE VESSEL


Graywater discharge in port must be minimized, with minimal introduction of kitchen oils.
Vessel owner/operators must use phosphate free and non-toxic soaps and detergents if
they will be discharged into waters subject to the VGP.
Vessels generating wet exhaust must be maintained in good order to decrease pollutant
contributions to wet exhaust. As possible use low sulfur or alternative fuels to reduce the
concentration of pollutants.
Hull cleaning should be done in dry-dock with adequate controls on the runoff water.
Pre-existing law regarding sewage, ballast water and oily waste discharge is also
addressed under this permit. There are no new requirements in these areas, but
potentially a requirement for record keeping where none previously existed (sewage).

7.27.5 Inspections and Record Keeping
Inspections and recordkeeping requirements are described in detail in section 4.2 of the
Permit. Core requirements include:
A. Make routine visual inspections of discharges and spaces with a potential to discharge
to the sea.
B. Sample and examine discharge streams quarterly.
C. Conduct a thorough annual self-inspection.
D. Document findings of the above.
E. Make drydock inspection reports available to EPA.
F. Keep written records pertaining to covered discharges, where not already covered (e.g.
ballast log, garbage log, Oil Record Book). For example, log deck and anchor
washdowns, painting evolutions, sewage pumping, etcetera.


OSU SHIP OPERATIONS
8.1 EMERGENCY PREPAREDNESS


8.1.1 Purpose

The purpose of this procedure is to establish instructions concerning emergency
preparedness for the R/V Oceanus.

8.1.2 References

A. Non-Tank Vessel Response Plan (NTVRP)
B. Shipboard Oil Pollution Emergency Plan (SOPEP)
C. R/V Oceanus Fire & Emergency Plan (located on the bridge)


The responsibility of emergency preparedness rests with the Marine Superintendent. It is
his/her responsibility to ensure that adequate plans are in place and personnel are
adequately trained to deal with emergency situations. The Oceanuss Master is responsible
for ensuring that plans have been prepared and shipboard personnel are adequately trained
for emergency situations, and that the Marine Superintendent is notified of all emergencies.
The Master is responsible for ensuring that the vessel has the required equipment and
supplies, in sufficient quantity, to be able to react decisively to an emergency on board.

It is the responsibility of the Master to ensure that the Non-Tank Vessel Response Plan
(NTVRP), Shipboard Oil Pollution Emergency Plan (SOPEP) and Fire & Emergency Plan
are up to date and accurately detail the procedures to be undertaken in emergency
situations. Any changes to the NTVRP or SOPEP shall be documented and sent to the
Marine Superintendent for review and incorporation. Review of the NTVRP and SOPEP
should be accomplished annually.

8.1.4 Shipboard Procedures

The Master shall be familiar with the contents of the NTVRP, SOPEP and the ships Fire &
Emergency Plan, and shall have conducted training to ensure that shipboard personnel are
aware of their duties in the various emergency conditions outlined in these documents.

Emergency drills shall be conducted under the direction of the Master as required by the
U. S. Coast Guard and other regulations. In addition, the Master shall evaluate the
adequacy of shipboard personnel to address emergency situations and shall conduct such
training as deemed necessary to adequately train shipboard personnel in the various
emergency situations typical to shipboard operations. At least once a quarter, a drill will be
conducted and will be logged in the deck log and reported to the Ship Operations office via
the Voyage Report (or via e-mail if the vessel is inport at the OSU facility.)


OSU SHIP OPERATIONS


Emergency situations that each Master shall prepare for include but are not limited to:

A. Fire
B. Explosion
C. Loss of steering
D. Loss of main and/or emergency electrical power
E. Grounding
F. Flooding
G. Collisions/Hull Damage/Excessive List
H. Oil spill
I. Man overboard
J. Abandon ship
K. Medical emergencies
L. Hazmat spills/Clean up
M. Piracy
N. Line-throwing appliance use

All drills, exercises and safety meetings will be documented and recorded in the (NS-5 when
functional) and the deck log and reported to the Ship Operations office on the Voyage
Report (or via e-mail if the ship is inport at the OSU facility when a drill, exercise or safety
meeting is conducted.)

The Master shall ensure that safety equipment is maintained in a ready condition and
inspected regularly to adequately ensure its readiness.

If the Master determines that additional training, equipment, or support is required to
adequately prepare the vessel for any emergency stated above or otherwise, then he shall
contact the Ship Operations Office with a request for support for the aforementioned
resources.

8.1.5. Ship Operations Office Procedures

The Ship Operations Office is responsible for providing the vessel with adequately trained
personnel. This shall be accomplished through the hiring process and training.

Shoreside personnel must be familiar with the NVTRP and SOPEP and ensure that they are
maintained and current.

Shoreside personnel shall provide the vessel with adequate safety equipment for shipboard
personnel to deal with emergency situations. The shoreside personnel shall also provide
the shipboard personnel with contractor assistance in servicing safety equipment beyond
the capability of shipboard personnel, such as life rafts and fixed fire suppression systems.


OSU SHIP OPERATIONS



OSU SHIP OPERATIONS
8.2 SECURITY WATCHES


8.2.1 Purpose

The purpose of this procedure is to set forth the standards for security watches at ports
away from Newport, also referred to as out ports.


Port watches, at ports away from Newport, Oregon, generally include an Officer of the
Watch (OOW), a gangway watch and an Engineer of the Watch (EOW). The Officer of the
Watch is aboard to supervise and assist as needed as well as to serve as the Master's
representative in the conduct of ships business. The OOW and EOW are generally in a
standby status after normal working hours in out ports and are called out as required to
handle situations that arise. The structure of the watch and special procedures will be
dictated by security or logistical concerns on a case-by-case basis.

8.2.3 General

It is general policy to not allow anyone not having official business with the ship on board.
Family members and accompanied guests are allowed on board at MarSec Level 1. Tours
or guests after hours are permitted with permission from the Master or Marine
Superintendent.

Port watches are not normally stood while the vessel is in her homeport of Newport, OR.

Port watches are stood in all out ports around the clock. These watches may be modified to
accommodate special requirements on a case-by-case basis.

It is the institutions policy to not employ local watchmen in foreign ports unless required to
do so or if recommended by the ships agent. Should it be necessary to employ or post a
local watchman, that person shall remain at the gangway at all times unless relieved by a
ships crewmember.

It is standard practice in those ports where security is of concern to secure all doors from
the inside during non-working hours to prevent intrusion. The exception is the aft entry door
to the main lab. All interior doors can be opened from the inside in an emergency.

Most ports are secure. Some are not. An alert watch is the best safeguard against trouble.
Remember to make frequent checks of the port side and all decks. Bright night lighting is
essential. After hours, keep all doors/hatches/scuttles locked from inside providing for
emergency escape (in to out). The door by the gangway should be the only door guarded
and unlocked at night. The Gangway watch shall have a portable VHF radio on and tuned
to the proper channel in use for emergencies.


OSU SHIP OPERATIONS
8.3 SHIPBOARD PIRACY PLANNING


8.3.1 Purpose

The purpose of this procedure is to establish instructions concerning Shipboard Piracy
Planning for the R/V Oceanus.


It is the responsibility of the Ship Operations Office to pass along any information received
from the United States Government and its various agencies, National Science Foundation,
local governments, and foreign governments and agencies, or any other competent and
legitimate authority.

It is the responsibility of the Master to ensure that anti-piracy precautions are taken when
the threat of piracy is deemed to exist. Anytime the Master deems that the risk of Piracy
exists, he shall promptly notify the Ship Operations Office or, if outside of normal office
hours, contact the Marine Superintendent or other Ship Operations staff using the
emergency contact numbers.

To reduce the exposure to piracy activities, the transit of the vessel through areas known to
have experienced piracy activities shall be made during the daylight hours whenever
possible. Such daylight transits reduce the element of surprise used in piracy activities and
increase the detection and identification of potential piracy elements.

8.3.3 Master

The Master or his designee will conduct training to ensure that shipboard personnel are
aware of their duties. If necessary, the Master will institute precautions deemed necessary
to protect the vessel and all personnel onboard.

The Master may determine that additional precautions and actions beyond those in the
Standing Orders are necessary to ensure vessel and crew safety, and may take action as
appropriate until the danger has passed.

8.3.4 Ship Operations Office

If there is a piracy incident or chance of piracy incident, the Ship Operations Office will work
with United States Government authorities to pass information and coordinate the safe
passage of Oceanus to areas where the threat is deemed not to exist.


OSU SHIP OPERATIONS
8.4 MEDICAL EVACUATIONS


8.4.1 Purpose

The purpose of this procedure is to establish policies and procedures concerning
emergency medical evacuations on board R/V Oceanus.


The Master is responsible for the safety of the vessel as well as each and every person
aboard, whether they are crewmembers or part of the scientific party. The Master is also
responsible for ensuring that accurate and updated records of the patient are kept. This may
be delegated to the shipboard Medical Officer if applicable. These records are extremely
important when communicating to medical authorities.

8.4.3 General

NOTE: These procedures were written under the assumption that the United States Coast
Guard will be assisting in this operation. Bear in mind that Oceanus may sail beyond the
availability of USCG resources and these procedures may differ depending upon who/what
country is available to provide the assistance needed.

Efficient and effective medical evacuation operations are critical to saving lives. Planning
involves evaluating patient location and condition, selecting an appropriate evacuation
method and facility, devising a rescue plan and selecting a delivery point and a means of
transport.

Requests for medical assistance can range from relaying medical advice to evacuating
patients to a hospital. Each situation must be evaluated to balance the risk to the patient
and the risk of the evacuation. Elements to consider include the patients condition, the
weather, sea state, time of day, and the various alternatives in transporting the patient.
There are many situations where a helicopter or boat evacuation could cause greater risk to
the patient than simply monitoring the case (i.e., possible heart attack victim or spinal
injury).

The Master shall communicate with our designated commercial medical advisory company
to determine the severity of the illness/injury of the patient and to determine if there is a
need for medical evacuation from the ship. Every means of communication can and should
be utilized to facilitate any evacuation or assistance (i.e., SAT phone, radio, telex, fax,
email). In cases where there are diving injuries, the Divers Alert Network (DAN) shall also
be contacted. (See page 6 of this procedure for names/phone numbers.) All attempts shall
be made via direct commercial communications to contact medical authorities. The Coast
Guard can be contacted, if necessary, to set up a relay between the ship and the medical
advisory company. The Coast Guard will attempt to arrange direct contact between the ship
and the advisory service.


OSU SHIP OPERATIONS


Upon notification of a medical problem, the Coast Guard may set up a phone patch from
their District Office to a flight surgeon regardless of how minor the case may seem. The
flight surgeon can/will provide guidance in determining the relative severity of a medical
condition and assess the medical implications of various evacuation methods.

Evacuation methods may vary depending on whether the rescue is made in mid-ocean or
close to land. Weather, tides, currents, sea conditions, shoals, reefs, or darkness may also
be important factors. Medical evacuations directly from a vessel using ship-to-ship methods
may include direct, raft haul, raft drift, small boat or haulaway line.

Medical evacuations by boat will normally be done with the boat coming alongside the
vessels starboard side.. The coxswain of the rescue craft will determine the course and
speed required before coming alongside to make the transfer.

Occasionally, both a helicopter and a boat will be dispatched. Coast Guard helicopter
evacuations will normally be accomplished using a rescue basket, stokes litter, or rescue
strop.

A. The rescue basket is usually preferred, since it can be readily lowered to most surfaces
and offers the greatest protection to the person being hoisted.

B. A stokes litter is used to hoist nonambulatory persons, or persons who have injuries
that might be aggravated by sitting in a rescue basket.

