ANGLO-EASTERN GROUP

OWNER’S BRIEFING- DYT

NAME: ______RANK: ______

JOINING VESSEL ______DATE JOINED AESM______

LAST VESSEL ______DATE S/OFF ______RANK ______

A. Organization Structure of Owners
1 / The head office of Dockwiseis in Breda, Netherlands. DYT (Dockwise Yacht Transport) deals with the transportation of yachts. Important persons are:
Eugene van dodeweerd- Primary contact
Herman van Raaphorst- Secondary contact
Jonathan Zier- Operations Manager
B. Owner’s Requirements- Reporting/ Circulars
1 / DYT Bulletins: Please read DYT Bulletins carefully.
2 / Safety First: SAFETY is the first consideration in all operations; safety for crew, clients, riders, vessel and cargo. Please focus your attention on SAFETY FIRST with respect to yacht riders and loading/discharging operations. The SAFETY cultures between yachting and commercial shipping may differ vastly on many issues; that is why it is the ship staff’s responsibility as commercial shipping professionals to remain vigilant and always encourage safety awareness onboard our vessels. The three key safety points that if properly enforced will add to vessel’s safety awareness and safety culture are:
  • Bare feet, flip flops, and open-toes shoes shall not be permitted on deck or catwalks at any time, by crew or riders. Please note that all crew have the obligation to politely and professionally point out any safety violations to yacht riders that can put the rider in direct harm, including wearing flip-flops or open-toed shoes on deck and/or catwalks.
  • Catwalks are to remain off-limits to clients and yacht riders at all times when the vessel is not submerged and the deck is dry. The safest time for a client to board the yacht is upon completion or near completion of submerging, and with assistance from ship’s crew. Yacht riders may also be tempted to use catwalks to disembark their yacht upon completion of deballasting when the deck is dry after loading. To prevent this, crew should assist riders as soon as possible when the deck becomes dry, by installing a ladder from the yacht to the ship’s deck and reminding riders in a courteous and professional manner that the catwalk is off limits. Lastly, any ship’s crew that must access catwalks to perform a task when the deck is dry, whether at sea or in port, where there are no handrails on both sides must wear a safety harness to prevent falling from the catwalk to the cargo deck.
  • While submerged, and conducting offloading/loading operations, all ship’s crew working on all catwalks shall wear an approved inflatable safety life vest, hard hat and clean DOCKWISE coveralls.

3 / Client Satisfaction: Important points to note:
  • Keep your vessels clean, neat and organized, particularly the gangway and balcony areas, and public spaces where clients will have access.
  • During loading/unloading days, stay well-groomed and wear clean uniforms.
  • Always be courteous and friendly to clients and riders, and respectful to each other as crew. When clients arrive, smile and be ready to say “good morning, good afternoon, welcome onboard” etc…
  • During sail-out, thank the clients personally for their business, wish them well and let them know that you hope to see them again.
  • During off watch hours, crew to wear DYT t-shirts/polo shirtsto keep a uniform appearance aboard the vessel. Galley staff should always wear DYT T-shirts as part of their uniform during meal and service times.
  • Keep the riders informed of operations schedules for their offloading and/or in-transit ports.

4 / High-Season Trans-Atlantic voyage bonus (SS3, SS4, Yacht Express):
  • For any fully booked, high season trans-Atlantic voyage in which ALL rider satisfaction forms are completed will ALL fields “OUTSTANDING”, no soot claims or claims of damage as caused by direct crew actions received for such voyage within two weeks following discharge, and none of the above safety items seen to be in violation, the voyage bonus will be increased to USD 6,000.
  • However, for any of the SAFETY FIRST items being violated, the normal DYT voyage bonus of USD 5,000 will be deducted by USD 100 for each violation witnessed where a crew member is not seen trying to actively inform the rider/client of the safety violation in good faith in a polite, courteous and professional manner.

5 / DYT Commercial Forms(SS3, SS4, Yacht Express): Always use the latest version of the forms. These are:
  • Loading procedures Rev. 8
  • Unloading procedures Rev. 6
  • Riders guidelines Rev. 12
  • Electrical power request form version 4

6 / Rider’s guidelines: Please ensure that the rider signs this document onboard the yacht carrier at time of loading and in the presence of a DYT representative.
7 / General Guidelines:
  • Please refer DYT bulletin 1 for general guidelines for docking yachts by crew.
  • Please refer DYT bulletin 2 for general guidelines for docking yachts by divers.

