As this 'Group of Experts' to a large extent agrees with the findings of the JAIC regarding the Working Routines and Organisation their findings are repeated here:
7.2.1
Deck department
The master was responsible for all activities on board the vessel. He reported to ESCO on all matters regarding navigation, day-to-day operation, personnel and related issues. In technical matters, he reported to Nordström & Thulin.
The master in command on the accident night was the Number 1 master of the ESTONIA, Arvo Andresson, "and it was he who, together with his superiors at the office, laid down rules and routines for work on board".
Note: This is the view of the JAIC, whilst actually they just copied everything from the predecessor vessel NORD ESTONIA which is proven, inter alia, by the fact that the radio officer did not exist on the safety plan of the ESTONIA, because on the NORD ESTONIA there was no radio officer. Also the advisers were not shown on the safety plan because on NORD ESTONIA there were no advisers. (See also Subchapters 5.3 and 7.1.3.)
According to standing
orders laid down by him, the various responsibilities and duties, in addition
to normal watch duties, were divided between the deck officers as described
below.
The chief officer had the responsibility for cargo operations and the planning of these. He was also responsible for the daily work of the deck crew. The second officer A was responsible for the navigation equipment, and also assisted the chief officer with cargo operations. He led the port lifeboat group and was responsible for associated lifesaving equipment.
The second officer B was responsible for stability calculations prior to departure, and assisted the chief officer with the cargo operations. He also led the starboard lifeboat group and was responsible for associated lifesaving equipment.
The third officer was in charge of nautical charts and literature, and was also responsible for the calibration of all clocks on board. The fourth officer was responsible for keeping the log of the working hours of the deck crew, and for keeping lists of certificates of competence and passports for the deck crew. He was also responsible for cargo declarations to the harbour authorities, and for the documentation of cargo operations.
The radio officer was responsible for the radio, including the emergency beacons (EPIRBs) and communication equipment, and in co-operation with the second officer A for the maintenance of the electronic navigation equipment. He was also responsible for making and updating crew lists. The ESTONIA was certified for pre-GMDSS operation and consequently the radio officer had to keep watch on 500 kHz and 2182 kHz. The watch hours at sea were from 19.00 to 01.00 hours.
When the vessel was at sea, there were always two officers and one AB seaman on duty.
On westbound voyages, the second officer B was on duty between 20.00 and 01.00 hours assisted by the third officer, and the second officer A was on duty between 01.00 and 06.00 hours, assisted by the fourth officer. For the periods between departure and 20.00 and between 06.00 hours and arrival, the bridge watch was taken by the master and the chief officer.
During the sea voyage, the AB seamen changed watches at 22.00, 02.00 and 06.00 hours. Their duties at sea were to be additional lookouts and to make watch rounds on a defined route throughout the vessel (Supplement). These rounds were made once every hour, starting at 20.30 hours and lasted for about 25 minutes.
Watch rounds were also made by the security guards. They had no other duties than to ascertain the safety and security of the vessel and the passengers, and they patrolled continuously.
7.2.2
Engine department
The chief engineer was responsible for the organisation and all work in the engine department, for the purchase and storage of spare parts and consumables, and for the technical maintenance of the entire vessel. He reported to the technical superintendent of Nordström & Thulin, Ulf Hobro and certain parts of these reports were copied to ESCO. His day-to-day contact within the N&T organisation was Tomas Rasmusson, the assistant to Ulf Hobro. The second engineer was in charge of the separators, the steering gear and all other hydraulic and pneumatic systems, including the systems for manoeuvring and locking the visor, the ramps and the hull doors as well as the stabilisers.
The systems engineer was in charge of the fresh water distribution systems, the sewage system and the galley equipment.
The work schedule in the engine department was a traditional three-watch system. On each watch there were one engineer and one motorman.
The watches 12.00-16.00 hrs and 24.00-04.00 hrs were held by the third engineer, the watches 04.00-08.00 hrs and 16.00-20.00 hrs by the second engineer and the watches 08.00-12.00 hrs and 20.00-24.00 hrs by the fourth engineer.
7.2.3
Catering department
The total number of persons employed in the catering department was 121. The catering department was managed by the chief purser, who was responsible for the organisation and conduct of the work. He was also responsible for the commercial results of the department. Regarding personnel, maintenance and other operational matters he reported to ESCO via the master. His economic reporting was to Estline in Stockholm. There was a Swedish or Finnish adviser for the Estonian chief purser, who from the time of the take-over until July 1994 was Marlene Andersson, the wife of the nautical adviser until July 1993, Captain Anders Andersson. On the last voyage it was the Finn Jan Bergendahl from Mariehamn who did not survive.