C. The rescue strop is used only to hoist persons familiar with its proper use, for
example, a military aviator. In all such cases, the rescue strop's safety straps must be
fastened.

D. Hoists may be performed by lowering the rescue device directly or by first lowering a
polypropylene trail line with weight bag, which allows persons on the surface to assist
in maneuvering the rescue device as it is lowered and retrieved.

8.4.4 Procedures

Once communications have been established with the Coast Guard or other emergency
rescue facility, the following procedures should be followed if applicable:

All persons who will be involved in the operation should be assembled around the radio.
This will ensure that everyone involved will be aware of how the operation will be
conducted. If some members of the crew cannot be spared due to duties, do the best you
can to assemble the remainder.


OSU SHIP OPERATIONS


Upon notification that a helicopter is enroute to your location, you need to make some
simple preparations to maximize the safety of the hoisting operation for the patient, the
vessel, and the helicopter.

A. Lower or stow all masts and booms that can be lowered. Provide a clear area for
hoisting, preferably on the port side of the stern.

B. Think about the clearance of rigging lines and antennas, as well as the chosen deck
area.

C. The helicopter pilot will make the final determination as to the location of the hoisting
area upon arrival.

D. Plan to keep all unnecessary personnel out of the way.

E. All personnel on deck must wear PFDs and hard hats.

F. Do not take any flash photographs because they distract the helicopter crew during this
demanding operation.

G. During the entire hoist operation, gale force winds are generated by the rotor system of
the helicopter and are strongest directly beneath it. Ensure that all loose gear is stowed
or secured so as not to pose a personnel injury hazard due to being blown around on
deck, or a hazard to the helicopter's rotor system or engines.

H. Ensure that the patient is wearing a PFD, unless his/her condition absolutely prevents
it.

I. The patient should be informed of any instructions of the rescue device. If a litter is
used, the uppermost strap (chest strap) must be placed under the patient's arms and
over the patient's chest. All other straps are to be placed over the patient's body. If a
basket is used, the patient should sit in the bottom of the basket, with his/her back to
one end and must keep his/her arms and legs inside the basket until the basket is
brought inside the helicopter.

J. The patient should have appropriate personal identification such as a driver's license,
social security card, or passport and immunization record, a record of any
medication(s) administered, and a modest supply of personal items, including any
prescribed medications they may be taking regularly. Use of a small soft-type bag is
recommended for packing these items. It should be tied to the litter between the
patient's legs, or placed in the basket with the patient. Do not tie it to the hoist cable,
hook, or steadying line. A person being hoisted should be free of any items of
entanglement such as purses or luggage.


OSU SHIP OPERATIONS


K. When the helicopter arrives in your area, change course to place the wind 30 degrees
off your port bow and continue at standard speed. Once steadying up on the new
heading, and after you are satisfied that you have no hazards on your radar, turn it to
standby so that it does not radiate. You may turn it on again as soon as the helicopter
departs the area with the patient. This new heading may be modified again at the
request of the helicopter pilot upon arrival. Ensure that any heading the pilot asks for
will not endanger your vessel. Advise the pilot immediately if any sea conditions or
hazards exist which will limit your navigational capabilities.

L. The helicopter should provide all of the required equipment for the hoist operation and
will brief you prior to commencing the operation.

M. The helicopter may first deliver an orange steadying line with weighted bags at the
end. Until the hoist operation is completed, one of your crewmembers must tend this
line at all times, keeping the line free from fouling.

N. The vessels crew, using the steadying line, should guide the rescue device to the
selected location on deck. On each approach, allow the rescue device to touch your
vessel, to discharge static electricity. An electrical shock hazard exists to individuals if
they connect with an ungrounded helicopter hoist. Caution must be exercised when
there is flammable/explosive cargo or in the vicinity of a flammable spillage. The hoist
rig must be grounded clear of the spillage or tank venting area to preclude a possible
fire or explosion from an electrostatic discharge.

O. If the rescue device has to be moved to the person being evacuated, unhook it from
the hoist cable. Do not move the rescue device from the hoisting area with the hoist
cable still attached. If the cable is unhooked, do not attach the hook or the cable
to any part of the vessel.

P. For everyones safety, the helicopter may move off to the side while the patient is
prepared for the hoist.

Q. Upon signal from the vessel, the helicopter will move back over the vessel and lower
the hook.

R. Allow the hook to touch your vessel to discharge static electricity, and then fasten the
hook to the rescue device using the large part of the hook.

S. When everyone is ready for the hoist, have the deck crew give a vigorous thumbs up
signal to the helicopter.

T. Ensure that the steadying line is tended to prevent the rescue device from swinging
excessively, this is the primary reason it is being used.


OSU SHIP OPERATIONS


U. Once the rescue device is inside the helicopter, the helicopter crew will probably
discard the steadying line. You may keep it or toss it overboard, but ensure you do not
foul your screw either way.

SMF 8.4 (appended to this manual) is a checklist that may used by the Coast Guard or
other medical emergency personnel when gathering information for a medical evacuation.
As much information as possible should be recorded and transmitted in order to establish a
smooth relay of any information needed.

Medical Emergency Phone Numbers
Notify:
Medical Advisory Systems, Inc. (480) 333-3876 voice
(480) 333-3821 fax
Divers Alert Network (DAN) (919) 684-8111 emergency number
(919) 684-2948 routine matters

U.S.CG Rescue Coordination Centers
Regional contacts for SAR emergencies
RCC Location Area of SAR Coordination Responsibility Phone Number
Pacific SAR
Coordinator
Commander
U.S. Coast Guard Pacific
Area
Alameda, CA
Overall responsibility for areas covered by
RCC Alameda, RCC Seattle, RCC Honolulu
and RCC Juneau
(510) 437-3700
RCC Alameda Commander
Eleventh Coast Guard
District
Alameda, CA
California and Eastern Pacific Ocean waters
assigned by international convention off the
Coast of Mexico
(510) 437-3700
RCC Seattle Commander
Thirteenth Coast Guard
District
Seattle, WA
Oregon and Washington (206) 220-7001
RCC Honolulu
(operated as JRCC
with DOD)
Commander
Fourteenth Coast Guard
district
Honolulu, HI
Hawaii, U.S. Pacific Islands and waters of
Central Pacific Ocean assigned by
international convention (extending from as far
a 6 degrees north latitude and as far as 110
west to 130 east longitude).
(808) 535-3333
Sector Guam
(coordinates SAR
under RCC Honolulu)
Commander
Sector Guam
Guam and other U.S. territories and
possessions in the far western Pacific Ocean.
(671) 355-4824
RCC Juneau Commander
Seventeenth Coast Guard
District
Alaska, U. S. waters in North Pacific Ocean,
Bering Sea and Arctic Ocean
(907) 463-2000


OSU SHIP OPERATIONS
8.5 LOSS OF STEERING


8.5.1 Purpose

The following procedure outlines Loss of Steering Procedures and instructions for use
aboard R/V Oceanus.


It is the responsibility of the Chief Engineer to ensure that all engineering personnel respond
to Loss of Steering emergencies in a timely manner, and to have adequate instructions
available to handle those emergencies. The Master is responsible for the bridge personnel.

8.5.3 Procedure

For a loss of steering emergency bridge personnel shall notify the Engineer on Watch that
there is a loss of steering. The vessel should come to a full stop if or when it is safe to do so
and if capable, using the bow thruster to hold the vessels heading into current sea or wind
depending on location and the proximity to hazards to navigation. The Master and Chief
Engineer should be notified immediately. The bridge should be notified as soon as the
problem is found or fixed. If there is a loss of steering, man the aft steering station and
follow the Emergency Steering Instructions posted in the steering room and bridge.

Joy Stick Steering

A. Call the bridge and establish communications and ask to have the steering pump
selector switch set to the Starboard (Emergency) pump. The Helmsman can
do this from the breaker panel behind the aft steering station.
B. Switch the control on the Stbd pump breaker panel (Red Letter E) from
Remote to Local. The breaker panel is aft of the Helmsmans position.
C. Switch selector switch on the joystick box from Bridge / Autopilot to Aft
Joystick.
D. Test the steering. The joystick is of the Non-Follow Up type. Watch the rudder
angle indicator on the forward bulkhead.
E. Call the bridge and establish that your gyro repeater is reading correctly.
F. You are now ready to ask the bridge for a course to steer.

Wheel Steering with Power

A. Call the bridge and establish communications and ask to have the steering pump
selector switch set to the Starboard (Emergency) pump The Helmsman can
do this from the breaker panel behind the steering station.
B. Place the wheel in position. Never reach between the spokes of the wheel.
C. Open the two valves with the yellow handles in front of the wheel (the two red
handle valves need to be shut).


OSU SHIP OPERATIONS
8.5 LOSS OF STEERING


D. Test the steering. Watch the rudder indicator on the forward bulkhead.
Approximately ! turn equals five degrees of rudder.

Manual Steering Without Power

A. Call the bridge and establish communications. Have the bridge shut off both
steering pumps. The Helmsman can shut them off at the breaker panels behind
the Helmsmans position.
B. Place the steering wheel in position. Never reach between the spokes of the
wheel.
C. Open the two red handle valves in front of the wheel (the two yellow handle
valves need to be shut).
D. Test the steering. Watch the rudder indicator on the forward bulkhead.
Approximately nine full turns equal five degrees of rudder.


OSU SHIP OPERATIONS
9.1 OBSERVATIONS & NONCONFORMITIES


9.1.1 Purpose

This procedure is intended to set forth the methods for reporting, recording and analysis of
Observations and Nonconformities. Using these guidelines the possible root causes of
nonconformities can be determined in order to prevent reoccurrence. In addition this
procedure provides for tracking the results of observations and nonconformities for
presentation to management for review.


The primary responsibility for this procedure lies with each individual involved with OSU
Ship Operations including members of the Marine Technician Group. The Master and
department heads are responsible for ensuring the understanding of this procedure to all
involved. Any crewmember or member of the shore staff can report what he/she thinks to
be a nonconformity. The Designated Person (DP) is responsible for tracking
nonconformities and reporting results.

9.1.3 General Reporting Criteria

Definitions:

Observations In general an Observation is the least significant condition that is entered
into the system. An Observation is a finding or condition which, if left uncorrected, will likely
result in a Nonconformity. An Observation could also be a condition which could result in a
Hazardous Occurrence under different circumstances.

Nonconformity A finding, discovery, incident or occurrence that has come to someones
attention that impacts the safety of the vessel, its equipment, personnel or the environment.
By its very definition, it is meant to be very broad and general, to include all nature of
findings that impact safety on the vessel. This impact may even include system
discrepancies and lack of recorded actions.

The categories defined above may be the result of an audit or simply the result of an
individual observing his or her normal responsibilities. It is important to emphasize that the
process is not to assign blame but to make for an ever safer working environment. The
usefulness of the Nonconformity system is only as good as the information that is collected.
Timely investigation is imperative for the collection of this accurate information.

9.1.4 Procedure

A. The initiator shall use the procedure and flowchart articulated in SMM 9.4 for proper
submission and reporting protocols.


OSU SHIP OPERATIONS


B. Any employee shall, upon identification of an observation or nonconformity, complete
Side 1 of the Observation/Nonconformity Report Corrective Action Request
(NCCAR) Form included in the appendix of this manual.

Examples of nonconformities are:

1. Security Incidents.
2. Insurance Claims.
3. Failure of an element of the documented Safety Management System.
4. Customer Complaints.

Observations are early warnings of potential problems in daily operation or possible
defects in the documented Safety Management System which could lead to
nonconformities such as those listed above.