8 / Air Compressor Indemnification Form:Please refer DYT Bulletin 4 for the indemnification form to be filled in the exceptional case a diving company makes use of the air compressor on board the vessel to fill up air bottles.
9 / Damage Log:The Chief Officer, or his delegate, has to make a round to inspect all loaded yachts after the deck has come dry for existing damages. Any damages to the hull, its fittings, and/or the topside superstructure and decks are tobe noted down in the “Damage Log”. The Damage Log has to be signed by the master of the vessel, and the Loading Master. The original is to be retained on board and a copy to be forwarded to DYT Fort Lauderdale.
New damage encountered on board of the carrier during the cargo operations, or during the voyage has to be noted down in a “Damage Report” which will be made by the responsible Loading Master, or Master/Chief officer. This report will be signed by the issuing person with a counter signature of an officer on board.
Please refer DYT Bulletin 6 as revised for details.
10 / Garbage Management:Please act with prudence and tactic to the riders to limit the amount of garbage received from the various yachts. In order to reduce this amount of garbage to a minimum riders are also invited to have their meal and drinks on board of the carrier as each separate rider produces more waste when cooking on his own. Please refer DYT Bulletin 8 for details.
11 / Daily Yacht Condition Report: This form must be kept and filled out onboard daily. Upon noticing ANY sign of soot, rust, or paint damage, the vessel shall notify the respective Loading Master immediately via e-mail with pictures attached. The LM will instruct what further steps should be taken, in addition to the normal fresh water washing with soap. The Yacht Condition Report is to be kept onboard and will be reviewed by discharging LM before sail-out.
12 / Certificate of Approval (COA): In view of operational cost reduction, the services of a cargo surveyor for the issuance of a COA at every loading port are not required. As part of the normal duties, Master or his delegate, has to inspect that the cargohas been loaded and secured in accordance with the arrangements as specified in theCargo securing Manual.It will suffice for the Master to make a note in the logbook, with signature, attesting to asatisfactory inspection, followed by an email to ith a statementthat a satisfactory inspection was carried out.
C. Owner Specific PSC Detentions
1 / Nil detentions
D. Owner Specific Major Problems/ Incidents
1 / On one of the ships in Dec 2012, whilst letting go the forward starboard side tugboat, an O/S was hit by the spliced end of the messenger rope which was attached to the tug rope, causing a compound fracture on his right leg under the knee. The O/S was treated on board and then transferred to one of the tugs and taken ashore where he was admitted to hospital and had to undergo an operation. Please refer fleet circular 01/13 for details.
2 / A contractor was injured while conducting a ballast tank inspection on board a Dockwise vessel. At the time of the incident the contractor was crossing an upper stringer deck, as scaffolding had prevented the party from using the nearest access ladder, when he fell through an unguarded lightening hole, landing on the deck below. As the contractor tried to get up, he fell through a second unguarded lightening hole, to the tank bottom. In total the contractor fell approximately 10 metres and sustained significant injuries to his head and ear. Senior officers were aware of the large unguarded lightening holes within the tank and failed to identify that the lightening holes posed a risk of falling.Please refer fleet circular 18/11 for details.
E. Ship Specific Issues
1 / No Major issues
F. Trade Related Issues(as relevant)
1 / Port calls to USA- Please be familiar /ensure compliance with:
  • BW management/exchange and reporting regulations
  • Electronic Notice of Arrival/Departure (E-NOA/D) procedures,
  • NPDES
  • Oil Pollution Response Q.I. notification drills, and be prepared for unannounced SOPEP drills.
  • US Customs Sea Carrier Initiative Program,
  • Pre-arrival equipment test requirements,
Ensure that APIS ICB (Crew/Passengers) is held.
Ensure valid USCG COFR (and bridge letter for those vessels with Operator named in the COFR different from the Registered Owners) is held.
All crew passports are required to be in Master's safe custody at all times.
Please refer Company’s SMS Checklist.
2 / Port calls to Canada- Please be familiar with BW management/exchange and reporting regulations and ensure that Valid OSRO contract is held and declaration of oil spill contractor duly completed.
3 / Port calls to Europe- Kindly beware of the high incidence of stowaways and take all necessary precautions.
4 / Port calls to Australia-
  • Kindly be reminded to ensure compliance with BW management/exchange and reporting regulations.
  • Ensure that Original or certified true copy of current P & I Certificate of Entry is held.
  • Please refer Company’s SMS Checklist.

5 / Port calls to Africa- Kindly beware of the high incidence of stowaways, piracy, robberies and pilferage, and take all necessary precautions.
6 / Port calls to Brazil -Kindly beware
  • That this is very high risk area for sea borne drug smuggling and be on alert accordingly.
  • The high incidence of stowaways, piracy, robberies and pilferage and take all necessary precautions.
  • Brazil NORMAN 20 BW management plan, exchange and reporting regulations.

7 / Port calls to Argentina-
  • Kindly be reminded to ensure compliance with BW exchange and BW chlorination regulations for Cholera prevention,
  • Please note that this is very high risk area for Sea Borne Drug Smuggling and be on alert accordingly.
  • Kindly beware in case of transiting River Plate that in certain sections the banks shift continually and buoys may drift out of position or the buoyage may not yet have been re-aligned to the navigable channel, for which the most up-to-date information must be obtained from the local Agent or the Pilot authority in good time before the transit and extra care is to be taken when navigating in suspect areas.
  • Kindly be warned that exorbitant fines are imposed on ships for any misdeclaration of bunkers, lubes, paints, spares, equipment stores, cargo or crew's personal effects. The Customs or other authorities will look for the slightest excuse, even minor, innocent, discrepancies or mistakes, to levy huge fines (USD20-30,000 upwards) and/or extort underhanded payments. Please, therefore, ensure that all port papers and customs declarations are prepared carefully and accurately, all items and quantities are diligently accounted for and declared according to local regulations and requirements, to be ascertained by you from port agent early to allow you sufficient time to ensure proper compliance.

8 / Port Calls to Colombia- Kindly beware
  • That this is very high risk area for sea borne drug smuggling and be on alert accordingly.
  • The high incidence of stowaways, piracy, robberies and pilferage and take all necessary precautions.

9 / Port calls to Venezuela- Kindly beware
  • That this is very high risk area for sea borne drug smuggling and be on alert accordingly,
  • The high incidence of stowaways, piracy, robberies and pilferage, and take all necessary precautions,
  • That in certain sections the banks shift continually and buoys may drift out of position or the buoyage may not yet have been re-aligned to the navigable channel, for which the most up-to-date information must be obtained from the local agent or the pilot authority in good time before the transit and extra care is to be taken when navigating in suspect areas.

10 / Port calls to Japan- Kindly be reminded to ensure compliance with the reporting procedure for the compulsory insurance requirement for non-tanker ships.
11 / Port calls to Philippines, Indonesia, Vietnam, Sri Lanka, and Bangladesh- Kindly beware of the high incidence of piracy and robberies and take all necessary precautions.
12 / Port calls to China- Kindly be reminded to ensure compliance with BW exchange and discharge regulations, the current details of which you should ascertain from the Agent.
Ships calling at any Chinese port must have pre-contracted & approved pollution clean-up contractor, known as SPRO (Ship Pollution Response organizations). Please refer RU 71 for details.
13 / Port calls to Singapore- Kindly beware of the high incidence of stowaways and take all necessary precautions
14 / Port Calls to New Zealand- Kindly be reminded to ensure compliance with BW Management/Exchange and reporting regulations,
15 / Port Calls to Russia (Black Sea) - Kindly be reminded to ensure compliance with BW exchange in Black Sea requirements, and BW and sewage discharge regulations of the Russian Federation included in the Prevention of Pollution from Ships, the current details of which you should ascertain from the Agent.
16 / Port Calls to Ukraine (Black Sea) - Kindly be reminded to ensure compliance with BW exchange in Black Sea requirements, the current details of which you should ascertain from the Agent.
17 / Transiting Malacca/Singapore Straits- Kindly beware of the high incidence of piracy and robberies and take all necessary precautions.
18 / Transiting Gulf of Aden (GoA) and High Risk Areas: Please refer the APP (Anti-Piracy Plan), latest version of Best Management Practices (BMP), Ship Security Plan (SSP) and the CSO messages for details.
G. Ship type related incidents
1 / Please see the power point presentation for various incidents available in company’s e-learning portal.
H. OPS Guidelines/ AESM Fleet circulars
1 / Please read the Dockwise Fleet Circulars as applicable in detail.
2 / Please read and discuss the incidents sent by the company (especially Safety Flash) in the QHSE meetings.
3 / Vessel should use appropriate means of personnel transfer from the facilities available on board after carrying out proper risk assessment.
4 / Understand the process of transferring deficiencies between TEC 31 and the Dry Dock Specifications. Refer fleet circular 10/12 for details.
5 / It was noted that the axe and block were used for emergency cutting of the cargo mooring lines during a vessel visit. This method could expose the crew members to dangers such as snap back or sudden tension on the mooring lines due to cargo movement or wind-age. A safer solution would be to install a weak link (small diameter rope) to secure the end of the mooring line to the winch drum. In an emergency situation the mooring line would be allowed to pay out to its termination where the weak link would part freeing the rope. Please install a weak link/ small diameter rope and remove the axe and block combination for cargo mooring line emergency release.
6 / Please plan the maintenance jobs properly. If maintenance becomes overdue, a valid reason must be provided by the vessel explaining why this has happened and the intended actions to complete maintenance accordingly.Refer fleet circular 8/12 for details.
7 / A newly delivered M/E cylinder liner was being lifted on board when suddenly the bottom of the packaging collapsed. The liner fell from the packing crate at a height of approximately 0.8 m above the upper deck and landed by the starboard cargo winch. Fortunately no one was harmed however the liner was damaged. A formal risk assessment was not conducted before the lift was carried out. Ensure that you have a vessel specific risk assessment for lifting operations and that before any lift takes place, the risk assessment is reviewed and amended to reflect the hazards identified for each individual lift. Refer fleet circular 7/12 for details.
8 / Dockwise have enlisted the assistance of the Dutch Marines - Vessel Protection Detachment (V.P.D) in order to improve crew safety during High Risk Area transits. It is imperative that the Master (SSO) and VPD commander have regular daily meetings to review the envisaged risk in the next 24 hours, discuss any improvements to the hardening or watch keeping rota and any other matter that can improve or assist the VPD in executing their duties. The VPD are on board for the crew’s protection and as such assistance is to be given to them. Refer fleet circular 6/12 for details.