C. The initiator of a NCCAR shall ensure the form is filled out correctly and in the order
indicated by the boxed numbers, with the exception of Item 1, which shall be filled out
by the Marine Superintendent (DP).

D. An NCCAR number shall be assigned and recorded by the DP in Item 1 of the form for
tracking purposes. The number shall consist of six digits. The first two digits will
indicate the year such as 05, 06, etc. The next two digits will indicate the month such
as 01, 02, etc. The last two will be a numerical sequence for the NCCARs assigned
that month such as 01, 02, etc. Example: If the NCCAR was the seventh one reported
in June of 2005 the number would be; NCCAR-050607.
E. The section of the current Safety Management manual which most closely addresses
(or in the initiators opinion should address) the observation or nonconformity shall be
identified by section number and title in Item 2 of the NCCAR form.
F. The reported item shall be identified as a an observation or a nonconformity by
checking the appropriate box in Item 3 of the NCCAR form.
G. The source of the observation or nonconformity shall be identified by checking the
appropriate box in Item 3 of the NCCAR form. If the observation or nonconformity is
identified from a letter, report or other document, not a part of the Safety Management
System, this shall be identified in Item 3 and a copy shall become an attachment to the
NCCAR form.
H. If the source of the observation or nonconformity is not supported by attached
documentation, the actual description of the observation or nonconformity in Item 4 of
the NCCAR form shall contain a sufficient amount of detail to identify the problem. If
appropriate, the document and clause number affected by the nonconformance shall
be furnished.


OSU SHIP OPERATIONS


I. The Initiator shall take whatever action is deemed appropriate at the time to minimize the
effect of the observation or nonconformity and determine if further action is required.
The determination shall be checked in the appropriate box in form Section 4.
J. If the observation or nonconformity is the result of an Internal Audit, a signature of
validation shall be entered in Item 5 by the individual audited as instructed in
procedure SMM 12.1 INTERNAL AUDITING.

9.1.5 RECORDS

Nonconformity Report Corrective Action Request (NCCAR) forms are considered
Management System Records. The NCCAR forms become part of the Management
Review of the system.


OSU SHIP OPERATIONS
9.2 HAZARDOUS OCCURRENCES
Don B. Hilliard Demian Bailey


9.2.1 Purpose

Hazardous Occurrences. Using these guidelines, the possible root causes of hazardous
occurrences can be determined in order to prevent reoccurrence. In addition, this
procedure provides for tracking the results of Hazardous Occurrence Reports for
presentation to management for review.


The primary responsibility for this procedure lies with each individual involved with OSU
Ship Operations including members of the Marine Technician Group. The Master and
department heads are responsible for ensuring the understanding of this procedure to all
involved. Any crewmember or member of the shore staff can report what he/she thinks to
be a hazardous occurrence. The Designated Person (DP) is responsible for tracking
hazardous occurrences and reporting results.

9.2.3 General Reporting Criteria

A Hazardous Occurrence is an occurrence or circumstance that did not result in an injury or
damage but certainly had the potential. These are often referred to as near-misses. A
Hazardous Occurrence may be the result of an incident or simply the result of an individual
observing his or her normal responsibilities.

It is important to emphasize that the process is not to assign blame but to make for an ever
safer working environment. The usefulness of the Hazardous Occurrence reporting system
is only as good as the information that is collected. Timely investigation is imperative for the
collection of this accurate information.

9.2.4 Procedure

A. Any employee shall, upon discovery of a hazardous condition or witnessing a
hazardous occurrence, complete Side 1 of the Hazardous Occurrence Report
(HAZREP) form included in the appendix of this manual.

B. The initiator of a HAZREP shall ensure the form is filled out correctly and in the order
indicated by the boxed numbers, with the exception of Item 1, which shall be filled out
by the Designated Person (DP).

C. A HAZREP number shall be assigned and recorded by the DP in Item 1 of the form
for tracking purposes. The number shall consist of six digits. The first two digits will
indicate the year such as 05, 06, etc. The next two digits will indicate the month such
as 01, 02, etc. The last two will be a numerical sequence for the HAZREPs assigned


OSU SHIP OPERATIONS
9.2 HAZARDOUS OCCURRENCES


that month such as 01, 02, etc. Example: If the HAZREP was the second reported in
July of 2008, the number would be HAZREP-080702.

D. The section of the current Safety Management manual which most closely addresses
(or in the initiators opinion should address) the hazardous occurrence shall be
identified by section number and title in Item 2 of the HAZREP form.
E. The initiator shall complete Item 4 of the HAZREP form in as much detail as possible.
This should include the date and approximate time of the occurrence, the general
and specific location where the occurrence took place, any witnesses to the
occurrence other than the initiator, and a description of the occurrence including any
relevant details.
F. The initiator shall take whatever action is deemed appropriate at the time to minimize
and/or remediate the hazard and its effects. This action should be entered in Item 6
of the HAZREP form, along with any recommendations for further remediation of the
hazard.
G. Any additional documentation (e.g. photographs, additional witness statements etc.)
should be attached to the HAZREP form.
H. The HAZREP form shall be passed to the Master, with a copy retained by the
initiator, and forwarded to the Ship Operations office with any input from the Master
and/or the appropriate department head added to Item 5.
I. When any necessary corrective action has been determined and implemented, a
copy of the completed form shall be provided to all parties concerned (initiator,
Master and department heads.)

9.2.5 Records

Hazardous Occurrence Report (HAZREP) forms are considered Management System
Records. The HAZREP forms become part of the Management Review of the system.


OSU SHIP OPERATIONS
9.3 ACCIDENTS


9.3.1 Purpose

accidents on board the R/V Oceanus. Using these guidelines the possible root causes of
an accident can be determined in order to prevent reoccurrence. In addition, this procedure
provides for tracking the results of accident reports for presentation to management for
review.

9.3.2 References

Title 46, Code of Federal Regulations, Part 4 (Marine Casualties & Investigations)
OSU Safety Policy & Procedures Manual


The Master is responsible for reporting any accident onboard to the appropriate agencies
and the Ship Operations office, carrying out alcohol and drug testing in conjunction with any
Serious Marine Incident, and completing all required documentation of the accident. The
DP is responsible for documenting accidents within the SMS and reporting results to ensure
that this important feedback process results in a safer operation of the vessel. The DP is
further responsible to ensure that the Master has received adequate testing training in order
to perform his duties.

9.3.4 Reporting Criteria

For the purposes of this SMS, an accident is defined as any of the following occurrences,
based on the Federal definition of a Marine Casualty or Accident and associated reporting
requirements:

A. Any intentional or unintentional grounding of the vessel or allision with a bridge.

B. Loss of main propulsion or primary steering, or an associated component or control
system, the loss of which causes a reduction of the maneuvering capabilities of the vessel.

C. Fire, flooding or any other condition or occurrence, which affects the vessels
seaworthiness or fitness for service.

D. Loss of life.

E. Any injury requiring professional medical treatment beyond first aid. The term beyond
first aid in this instance means any time the vessel is required to return to port, or requires a
medical evacuation at sea, in order for further medical treatment to be rendered. Simply
activating the Medical Advisory Service does not necessarily constitute beyond first aid.


OSU SHIP OPERATIONS
9.3 ACCIDENTS


F. Any occurrence not meeting any of the above criteria but resulting in damage to property
in excess of $25,000.

9.3.5 Procedures

A. Any Serious Marine Incident will require drug and alcohol testing of all individuals
directly involved. A Serious Marine Incident is defined under Federal law as any marine
accident (see 9.3.4 above) which involves any of the following:

1. Loss of life.

2. Any injury requiring professional medical treatment beyond first aid.

3. Damage to property in excess of $100,000.

4. Discharge of 10,000 gallons or more of oil into U.S. waters.

5. Discharge into U.S. waters or release into the U.S. environment of a reportable
quantity of any hazardous substance.

An individual directly involved is defined under Federal law as an individual whose order,
action or failure to act is determined to be, or cannot be ruled out as, a causative factor in
the events leading to or causing a serious marine incident. This determination is made by
the Master. A law enforcement officer may determine additional individuals to be tested.

The Oceanus is provided with breath analysis kits for alcohol testing and urine specimen
collection kits for drug testing. Alcohol testing and urine specimen collection will be
performed as soon as practicable following an incident, under the direct supervision of the
Master. Any refusal of testing or specimen collection will be entered in the ships log by the
Master and is admissible as evidence in any administrative proceeding.

Any positive test result for alcohol will be entered in the ships log by the Master, with the
entry witnessed by a second officer; the individual testing positive must be informed of the
entry.

Urine specimens will be forwarded for laboratory analysis as soon as practicable, as per the
instructions included with the kits. The Ship Operations office will submit copies of all test
results (whether positive or negative) to the U.S. Coast Guard in accordance with Federal
law.

The Master will complete U.S. Coast Guard Form CG-2692B Report of Required Drug &
Alcohol Testing and forward to the Ship Operations office via fax or e-mail.

B. Accident Reporting


OSU SHIP OPERATIONS
9.3 ACCIDENTS


1. The Ship Operations office will complete Form SMF 9.3 Accident Report
(appended to this manual). An Accident number shall be assigned and recorded in
Item 1 of the form for tracking purposes. The number shall consist of six digits.
The first two digits will indicate the year such as 05, 06, etc. The next two digits will
indicate the month such as 01, 02, etc. The last two will be a numerical sequence
for the Accidents assigned that month such as 01, 02, etc. Example: If the
accident was the second reported in July of 2008, the number would be Accident-
080702
a. The section of the current Safety Management Manual which most
closely addresses the circumstances of the accident shall be identified
by section number and title in Item 2 of the Accident form.
2. For any accident onboard the Oceanus, the Master will ensure that the following
forms are completed and forward to the Ship Operations office via fax or e-mail:
a. U. S. Coast Guard Form CG-2692 Report of Marine Accident, Injury or Death.

b. OSU Report of Accident/Illness Form.

c. In any case of injury, one of the following SAIF Corp. forms, depending on the
person injured, as follows:

- SAIF Corp. Form 801 Report of Job Injury or Illness in the case of injury to
an OSU crewmember, OSU Marine Technician or other OSU scientific
personnel.

- The appropriate SAIF form in the case of injury to any non-OSU-employed
personnel, based on the State in which they are employed. SAIF will provide
any required form on request by calling (800) 285-8525.

C. The completed forms required in (A) and (B) above, along with any other documentation
of the accident (photographs, medical treatment reports, etc.) shall be attached to the
Accident form. These may serve as a description of the accident in lieu of completing Item
4 of the Accident form.

9.3.6 Records

Accident Report forms are considered Management System Records. The Accident Report
forms and all attached documentation become part of the Management Review of the
system.


OSU SHIP OPERATIONS
9.4 CORRECTIVE ACTION


9.4.1 Purpose

The purpose of this procedure is to establish a system of correction for Observations,
Nonconformities, Hazardous Occurrences and Accidents and to set forth the guidelines for
their investigation and processing in order to find their root cause and provide an avenue for
continued improvement. In addition this procedure provides for tracking the results of
Nonconformities for presentation to management for review. When Nonconformities are
corrected, they are subject to re-verification to demonstrate conformance with requirements.

The objectives of the Corrective Action System are to:

A. Reduce errors and enhance safety, security and prevent pollution.
B. Inspire more effective team work.
C. Promote job involvement.
D. Increase employee motivation.
E. Create a problem solving capability.
F. Improve company communications.
G. Promote personal and leadership development.
H. Develop Safety, Security, and Environmental awareness.

9.4.2 Scope

This procedure is applicable to all employees of OSU Ship Operations, including Marine
Technicians, both shoreside and afloat.


The management of the affected departments is responsible for ensuring the understanding
of this procedure and the implementation of the corrective actions required. The Marine
Superintendent as the Designated Person (DP) is responsible for ensuring that
Observations, Nonconformities, Accidents, and Hazardous Occurrences identified are
processed and that corrective action is taken.

9.4.4 Procedure (See attached Flowchart)

A. All employees are given access to the Nonconformity Report Corrective Action
Request (NCCAR) and Hazardous Occurrence (HAZREP) forms in the appendix
of this manual.
Any employee can initiate corrective action to solve a Nonconformity, request a
corrective action or remediation of a hazard, address a recurring problem, or make a
suggestion about an opportunity for improvement. This is done by filling out and
submitting the appropriate form as described in Sections 9.1 and 9.2 of this manual.


OSU SHIP OPERATIONS


B. The NCCAR or HAZREP is then given to the appropriate department head with any
accompanying information (department forms, letters, marked up Safety
Management System document, etc.). The department head checks and reviews
the NCCAR or HAZREP with the employee and then passes all documentation
along to the Master. The Master and the department heads should immediately
implement any corrective action they deem necessary.
C. In the case of an accident, the Master will complete all required reports and
documentation as described in Section 9.3 of this manual.
D. The Master reviews the documentation and forwards all material to the DP, via the
Ship Operations Coordinator, along with his/her recommendations for corrective
action if applicable.
E. The Ship Operations Coordinator will fill in Items 1 and 2 of the form, assigning an
NCCAR, HAZREP or Accident number. This number is the six digit number
described in Sections 9.1.4(C), 9.2.4(D) and 9.3.5(C) of this manual.
The Ship Operations Coordinator shall log the pertinent details in the
Nonconformity/Corrective Action (NCCAR) Tracking System. This includes NCCAR
initiation date and other details as applicable.
Next, the Ship Operations Coordinator shall add the open NCCAR to the ShipOps
ISM White board for visibility in tracking, and file the NCCAR form under the Open
tab in the NCCAR/HAZREP binder.
F. The Report is then passed to the DP for Corrective Action, assignment, and
eventual closure. The Corrective Action taken is recorded on the NCCAR, HAZREP
or Accident form by the DP. When closed, the DP will sign and date to close out
NCCAR, HAZREP or Accident Report in Item 9 and then return to the Ship
Operations Coordinator.
G. The Ship Operations Coordinator will log the closed Report in the NCCAR tracking
system and forward to the Master and remove the item from the ShipOps ISM
Whiteboard. The closed Report will be filed under the Closed tab in the
NCCAR/HAZREP binder.
H. The process concludes with an all hands Safety Meeting as indicated by Section
6.8 of this manual. The master and crew will discuss the corrective action and
review the appropriate SMM Section. The meeting will be recorded as per SMF 6.8
and maintained on the ship and in the office.


OSU SHIP OPERATIONS


I.


OSU SHIP OPERATIONS
10.1 MAINTENANCE PROGRAM


10.1.1 Purpose

The purpose of this procedure is to set forth the maintenance system for the R/V Oceanus.

10.1.2 Scope

The scope of this instruction is to provide guidance in the maintenance of the ship and
equipment under the Ship Operations Office. The procedure includes both preventative
maintenance and repair.

10.1.3 General

The maintenance program has several facets that work together to keep the vessel
operating efficiently and dependably. The maintenance program can be divided into
reactive and preventative maintenance. Both components are documented in various ways
and this procedure is designed to identify the different components and the method used to
document them.

A. The reactive component of the maintenance program consists of the response to the
conditions emerging on the vessel due to the failure of the equipment or various
components. When something breaks, it needs to be fixed. This activity is
documented in the Chief Engineers Maintenance Log.

B. The preventative component of the maintenance program consists of three activities.
These activities are scheduled or planned maintenance, vibration analysis, and oil
analysis. These activities are undertaken to prevent failures before reactive
maintenance has to be performed.

C. OSU Ship Operations is transitioning to the NS-5 management system. It will be
central to the planned maintenance activities. This electronic system features:
- The ability to maintain an inventory record.
- It schedules routine (planned) maintenance
- It documents all maintenance (planned and reactive)
- It provides service request capabilities for outside repair assistance
- It maintains inventory and machinery histories.
- The maintenance portion of the program automatically interfaces with the
inventory portion to consume spares from inventory upon completion of
maintenance activities.

Note: Until the NS-5 system is functional and certified by management for operation,
previous management control systems will remain in place.


OSU SHIP OPERATIONS


1. Routine maintenance and inspections of equipment that occur on a weekly
basis or less frequently will be reported to the Port Engineer and Marine
Superintendent on Fridays as a MS Excel Spreadsheet. This spreadsheet will
be reviewed by management and responded to early the next week. When
functional, this reporting will be accomplished by NS-5. This includes the
inspection of safety equipment and the disassembly of equipment. Routine
maintenance will be scheduled and planned based on equipment
manufacturers maintenance instructions, prior maintenance history and/or
operational experience.

2. Vibration monitoring: The Oceanus is equipped with a vibration monitoring
system. All major pieces of equipment have been set up for this monitoring
system. The Engineering Department, under the direction of the Chief
Engineer, uses this system to periodically monitor each piece of equipment.
While the vessel is in normal operation, monitoring is conducted biannually at
a minimum. Equipment condition may change the frequency that monitoring is
conducted. Monitoring and analysis results will be entered in the Chief
Engineers Maintenance Log.

3. Lube oil analysis consists of periodical sampling of oil from specific key pieces
of equipment and sending the samples to a laboratory for analysis. The
frequency varies with the number of hours placed on the equipment and the
service that the piece of equipment is engaged in. Lab analysis results will be
maintained in their own log by the Chief Engineer, which may be appended to
the Chief Engineers Maintenance Log.


Ultimately the maintenance of the vessel is the responsibility of the Master of the vessel.
This responsibility is delegated to each department for the efficient maintenance of the
vessel. Changes of maintenance responsibilities are at the discretion of the Master.

Each department head is responsible for ensuring that all maintenance activities are
documented in NS5. It is at the discretion of each department head to determine the level of
maintenance activity that shall be deferred to subordinates. While the activity may be
deferred, the responsibility remains with the department head. All A rated equipment
maintenance will be recorded in NS5 when functional or in the maintenance log until such
time. .

It is the responsibility of each department head to review the recommended maintenance
set forth by the manufacturer of equipment or systems under his/her control. This
maintenance is the established in NS5


OSU SHIP OPERATIONS


Until NS-5 is implemented, each department head is responsible for ensuring that all
maintenance activities are documented in the appropriate maintenance log. It is at the
discretion of each department head to determine the level of maintenance activity that shall
be deferred to subordinates. While the activity may be deferred, the responsibility remains
with the department head.

It is the responsibility of each department head to review the recommended maintenance
set forth by the manufacturer of equipment or systems under his/her control.

10.1.5 Recording

Each department head must ensure that all maintenance performed by his/her department
is entered in the appropriate Maintenance Log (or in NS-5 when functional).


OSU SHIP OPERATIONS
10.2 MAINTENANCE OF CRITICAL
SYSTEMS

Number: SMM 10.2 Revision: 4 Effective Date: 1 Sep 12 Page 1 of 3

10.2.1 Purpose

The purpose of this procedure is to set forth the concept of critical systems and equipment
within the Safety Management System.

10.2.2 Definition

Critical System or Equipment The equipment or technical systems that the operational
failure of may result in hazardous situations.

10.2.3 General

The ISM Code calls for the identification of equipment and technical systems that are
considered critical and the procedures set in place to insure that these systems are
adequately maintained, and that there be specific measures established aimed at promoting
the reliability of such equipment or systems. These measures should include the regular
testing of stand-by arrangements and equipment or technical systems that are not in
continuous use.

It is recognized that all pieces of equipment are important to the proper operation of the
vessel. The critical equipment and systems identified in this procedure are those felt to
meet the ISM Code criteria.

Critical Equipment or Systems:

A. Main Engine and Clutch.
B. Reduction Gear.
C. CPP unit.
D. Main Electrical Power System.
E. Emergency Electrical Power System.
F. Steering System.
G. Fire Pump.
H. Bilge System.
I. CO
2
System.
J. Starting and Control Air Systems.

The vessel specific guidelines called for herein shall contain the following information about
each critical component listed:

A. Operational procedures to ensure redundancy (i.e., two ships generators on the line
while entering port).


OSU SHIP OPERATIONS
SYSTEMS


B. Rotation of equipment (i.e., changing the lead steering pump each month).

C. Periodic tests performed on standby equipment (i.e., testing of the emergency
generator).

D. The preventative maintenance schedule for the specific components. Preventative
maintenance will be developed and planned based on manufacturers maintenance
instructions, prior maintenance history and operational experience.

E. The pieces of equipment in the vibration analysis program and the frequency of
monitoring.

F. The pieces of equipment in the lube oil analysis program and the frequency of
sampling.

Critical pieces of equipment are to be identified in the NS5 system (when functional) in the
Maintenance Module. Critical equipment will be assigned the letter A code on the
equipment identification screen.

Within this concept of critical equipment and systems is a requirement to identify critical
spare parts. Once a piece of equipment has been designated as a critical piece of
equipment, the spare parts associated with that piece of equipment become items that need
to be identified. This shall be accomplished by determining the minimum ordering quantity
for each spare part. Only those spare parts considered critical will have a minimum ordering
level. NS5 has the capability of running a minimum ordering level report either on individual
pieces of equipment or for the vessel.

Any identified maintenance or repair requirement (other than planned preventative
maintenance) to any critical system will be reported to the Port Engineer via e-mail within 24
hours of identification. The report will include the identified issue and the planned time and
duration of the maintenance or repair to be conducted.

At the completion of any maintenance or repair to any critical system, a list of spares
consumed in the work will be provided to the Port Engineer by e-mail for timely restocking.


Ultimately the maintenance of the vessel rests with the Master of the vessel. This
responsibility is delegated to each department for the efficient maintenance of the vessel.
Department heads having equipment under their maintenance responsibility must monitor


OSU SHIP OPERATIONS
SYSTEMS


the maintenance of critical pieces of equipment. In addition, department heads must ensure
that critical parts are reordered once they have been consumed.

10.2.5 Recording

Maintenance activities are to be recorded in the Chief Engineers Maintenance Log (or in
NS5 when functional). Each department head must ensure that the maintenance performed
by their departments is entered in this management system.


OSU SHIP OPERATIONS
10.3 LUBE OIL ANALYSIS PROCESS


10.3.1 Purpose

The purpose of this procedure is to ensure that Lube Oil samples are taken at a proper
interval, correctly routed for analysis, and that the results reach the Chief Engineer.


The Chief Engineer of the R/V Oceanus is responsible for the establishment and use of the
ships Lube Oil Analysis Plan. Lube oil for all critical machinery will be sampled for analysis
bi-annually, and noncritical machinery may be sampled at the discretion of the Chief
Engineer.

The Chief Engineer is responsible to ensure that adequate supplies of sample kits are on
board.

10.3.3 Procedure

Lube oil sampling kits are provided to the vessel by the Ship Operations Office. Sampling
directions included with the kits are to be followed, and the kit is to be mailed using the pre-
addressed labels in the continental United States. Special arrangements may be made by
the Ship Operations Office when the vessel is overseas.

The Chief Engineer will maintain a log of sample dates for each piece of critical equipment
as part of the ships Machinery History. This log and accompanying sample results will be
copied to the Ship Operations Office not less than quarterly.


OSU SHIP OPERATIONS
11.1 DOCUMENT AND DATA CONTROL


11.1.1 Purpose

The purpose of this procedure is to define the method used to ensure holders of controlled
documents have the latest revision of documents and that obsolete documents are removed
from the system.


It is the responsibility of the Designated Person (DP) to ensure documents are distributed,
controlled, and changed in accordance with this procedure and that obsolete documents are
promptly removed from the system.

It is the responsibility of the holder of a controlled document to become familiar with the
appropriate additions, changes, and/or deletions to the various manuals assigned to them.

11.1.3 Procedure

The Safety Management Manual (SMM) contains the documentation of the safety
management system for OSU Ship Operations. It contains information on the Safety
Management System and the procedures set forth therein. Most procedures considered
important enough to be committed to writing should be contained in the SMM or referenced
therein.

The distribution of the SMM is set forth in the Distribution Procedures portion of this manual,
SMM 11.2. Changes to the SMM can be initiated either by the vessel crew or by the Ship
Operations office staff. Changes must be sent to the Designated Person (DP) to have them
incorporated in the SMM. The DP shall approve all changes to the SMM.

Once changes have been approved for incorporation into the Safety Management Manual,
the changes will be sent to the individuals responsible for maintaining copies of the manual,
both printed and electronic versions. These changes shall be recorded in the front of the
individual manual in the revision page. These responsible individuals shall insert the
changes into their manuals and report to the DP that the manuals have been changed.

Any portions of the SMM that have been made obsolete by changes shall be disposed of
locally and do not need to be returned to the DP. The procedures maintained within this
manual are current. The revision number of each procedure is indicated on the bottom of
each page. To ensure validity of each procedure, the revision number can be cross-
referenced with the revision number located by each procedure in the table of contents. If
copies of individual procedures are made, then the word COPY must be clearly marked on
each page of the procedure. It is the responsibility of each individual reading a procedure
marked COPY to ensure they are reading the most current and valid revision.


OSU SHIP OPERATIONS
11.2 DISTRIBUTION OF MANUALS


11.2.1 Purpose
The purpose of this procedure is to identify the distribution of the Safety Management
Manual.
It is the responsibility of the Designated Person (DP) to distribute the Safety Management
Manual and all updates to allow ready access to the ships crewmembers and the Ship
Operations staff.
11.2.3 General
The Safety Management Manual contains the documentation of the Safety Management
System for vessel operation at OSU Ship Operations and the procedures set forth therein.
The distribution of the Safety Management Manual has to maintain a balance between
access and document control. The table below indicates where the original version and
controlled copies of the Manual shall be located, both on board the ship and shoreside, and
the person responsible for maintaining each copy. The electronic version onboard the ship
will be maintained on the ships server as read only access and will be viewable by all crew
and science personnel. A request to change this distribution shall be sent to the DP.

11.2.4 Distribution Process
The distribution of changes to the Safety Management Manual will occur in accordance with
the process found in Figure 11.2. The Ship Operations Coordinator will conduct document
change routing.
Electronic Copy Location Person Responsible
Ship Operations Office
(Original on Shared Drive)
Ship Operations Coordinator
WEB Link Ship Operations Coordinator
Oceanus Marine Technician Superintendent
Printed Copy Location Person Responsible
Ship Operations Office Ship Operations Coordinator
Oceanus - Bridge Master


OSU SHIP OPERATIONS
11.2 DISTRIBUTION OF MANUALS


Figure 11.2


OSU SHIP OPERATIONS
12.1 INTERNAL AUDITS


12.1.1 General

A documented internal audit program and procedure has been designed, planned,
implemented and managed to ensure the entire organization, including offices and the
vessel covered by the Safety Management System, undergo an internal audit at least once
per calendar year.
The purpose of the internal audit is to ensure that the Safety Management System is
effectively maintained and implemented.

12.1.2 Internal Audit Program

The Designated Person (DP) is responsible for the establishment and maintenance of the
Internal Audit program. The DP him or herself shall not conduct the internal audit. The DP
has established the procedure that defines the establishment and maintenance of the
company Internal Audit Program to verify controls for Ship Operations.

The DP utilizes, at a minimum, the resources of vessel personnel, top management
concerns, known Safety Management System problems, results of previous audits, and the
status and importance of the activities to determine the frequency and degree to which each
area is audited.

Operations that are deemed to have a greater than average impact upon safety or the
environment may be audited more frequently than once each year.
The documented procedure covers:

A. The scheduling of internal audits.
B. The audit criteria, frequency, scope and methods for carrying out each audit.
C. The responsibilities of auditors and auditees, and involved or affected parties.
D. The recording and reporting of audit results.
E. The performance of corrective action.
F. The follow-up activities to verify the actions taken and the reporting of the verification
results.

The management personnel responsible for the area being audited ensure that actions
taken in response to any detected nonconformities are taken without undue delay to
eliminate their causes.

12.1.3 Internal Audit Procedure

A. Audit Scheduling

1. An audit schedule shall be maintained to ensure that an internal audit of each unit
(vessel or office) is conducted at least annually.


OSU SHIP OPERATIONS


2. This schedule shall be developed by the Designated Person (DP), and will
indicate the tentative date of the audit, which unit will be audited, which elements
of the ISM Code will be addressed, and the appointed auditor(s).
3. All auditors shall be independent of the area they are assigned to audit.

B. Audit Preparation
1. Prior to the audit, the auditor(s) shall review the pertinent sections of the Safety
Management Manual, Common Procedures, the Vessel Procedures (if
applicable), and any previous audit reports relevant to this unit.
2. The review shall include any observations made during previous audits, a follow-
up to ascertain if any previous nonconformities are still open, and any areas of
emphasis set forth by the Designated Person.
3. It is recommended that the auditor(s) prepare a list of questions on the
INTERNAL AUDIT CHECKLIST (Appendix SMF 12.1.1) or similar document to
use as a guide to ensure coverage of the subjects to be audited. The checklist
should be kept to a minimum length in keeping with the objectives and scope of
the audit. The checklist may be filled in by hand or electronically. These shall
become a part of the audit record for future audit guidance.
4. The DP shall coordinate the schedule for the audit with the assigned auditor(s)
and with the Master. This coordination will ensure that the audit does not conflict
with operational commitments of the unit being audited.
5. Any revisions to the schedule shall be reported to and approved by the
Designated Person.

C. Audit Execution
1. After a brief meeting with the Marine Superintendent or Master, the auditor shall:
a. Conduct an opening meeting to outline the scope and objectives of the audit
as well as the methods to be used for carrying out and reporting the audit.
b. Establish a schedule for a representative to be available in each area to be
audited.
2. The audit shall be conducted with the minimum interruption of business. The
auditor shall take adequate notes so that findings and observations may be
accurately reported. The audit is intended to confirm the implementation of the
Safety Management System and its effectiveness. Nonconformities and
Observations, and the evidence for them, shall be communicated orally to the
auditee as they are established.
3. The auditor(s) must take the time to properly document the findings obtained
during the audit. Notes made in the audit checklists should support any
Observations or Nonconformities determined.
4. The auditor shall record the Observation or Nonconformity in Sections 1 through 3
on the NONCONFORMITY REPORT - CORRECTIVE ACTION REQUEST


OSU SHIP OPERATIONS


(NCCAR) (Appendix). This form is designed to assist the internal auditor while
conducting the audit.
5. At the closing meeting, the auditor shall present all Nonconformities and
Observations to the Marine Superintendent or Master as applicable, who shall
then sign a printout of each Nonconformity or Observation on the NCCAR. This
signature is acknowledgment that the Nonconformity or Observation has been
identified by the auditor and is not an admission of wrongdoing.

D. Audit Report
1. To assist in the preparation of the audit report, the auditor may write a brief
summary report on INTERNAL AUDIT REPORT form (Appendix SMF 12.1.3).
2. The audit report shall include:
a. The list of Nonconformities by number with a brief summary.
b. All Observations noted by the auditor
i. All Nonconformities and Observations shall specifically refer to the
appropriate section of the ISM Code and/or SMM.
ii. All Nonconformities and Observations shall be numbered using the following
system:
NC# - ISM Section NC Letter
01-12.2 - A
02 - 7.0 - A Examples
02 - 7.0 - B
3. The completed audit checklist and Nonconformity reports shall become the
supporting documentation for the Audit Report. It is considered an important tool
in the formulation of the next audit.
4. The Audit Report and supporting documents shall be filed in the Safety
Management System files maintained in the Ship Operations Office.

E. Follow-Up Action
1. All Nonconformities documented as a result of an Internal Audit shall be subject to
tracking and follow-up activities in accordance with SMM 9.1

12.1.4 Records

The audit checklists and audit reports are considered Safety Management System records
and shall be retained and readily available for future audits.


OSU SHIP OPERATIONS
12.2 MANAGEMENT REVIEW


12.2.1 Management Review

Management reviews the Safety Management System at least annually to ensure its
continuing suitability, adequacy and effectiveness. This review includes assessing
opportunities for improvement and the need for changes to the Safety Management System,
including the policy and associated objectives. More frequent reviews may be held to
address corrective actions on pertinent issues and to review the effectiveness of prior
corrective actions.
The need for workspace, equipment, and other relevant items are reviewed during
management review meetings with the goal of achieving continued safety and security
performance. The departments and functions reporting to the management meetings are
responsible for implementing the safety, security, and environmental programs promulgated
by the Safety Management System.

12.2.2 Review Input
The input to the reviews held by management includes:

A. Internal and external audit reports.
B. Service performance and fulfillment of requirements.
C. Observations, Nonconformities, Hazardous Occurrences and Accidents.
D. Customer feedback.
E. Corrective and preventative action taken and their effectiveness.
F. Communication from interested parties.
G. Follow-up from previous management reviews,
H. Planned changes and their effects on the management system.
I. Recommendations for improvement.
J. The possible need for changes in policy, objectives, and other system elements
based upon the reviewed results, changing circumstances (legislative, change of
focus, etc.), and the commitment to continual improvement.

12.2.3 Review Output

The output from the review by management documents any decisions and actions related
to:
A. Improvement of the effectiveness of the Safety and Security Management System
and its processes.
B. Improvement of services.
C. Resource needs.

12.2.4 Records

Each Management Review will be documented on form SMF 12.2 (appended to this
Manual). These will be retained on file as part of the Safety Management System.


OSU SHIP OPERATIONS
13.0 CERTIFICATION AND
VERIFICATION


13.1 External Audits

The DP is responsible for ensuring external bodies audit the OSU Ship Operations Safety
Management System in compliance with relevant regulations.

Part of this responsibility lies in ensuring the external body (currently the professional
auditors of the American Bureau of Shipping) is notified whenever a shoreside or vessel
external audit needs to be scheduled.

The DP ensures that nonconformities found during these audits are responded to the
external auditing body within the time limits specified by these regulatory bodies, and that
the approved corrective action is implemented within the specified times.

OSU Ship Operations will maintain Audit Schedules using the Google Calendar System.
Critical dates will be listed on the ShipOps ISM Whiteboard.

13.2 Special ISM Code Documents

The original ISM Code Document of Compliance (DOC) shall be maintained shore side at
the Ship Operations office. A copy of the DOC shall be maintained on board the R/V
Oceanus in the ISM manuals. The vessel shall maintain the original Safety Management
Certificate (SMC) and the Ship Operations office shall maintain a copy of it.


OSU SHIP OPERATIONS
APPENDIX LIST OF FORMS

Number: SMM APP A Revision: 9 Effective Date: 1 Feb 13 Page 1 of 1

FORM
NUMBER

TITLE
REV.
NO.
REVISION
DATE
SMF 5.1 Masters Annual Review 0 1 Jun 2008
SMF 6.1 Employee Initial & Annual SMM Review 0 10 Sep 12
SMF 6.2 New Crewmember Orientation Checklist 1 01 Oct 2011
SMF 6.3 Crane Operator Certification Checklist 3 9 Apr 2012
SMF 6.4 Small Boat Operations Checklist 1 1 Mar 2011
SMF 6.6.2 Hydro Winch Operator Certification Worksheet 1 9 Apr 2012
SMF 6.7 Non-Crewmember Orientation Checklist 1 1 Mar 2011
SMF 6.8 Safety Meeting Report Form 2 1 Feb 2013
SMF 7.4.A Departure Procedures Checklist 2 18 Apr 2011
SMF 7.4.B Arrival Procedures Checklist 2 18 Apr 2011
SMF 7.7.A Voyage Report 1 9 Apr 2012
SMF 7.7.B Departure Report 1 9 Apr 2012
SMF 7.22 Confined Space Entry Form 1 20 Aug 2008
SMF 8.4 Patient Information 0 1 Jun 2008
SMF 9.1 Observation/Nonconformity Report (NCCAR) 2 1 Feb 2013
SMF 9.2 Hazardous Occurrence Report (HAZREP) 2 1 Feb 2013
SMF 9.3 Accident Report 1 1 Feb 2013
SMF 9.3.B Accident Forms by Date Order 0 29 Jun 2010
SMF 12.1.1 Internal Audit Checklist 0 5 Jan 2005
SMF 12.1.3 Internal Audit Report 0 5 Jan 2005
SMF 12.2 SMS Management Review 0 1 Mar 2011

Number: SMF 5.1 Revision: 0 Effective Date: 1 Jun 08 Page 1 of 2

OSU SHIP OPERATIONS

MASTERS SAFETY MANAGEMENT SYSTEM REVIEW

Page Of

MASTER: DATE OF
REVIEW:

DESIGNATED
PERSON:
DATE RECEIVED:

NO. ITEM SMS REFERENCE OBSERVATIONS/REMARKS


OSU SHIP OPERATIONS

MASTERS SAFETY MANAGEMENT SYSTEM REVIEW

Page Of

MASTER: DATE OF
REVIEW:

DESIGNATED
PERSON:
DATE RECEIVED:

MASTERS GENERAL COMMENTS:

SUGGESTIONS FOR IMPROVEMENT:

(Signed)_____________________________, Master, R/V WECOMA

Number: SMF 6.1 Revision: 0 Effective Date: 10 Sep 12 Page 1 of 1

OSU SHIP OPERATIONS
EMPLOYEE INITIAL AND ANNUAL SMM REVIEW

Employee Name: ______________________________________

Initial Review Annual Review _________________
SMM Section Date Reviewed Initial
Chapter 1

Chapter 2

Chapter 3

Chapter 4

Chapter 5

Chapter 6

Chapter 7

Chapter 8

Chapter 9

Chapter 10

Chapter 11

Chapter 12

Chapter 13

Appendixes

JSA

Number: SMF 6.2 Revision: 1 Effective Date: 1 Oct 11 Page 1 of 1

OSU SHIP OPERATIONS

NEW CREWMEMBER ORIENTATION
CHECK OFF LIST

New Crewmember Name ____________________ Crewmember Giving Orientation ___________________

1. ! Give general walk around of vessel with particular emphasis on:
" Fire-fighting equipment
" Fire detection equipment
" Show location of DC lockers and indicate safety gear stowed within. Point out dry chemical
and CO2 extinguishers and different uses for each.
" Watertight door closure and remote closure mechanisms for fire boundaries and flooding
" How to report an emergency at sea and/or in port
" Remote fuel shutoff valve location and operating instructions
" How to make a phone call within the ship
" How to use the ships paging system
2. ! Show Room Assignment
" Make certain station card coincides with station bill
" Are PFD, exposure suit, EEBD on station?
" Is UNOLS Safety Training Manual available?
3. ! Explain muster assignment
" Identify station bills, ships plans, emergency signals
" Point out that it is prudent to be familiar with other crewmember assignments as well as their
own
" Indicate requirements for personal protective equipment for fire & emergency, abandon ship
and for man overboard evolutions
4. ! Introduce to immediate supervisor (if available)
" Explain ship routine including required attire
" Where to find vessel/OSU/crew information and the ships web site
" Make special note of OSUs policies on Drugs & Alcohol, Smoking, Sexual Harassment and
Trash Separation
5. ! Show location of ships emergency medical equipment
" Indicate trauma kit & medical kit locations
" Eyewash station
" First aid stations throughout the ship
6. ! Provide crewmember with New Classified Employee Orientation Checklist and a copy of his/her
job description along with Crew Information Forms and Medical Forms. Have the completed
forms returned to the Master along with copies of licenses, documents and STCW certificates.
7. ! Safety Management System
" Explain the Safety Management System and show the location of the Safety
Management Manual.
" Explain Job Safety Analysis Program and Risk Assessment

________________________ ___________________________ _________
Signature (New Crewmember) Signature (Current Crewmember) Date

Number: SMF 6.3 Revision: 3 Effective Date: 9 Apr 12 Page 1 of 1

R/V Oceanus Crane Operator
Certification Worksheet
& Check Off List
This Certification is for:
Ships Crane: ! Portable Crane: !

Name of person being certified: ________________________________________________________
Date begun: __________________ Emp ID #: ____________Date Completed ___________________
Boatswain: ______________________________ Chief Mate: ________________________________
Orientation: Instructor Signature
1. Terms, names, nomenclature and hand signals
(y) ! (n) ! ________________________
2. Crane Inspection
a. Controls (y) ! (n) ! ________________________
b. Wire/sheaves/spool/booms (y) ! (n) ! ________________________
c. Slew gears & lube points (y) ! (n) ! ________________________
d. Communications (y) ! (n) ! ________________________
e. Safety (y) ! (n) ! ________________________
f. Hydraulics & limits & overrides (y) ! (n) ! ________________________
g. Boom crutching & heavy wx securing (y) ! (n) ! ________________________

3. Operations: In Port
a. Pre-start visual inspection (y) ! (n) ! ________________________
b. Anti two block inspection (y) ! (n) ! ________________________
c. Check status and position of hook (y) ! (n) ! ________________________
d. Start up warm up (y) ! (n) ! ________________________
e. Boom exercises (y) ! (n) ! ________________________
f. Crowd & whip exercises (y) ! (n) ! ________________________
g. Slew exercises (y) ! (n) ! ________________________
h. Pick & place exercises (y) ! (n) ! ________________________
i. Multi function coordinated exercises (y) ! (n) ! ________________________

4. Operations while vessel is dockside:
The dockside phase of the training process will be active and OJT. This is predicated on demonstrated
performance during the dockside training. The above named trainee has been directed and observed to have
successfully operated the ships crane through the required functions while the vessel was dockside and has
demonstrated proficiency and competency to the satisfaction of the ships Boatswain/ Chief Mate and is hereby
certified as a Ships Crane Operator for dockside operations only.
Boatswain: ________________________________ Date_____________________

Chief Mate: ________________________________ Date_____________________

5. Operations at Sea:
The at sea phase of the training process will also be active and OJT. This is predicated on demonstrated
performance of both dockside and at sea training. It is recognized, however, that not all persons trained
dockside will have the ability to perform equally well at sea on a moving platform. In those cases or where
either the operator or the Boatswain feels uncomfortable, another operator will be assigned.
The above named trainee has been directed and observed to have successfully operated the ships crane
through the required at-sea functions and has demonstrated proficiency and competency to the satisfaction of
the ships Boatswain/ Chief Mate and is hereby certified as a Ships Crane Operator for the type crane currently
installed.
Boatswain: ________________________________ Date_____________________

Chief Mate: ________________________________ Date_____________________

Number: SMF 6.4 Revision: 1 Effective Date: 1 Mar 11 Page 1 of 1

OSU SHIP OPERATIONS

Small Boat Operations Checklist

All Boat Operators will complete the following checklist and present it to the ship's watch officer
for approval prior to commencing launch ops.

Name of Operator: ______________________ Certified: yes ! no !

Reason for Boat Op: ! Training ! Testing ! Trials ! Dive Ops
! Sci Ops ! Port Ops !SAR ! Other (Describe)
________________________________________________________________

________________________________________________________________

To be checked off by Boat Operator

Proper inflation? Yes ! No !
Boat plug installed? Yes ! No !
Required safety gear aboard? Yes ! No !
Adequate PFDs for all aboard? Yes ! No !
Conduct radio check? Yes ! No !
Paddles aboard? Yes ! No !
Anchor aboard (if needed)? Yes ! No !
Orange WT box w/spares etc., on board? Yes ! No !
If at night, proper nav lights working? Yes ! No !

To be checked off by Duty Engineer

Is the engine in proper running condition? Yes ! No !
In your assessment is the boat ready to go? Yes ! No !

If you answered no to any of the above please explain briefly:
_______________________________________________________________________
_______________________________________________________________________

Comments:_______________________________________________________
________________________________________________________________

Operator Signature: ________________________________________________

Duty Engineer Signature: ____________________________________________

Approved by Ships Watch Officer: _____________________________________

Number: SMF 6.6.2 Revision: 0 Effective Date: 1 Sep 2011 Page 1 of 1

R/V Oceanus Hydro Winch Operator
Certification Worksheet
& Check Off List

Name of person being certified: ________________________________________________________

Date begun: ________________ Emp ID #: __________________Date completed _______________

Boatswain: __________________________ Chief Mate: ___________________________

1. Orientation: Instructor Signature
a. Terms, names, nomenclature
and hand signals (y) ! (n) ! ________________________
b. Winch Manual (y) ! (n) ! ________________________
c. UNOLS RVSS Appendix A (y) ! (n) ! ________________________

2. Winch Inspection
a. Controls (y) ! (n) ! ________________________
b. Wire/sheaves/spool (y) ! (n) ! ________________________
c. Fairlead gears & lube points (y) ! (n) ! ________________________
d. Communications (y) ! (n) ! ________________________
e. Safety (y) ! (n) ! ________________________
f. Spool Camera (y) ! (n) ! ________________________

3. Operations:
a. Pre-start visual inspection (y) ! (n) ! ________________________
b. Check status and position of wire (y) ! (n) ! ________________________
c. Start up warm up (y) ! (n) ! ________________________
d. Multi-function coordinated exercises (y) ! (n) ! ________________________
f. Tension / Depth readout (y) ! (n) ! ________________________
g. Emergency Stops (winch and A-frame) (y) ! (n) ! ________________________

4. Competency:
Due to the nature of most operations involving the Hydro Winch, this training will be primarily conducted
underway in actual operation, under the direct supervision of the Boatswain, Chief Mate or other instructor
approved by the Master.
The above named trainee has been directed and observed in proper and safe operation of the Markey DESH-5
Hydro Winch and associated A-frame to the satisfaction of the ships Boatswain and Chief Mate, and is deemed
Competent as a Ships Hydro Winch operator. It is recognized, however, that not all persons trained dockside
will have the ability to perform equally well at sea on a moving platform. In any situation where either the
operator or the Boatswain is uncertain that the operator has sufficient proficiency for a planned evolution, or if
conditions require a Certified operator to meet the planned Factor of Safety for the evolution, another operator
will be assigned.
Boatswain: ________________________________ Date_____________________

Chief Mate: ________________________________ Date_____________________

5. Certification:
Full certification is predicated on experience and demonstrated performance of winch-specific operations, both
dockside and at sea. The above named trainee has been directed and observed in proper and safe operation
of the Markey DESH-5 Hydro Winch through multiple underway evolutions, has demonstrated full proficiency
and competency to the satisfaction of the ships Boatswain and Chief Mate and is hereby Certified as a Hydro
Winch Operator for all operations.
Boatswain: ________________________________ Date_____________________

Chief Mate: ________________________________ Date_____________________


CHECK OFF LIST SAFETY ORIENTATION LECTURE

1. ! Give general description and/or walk around of vessel with particular emphasis on:
" Fire-fighting equipment. Point out dry chemical, CO
2
, and class D extinguishers and
different uses for each.
" How to report an emergency at sea and/or in port.
" How to make a phone call within the ship.
" How to use the ships paging system.
" The dangers of a vessels motion (including when sleeping).

2. ! Confirm room assignments and request personnel review the following:
" Make certain station card coincides with station bill.
" Are PFD, exposure suit, EEBD on station?
" Is RVOC Safety Training Manual available?
" Job Safety Analysis (JSA): when to use them and what they are.
" All potential escape routes from berthing and science areas.

3. ! Explain muster assignments:
" Identify station bills, ships plans, emergency signals and liferaft stations.
" Point out that it is prudent to be familiar with other personnels assignments as well
as their own.
" Indicate requirements for personal protective equipment (PPE) for fire & emergency,
abandon ship and for man overboard evolutions.

4. ! Explain ship routine, including:
" Required and appropriate attire for work and off-hours.
" Science party and ships crew duties and responsibilities for scientific evolutions.
" Required PPE for work on deck, especially crane/A-frame/winch evolutions.
" Make special note of OSUs policies on Drugs & Alcohol, Smoking, Sexual
Harassment and Trash Separation.
" Where to find MSDS information.

5. ! Show location of ships emergency medical equipment:
" Indicate trauma kit & medical kit locations.
" Eyewash station.
" First aid stations throughout the ship.

(Signature page follows)


I attended the Safety Orientation Lecture on the date shown below and have viewed the
RVOC Safety Video. I have been briefed on, understand and will comply with all
elements described on Page 1 of this checklist.

Officer Conducting Orientation____________________________ Date_____________

Cruise Number:____________________
Name (print or type) Signature

Number: SMF 6.8 Revision: 2 Effective Date: 1 Feb 13 Page 1 of 1

OSU SHIP OPERATIONS
SAFETY MEETING REPORT

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testing testing testing

OSU SHIP OPERATIONS
DEPARTURE PROCEDURES

Number: SMF 7.4.A Revision: 2 Effective Date: 1 Mar 11 Page 1 of 1

Departing Port, Date & Cruise #:
ETD at
Check all spaces for stowaways
Anchor ready for letting go
Charts, Tides/Currents, Binoculars & Nav Tools laid out
Ensure ship is on Generator power with Standby Gen running
Breakers on to all needed prop control, steering system, rudder indicator etc.
Gyro running Set Speed & Latitude
Repeaters On Headings Set
Radios & Sidebands on, set to required frequencies & tuned
Weather Fax & NavTex On & set for current stations
GMDSS Equipment On & Logged
ECDIS On Heading set
ECDIS & GP90 Set to Auto Switch Waypoints and Correct Route Plan
ECDIS, Down Sounder & Furuno Speed Log Set to FEET
S-Band Radar (Port Side, Top Antenna) Turn ON, set heading & tune
X-Band Radar (Stbd Side, Lower Antenna) Turn ON, set heading;
Leave on Standby with antenna Fore/Aft until brow secured

Test Comms with Engine Room
Test Ships General Alarm & Whistle
Test Running & RAM lights
Set Watertight Boundaries Check Air Lock Make announcement that 18 sill is UP
AIS set to U/W using Engine
Test Aft Emergency Steering
Test & Time Steering Pumps 28 (Slow 21 seconds, Fast 11 seconds,
Both Pumps either Slow/Fast 7 seconds)

Port Pump Stbd Pump Both Pumps Mid. Station Both Pumps Stbd Station Both Pumps Port Station

Test NFU Steering
Run each Air Shuttle & Throttle Full Ahead & Reverse a few times each
Pitch Console Station Ahead/Rev Pitch Stbd Station Ahead/Rev Pitch Port Station Ahead/Rev

Crane, Rescue Davit & A-Frames Stowed & Secured
Shore Power cable, Telephone/Data cables, Fresh Water hose, Sewage hose disconnected &
stowed

All crew & science personnel aboard, anyone not going on cruise is ashore
Portable gangway aboard & stowed, main gangway on dock
Test Ships Prop. & Steering Controls & Bow Thruster (30 mins. before leaving)/ Center Station
Test Ships Prop. & Steering Controls & Bow Thruster (30 mins. before leaving)/ Stbd Station
Test Ships Prop. & Steering Controls & Bow Thruster (30 mins. before leaving)/ Port Station
Security on VHF 16 & 13 Contact USCG
Departure Report ready to go ashore
Comments:

Number: SMF 7.4.B Revision: 2 Effective Date: 1 Mar 11 Page 1 of 1

OSU SHIP OPERATIONS
ARRIVAL PROCEDURES
Arriving Port, Date & Cruise #:
ETA at
Required reports sent in (NOA, Ballast Water & Harbor or VTS)
Pertinent charts & nav tools laid out
Pertinent Tides & Currents printed & posted
ECS Down Sounder Furuno Speed Log Set to FEET
ECS & GP90 Switch Route Plan if needed
ECS & GP90 Set to Auto Switch Waypoints
Check headings correct on ECS, radars and repeaters
Call Outs 30 min. before Sea Buoy
Standby Generator fired up 30 min. before Sea buoy
Watertight Boundaries set
Anchor ready for letting go
Aft Steering Wheel installed
Aft (Emergency) Steering & Repeater checked
Wing Steering Box hung up
Wing Steering cover off
Both Steering Pumps ON / Time & check that both pumps are working from Console station
Both Steering Pumps ON / Time & check that both pumps are working from Stbd. station
Both Steering Pumps ON / Time & check that both pumps are working from Port station
Check Ships Prop, Steering and Bow Thruster from Console station
Check Ships Prop, Steering and Bow Thruster from Stbd. station
Check Ships Prop, Steering and Bow Thruster from Port station
Check NFU Steering
National Ensign hoisted & bridge windows cleaned
Crane, A-frames & Boom stowed inboard of bulwarks
Sea & Anchor Detail set Aft Steering manned & ready
Security Call on VHF 16 & 13
Moored Shut down equipment AIS on Moored
Contact VTS if needed
Comments:

Number: SMF 7.7.A Revision: 1 Effective Date: 9 Apr 12 Page 1 of 1

OREGON STATE UNIVERSITY COLLEGE OF OCEANIC & ATMOSPHERIC SCIENCES
VOYAGE REPORT R/V OCEANUS

CRUISE #:

CRUISE NAME

PRINCIPAL INVESTIGATOR(s):

SUMMARY OF PORT CALLS - date/time of departures and arrivals:

Port

Date/Time Dep

Port

Date/Time Arr

Port

Date/Time Dep

Port

Date/Time Arr

FUEL

FRESH WATER

LUBE OIL

Used

Gallons

Used

Gallons

Used

Gallons

On Bd.

Gallons

On Bd.

Gallons

On Bd.
Gallons

Av/Day

Gallons

Av/Hr

Gallons

Av/Mile

Gallons

Captain:__________________________________________________Date:______________

Hours Sci. Work

Miles This Cruise

Miles Since 1/1

Average Speed

REMARKS: (Personnel performance, incidents, accidents, injuries, equip casualties, unsatisfactory equip
performance! etc.)

Date

Drills

Remarks

Number: SMF 7.7.A Revision: 1 Effective Date: 9 Apr 12 Page 1 of 1

OREGON STATE UNIVERSITY COLLEGE OF OCEANIC & ATMOSPHERIC SCIENCES
VOYAGE REPORT R/V OCEANUS

CRUISE #:

CRUISE NAME

PRINCIPAL INVESTIGATOR(s):

SUMMARY OF PORT CALLS - date/time of departures and arrivals:

Port

Date/Time Dep

Port

Date/Time Arr

Port

Date/Time Dep

Port

Date/Time Arr

FUEL

FRESH WATER

LUBE OIL

Used

Gallons

Used

Gallons

Used

Gallons

On Bd.

Gallons

On Bd.

Gallons

On Bd.
Gallons

Av/Day

Gallons

Av/Hr

Gallons

Av/Mile

Gallons

Captain:__________________________________________________Date:______________

Hours Sci. Work

Miles This Cruise

Miles Since 1/1

Average Speed

REMARKS: (Personnel performance, incidents, accidents, injuries, equip casualties, unsatisfactory equip
performance! etc.)

Date

Drills

Remarks

Number: SMF 7.7.B Revision: 1 Effective Date: 9 Apr 12 Page 1 of 1

Oregon State University, College of Earth, Ocean, and Atmospheric Sciences
DEPARTURE REPORT, R/V OCEANUS

Cruise:

Title :

DEPARTURE

Port:

Date :

Time:

Next Port of Call:.

NUMBER OF PERSONS

Scientific Party:

Crew :

Total:

Fuel on Board (Gallons):

Lube Oil on Board (Gallons):

Water on Board (Gallons):

Provisions (No. of Days):

DRAFT

Forward:

Aft:

Mean:

Inoperative Equipment & Remarks:

SAILING LIST (Name of persons on board; include organization for non-OSU employees):

CREW

SCIENTIFIC PARTY

Function (Sci.,
Tech, Student,
Grad. Student): POSITION:

NAME:

NAME:

INSTITUTION:

Master

Ch. Mate

2nd Mate

3rd Mate

Boatswain

AB #1

AB #2

AB #3

AB #4

Ch. Eng.

1 A/E

1 A/E

QMED

Electrician

Cook/Stwd.

Messman

Other:

Other:

Master R\V OCEANUS

Select from List
Chief Scientist
Select from List
Chief Scientist
Select from List
Select from List
Chief Scientist
Select from List
Chief Scientist
Select from List
Select from List
Sci. in Charge
Select from List
Sci. in Charge
Select from List
Chief Scientist
Select from List
Chief Scientist
Select from List
Chief Scientist
Select from List
Select from List
Select from List
Chief Scientist
Select from List
Select from List
Chief Scientist

Number: SMF 7.7.B Revision: 1 Effective Date: 9 Apr 12 Page 1 of 1

Oregon State University, College of Earth, Ocean, and Atmospheric Sciences
DEPARTURE REPORT, R/V OCEANUS

Cruise:

Title :

DEPARTURE

Port:

Date :

Time:

Next Port of Call:.

NUMBER OF PERSONS

Scientific Party:

Crew :

Total:

Fuel on Board (Gallons):

Lube Oil on Board (Gallons):

Water on Board (Gallons):

Provisions (No. of Days):

DRAFT

Forward:

Aft:

Mean:

Inoperative Equipment & Remarks:

SAILING LIST (Name of persons on board; include organization for non-OSU employees):

CREW

SCIENTIFIC PARTY

Function (Sci.,
Tech, Student,
Grad. Student): POSITION:

NAME:

NAME:

INSTITUTION:

Master

Ch. Mate

2nd Mate

3rd Mate

Boatswain

AB #1

AB #2

AB #3

AB #4

Ch. Eng.

1 A/E

1 A/E

QMED

Electrician

Cook/Stwd.

Messman

Other:

Other:

Master R\V OCEANUS

Number: SMF 7.22 Revision: 1 Effective Date: 20 Aug 08 Page 1 of 1

OSU SHIP OPERATIONS

CONFINED SPACE ENTRY

Under NO circumstance will anyone be permitted to enter a confined space unless it has been
deemed safe for entry by the Chief Mate or Chief Engineer.

The following information must be known:

Date of Entry ____________________________

Space Entered ____________________________

Reason for Entry ____________________________

Expected Duration of Entry ____________________________

Person Entering ____________________________

Person Standing By ____________________________

Level of Oxygen ____________________________

Measure of Explosive Gases ____________________________

Additional Requirements ____________________________

Person Testing the Space ____________________________

Comments: ______________________________________________________________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

________________________________________________________________________

Approving Officer Signature: ______________________________ Date: ______________


OSU SHIP OPERATIONS

PATIENT INFORMATION

Name___________________________ Age_____ Sex___ Nationality_____________
Type of injury (symptoms and location):_______________________________________
When/how injury occurred:_________________________________________________
______________________________________________________________________
Medications administered (amount and type):__________________________________
______________________________________________________________________
Previous medical history (including medications):_______________________________
PATIENT VITAL SIGNS

Temp:________ Airway: OBSTRUCTED GURGLING OPEN
B/P (Wrist/Neck):__________ Resp: SHALLOW NORMAL DEEP NONE*
Pulse: NORMAL WEAK POUNDING NONE*
* IF NO PULSE/RESP, IS CPR BEING CONDUCTED? Y / N HOW LONG?_________
Conscious: Y N Ambulatory: Y N Eyes: Dilated Y N
Convulsions: Y N Signs of shock:Y N Reactive Y N
Vomiting: Y N Bleeding: Y N Equal Y N
Tingling Limbs:Y N Paralysis: Y N
Skin cond: DRY NML CLAMMY Skin color: BLANCHED YLW NML BLUE RED
First aid kit: Y N Treatment given:_______________________________
Medical personnel: DR RN EMT OTHER _______________________________
ADDITIONAL INFORMATION FOR DIVING ACCIDENTS

Time of accident:________________ Patients Height:___________ Weight:________
Total dives today:________________ Interval between dives:_____________________
Dive depth:________ FT/M Dive duration:_________ Decompression:__________
Dives in last 24 HRS? Y / N If YES, when?__________________________________
Dive depth:________ FT/M Dive duration:_________ Decompression:__________
If diver trapped:
Amount of air left in divers tank?_________________________ Depth:____________
Experience of the trapped diver:_____________________________________________
Equipment available:______________________________________________________
Nature of object trapping diver:______________________________________________
Actions being taken to free diver:____________________________________________
Any divers and equipment in area to rescue diver:_______________________________
MISC INFORMATION
Vsl LPOC/Date:_____________________ Vsl NPOC/ETA:_____________________
Communications: VHF-FM MF/HF CELLULAR Freq/Number:________________
O/S WX Wind:______/______ Seas:______/______ Vis:_______ Sea temp:______


ADDITIONAL INFORMATION


OSU SHIP OPERATIONS

OBSERVATION/NONCONFORMITY REPORT CORRECTIVE ACTION REQUEST (NCCAR)

1 NCCAR Number:
YY-MM-NC

2 Associated ISM Section:

3 Initiator: Date:

Observation Daily Operation Customer Complaint
Management Review Departmental Report

identified through:
Internal Audit External Audit
Voyage Exception
Nonconformity Other

4 Description of Nonconformity (Or Attachment):

5 Initiators Recommendation for Corrective Action:


6 Department Heads Review and Recommendations:

Department Head Signature: Date:
7 Masters Review and Recommendations:

Master Signature:

Date:
8 Received by Ship Operations Coordinator (initial) Date:

9 Managements Corrective Action Resolution:

Date recorded for action:______________ Assigned to:___________________ Date action due:________________

10 Corrective Action Implemented:

11 Confirmation of Corrective Action Taken:

Closed Out by: Date:

Number SMF 9.2 Revision: 2 Effective Date: 1 Feb 13 Page 1 of 2

OSU SHIP OPERATIONS

HAZARDOUS OCCURRENCE REPORT (HAZREP)

1 HAZREP Number:
YY-MM-HN

2 Associated ISM Section:

3 Initiator: Date:

4 Description of Hazardous Occurrence or Condition

Date and approximate time of occurrence
Location: Onboard Ashore Ship Underway? Y N

Specific area: ________________________________________________

Personnel witnessing occurrence: ________________________________________________________
(other than HAZREP initiator)

Description of occurrence:

5 Initiators Recommendation for Remediation of Hazard:


6 Department Heads Review and Recommendations:

Department Head Signature: Date:

7 Masters Review and Recommendations:

Masters Signature: Date:

8 Received by Ship Operations Coordinator (initial) Date:

9 Managements Corrective Action Resolution:

Date recorded for action_____________ Assigned to:______________________ Date action due:__________________

10 Corrective Action Implemented:

11 Confirmation of Corrective Action Taken:

Closed Out by: ____________________________ Date: ________________________

Office of Human Resources, Employee Benefits, 204 Kerr Administration Building, (541) 737-2805

Report of Accident/Illness Form

Employee accidents: immediate Supervisor completes this form immediately.
Non-employee accidents: OSU employee notified of injury completes this form.
Click the Submit by E-mail box at the bottom of the completed form to submit to the Office of Human
Resources (please note, should be completed and submitted within 24 hours of Accident). Next, print a copy
of the completed form for your department records.

Please designate persons status (check one field below)
Faculty/Staff Contractor Temporary Employee (paid by OSU) Volunteer
Student Worker Student Temporary Employee (paid by temp agency) Visitor
Other (specify): _______________________________________________________________________________________
Name of Injured:
Address (Street, City, State, Zip):
Home Phone: Cell/Alternate Phone:
Date and Time of Accident: Accident Location:
Brief
Accident
Description:
List Witnesses (include contact information):
When was accident reported to University:
Equipment or materials involved in accident:
Was the accident caused by another person not employed by OSU? Yes No
If yes, list name and phone number:
Describe Injury (body part & injury type):
Describe first aid or
medical treatment
(when; by whom?)
Completed by (please print):
Work number: Title:
Root Cause Analysis:
Corrective Action
(to be completed
for all reports): Report Date:

Below section for employee accidents only, not required for non-employee reports. Please provide additional employee
information below.
Note: if medical attention sought for employees job related injury, SAIF 801 form required within 24 hours
University ID#: Is this a job related injury? Yes No Unknown
Job Title:
Department:
Work Location: OSU Main OSU Cascades HMSC Other (specify):
Accident #:
Associated ISM Section (if applicable):
Confirm of Corrective Action Taken | Closed Out By: Date:

Select from list
Office of Human Resources, Employee Benefits, 204 Kerr Administration Building, (541) 737-2805

Report of Accident/Illness Form Page 2

Accident Description --continued.

List of Witnesses (include contact information) --continued.

Describe first aid or medical treatment (when; by whom?) -continued.

Root Cause Analysis --continued.

Corrective Action --continued.

Office of Human Resources, Employee Benefits, Kerr Administration Building, (541) 737-

Number

Report of Accident/Illness Form Instructions

Form to be completed by:
Immediate supervisor for employee injuries
OSU employee notified of any injury to non-employees

The following list provides more detail on information to be completed on the OSU report of Accident form:

Accident Location: Give exact location including: room number, building or shop name. If accident occurred
outside, list the nearest building and/or buildings. Refer to roads and places by exact names.

Brief Accident Description: In your opinion, explain in detail how the accident occurred.

List Witnesses (include contact information): Persons that actually witnessed the accident.

When was the accident reported to University: If employee accident is not reported within 24 hours of the
accident, investigate why it was not reported. Remind employees that all accidents are to be reported immediately to
their supervisor and no later than 24 hours after the accident.

Equipment or materials involved in accident: If the accident involved faulty equipment, describe what equipment
was involved and what happened to the equipment. If the manufacturer is at fault, claims costs may be recovered
and OSU would not be required to pay. Save the faulty equipment.

Was the accident caused by another person not employed by OSU? In your opinion, was another individual,
other than an OSU employee, responsible for the accident? If so, there could be a third party claim and claims costs
may be recovered from the responsible party.

Describe injury: Be very specific about the injury, including the body part injured ( for example: left thumb, right
ankle, etc) and the type of injury (for example: cut, contusion, fracture, strain, sprain, insect or animal bite, burn,
puncture, eye injury, unconsciousness, dizziness, etc).

Describe first aid or medical treatment (when; by whom)? What type of medical treatment or first aid did the
injured person receive and who performed the treatment.

Corrective Action: What issues can be addressed to minimize the chance that this accident would occur again
(safety hazard in area to be addressed, possible training for employee, safety measures not taken by employee,
etc).

Is this a job related injury: Mark the yes, no, or unknown box. Answer yes if you have first hand knowledge
that the injury was caused by work. If it is not apparent that the injury occurred while the employee was performing
his/her duties, check unknown. Check no if you are certain the injury or illness did not occur during the course or
scope of employment.

NOTE: If an employee sought medical attention from a professional (doctor, nurse, urgent care, or other medical
facility), then a SAIF 801 form must be completed within 24 hours of the treatment. If the employee is unavailable to
complete the form, the supervisor is responsible for completing the employer section and as much as possible of the
worker section of the form and submitting it by fax the Office of Human Resources within 24 hours.

Work location: For employees which OSU location does the person work from, if marking other, please specify
department and location (for example, specific extension office).

Online Form available at http://oregonstate.edu/admin/hr/benefits/roa.pdf

E-mail completed form to heidi.melton@oregonstate.edu within 24 hours of accident.


OSU SHIP OPERATIONS

INTERNAL AUDIT CHECKLIST

Page Of

LOCATION: AUDITOR:

ISM ELEMENTS OR
PROCEDURE:

DATE/TIME OF AUDIT: DEPT./PERSON:

NO. INQUIRY REF. OBSERVATIONS/REMARKS



OSU SHIP OPERATIONS

INTERNAL AUDIT REPORT

Page of

LOCATION AUDITOR(S)

ISM ELEMENTS OR PROCEDURE

DATES OF AUDIT DEPT./AREA

NCCAR NUMBER REFERENCE BRIEF DESCRIPTION OF NONCONFORMITY

TOTAL NUMBER OF NONCONFORMITIES: (See Attached Forms)

GENERAL COMMENTS AND OBSERVATIONS:

Lead Auditors Signature:

Date:
Report Reviewed and Accepted by DP:

Date:

OSU SHIP OPERATIONS

SMS MANAGEMENT REVIEW FOR 20____


Annual Management Review Meeting
Agenda Template:
Date:______________________

-Summary and followup from last Masters review
-Summary of Customer Feedback Reports (Post Cruise Assessments) and other if applicable
-External Audit Results Review
-Internal Audit Results Review
-Master's Review Results and discussion
-Accident Reporting
-Hazrep Reporting (or the lack of...)
-Non conformity followup. (ensure NCCARs are closed or status in known for all active NCCARs)
-JSA system review (is it working?)
-Other evidence of possible failure of the SMS (i.e what policy changes are necessary not discussed elsewhere)

Attendees:
Name Position

OSU SHIP OPERATIONS



DESIGNATED
PERSON:
DATE OF
REVIEW:

ADDITIONAL
REVIEWER:
DATE OF
REVIEW:

NO. ITEM SMS REFERENCE OBSERVATIONS/REMARKS

OSU SHIP OPERATIONS



OSU SHIP OPERATIONS



DESIGNATED
PERSON:
DATE OF
REVIEW:

ADDITIONAL
REVIEWER:
DATE OF
REVIEW:

GENERAL COMMENTS:

SUGGESTIONS FOR IMPROVEMENT:

(Signed)_______________________________________, Marine Superintendent

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