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FRATELLI d’AMICO ARMATORI S.p.A. ROMA M/t _______________________ BRIDGE MANAGEMENT MANUAL Reference: SMS Manual –Section 12.2.1 Edition 12 ­ January 2017 FRATELLI d’AMICO ARMATORI S.p.A. of Rome legally reserves to itself the ownership of this publication, and forbids to reproduce it or to make it however known to third parts or to competing firms without its previous authorization. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017)

INDEX INDEX FOREWORD 6 PART I BRIDGE TEAM & SERVICE ORGANIZATION 8 1- MASTER’S NAVIGATIONAL RESPONSIBILITIES 8 1.1 Instruction 8 1.2 Bridge organization 8 1.3 Monitoring navigational practices 8 1.4 Attendance on the bridge 9 1.5 Navigational briefings 9 1.6 The navigational watch 10 1.7 Re-assessment of manning levels 13 1.8 Company manning requirements during manoeuvring 13 1.9 Compliance with COLREGS 13 1.10 Watch shifts 13 1.11 Sole lookout 14 1.12 New personnel and familiarization 14 1.13 Fire / Safety rounds 14 1.14 Relieving the watch 14 1.15 Look Out during the Watch 15 1.16 The Officer Leaving the Bridge 16 1.17 Recording watch conditions 16 1.18 Identifying the conning Officer 16 1.19 Distractions on the Bridge 16 1.20 Use of Mobile Phones on Bridge 16 2 – SAILING IN SPECIAL CONDITIONS 17 2.1 Heavy Weather 17 2.1.1 Heavy weather ballast in oil cargo tanks 17 2.2 Navigation in Restricted Visibility 18 2.3 Freezing temperatures - Ice 18 2.3.1 Ice accumulation on ships 18 2.3.2 Ice Reports – Safety Messages 19 2.3.3 Ice navigation 19 2.4 Stand-by condition 19 2.5 Ballast Water Exchange at Sea 20 3 NAVIGATING OFFICER 20 4 TESTS AND CHECKS BEFORE DEPARTURE AND ARRIVAL 20 5 MASTER/PILOT INFORMATION EXCHANGE 20 6 WRITTEN ORDERS TO THE OFFICER OF THE WATCH 21 6.1 Standing Orders 21 6.1.1 Company’s Standing Orders 21 6.1.2 Master’s Standing Orders 21 6.1.3 Daily Orders 21 2

7 Supply of ENCs and publications 21 7.1 Updating Publications 21 7.1.1 Admiralty Information Overlay (AIO) 21 7.1.2 Electronic Charts 22 8 BRIDGE EQUIPMENT 22 8.1 Navigational equipment and instruments 22 8.1.1 Compass 22 8.1.2 Course recorder 23 8.1.3 Echo sounder 23 8.1.4 Radar 23 8.1.4.1 ARPA 24 8.1.5 ECDIS 24 8.1.5 (i) Training requirements 24 8.1.5(ii) Ships equipped with a double ECDIS 24 8.1.5(iii) Sailing by ECDIS 25 8.1.6 GPS 25 8.1.7 AIS (IMO Resolution A.917(22) – 29.11.2001) 25 8.1.7.1 Use of AIS in collision avoidance situations 25 8.1.8 LRIT 26 8.1.9 BNWAS 26 8.1.10 VDR (IMO SN/Circ.246 – 17.06.2005) 26 8.1.11 Use of Electronic Navigation Aids 27 8.2 Operation of steering gear 27 8.3 GMDSS 27 8.3.1 Secrecy of communications 27 8.4 Oil tankers – Use of bridge equipment in port 27 8.5 Bridge equipment breakdown 28 9 KEEPING NAVIGATION LOGBOOK 28 10 PLACARDS 29 11 EMERGENCY PREPAREDNESS 29 11.1 General Emergency (Chapter 8, Section 8.1) 29 11.2 Pollution and Risk of Pollution (Chapter 8, Section 8.2) 29 11.3 Breakdowns and Shipboard Emergency Situations (Chapter 8, Section 8.3) 30 11.4 Assistance and Salvage (Chapter 8, Section 8.4) 30 12 REFERENCE PUBLICATIONS 31 PART II VOYAGE PLANNING 33 1 PLANNING 33 1.1 RESPONSIBILITIES 34 1.2 NOTES ON PASSAGE PLANNING 34 1.3 APPRAISAL 34 1.4 CHARTS AND PUBLICATIONS 34 1.5 PASSAGE PLAN USING ECDIS 34 1.6 PASSAGE PLANNING IN OPEN WATERS 36 1.7 PASSAGE PLANNING IN COASTAL / RESTRICTED WATERS 36 3

1.8 MONITORING THE ROUTE PLAN 37 1.9 VISUAL MONITORING TECHNIQUES 37 1.10 RADAR MONITORING TECHNIQUES 37 1.11 DISTANCE OFF 37 1.12 Minimum Under Keel Clearance (UKC) 38 1.13 Deep contour 38 1.14 Safety contour 38 1.15 Shallow depth / Shallow contour 39 1.16 Safety depth 39 1.17 Safety height 40 1.18 Look – Ahead Function 40 1.19 Safety Channel Width (XTD – Port and Starboard Corridor) 41 1.20 Minimum Safety Settings 41 1.21 Airdraft – Overhead Clearance (OC) 41 1.22 Employing a pilot 42 1.23 Traffic Separation Schemes (TSS) 42 1.24 SAR Reporting Systems 42 1.25 Vessel Traffic Services (VTS) 42 1.26 Protection of the marine environment 42 1.27 Fuel distance 42 1.28 Pilotage 43 1.28.1 Purpose 43 1.28.2 Responsibilities 43 1.28.3 Procedure 44 1.28.4 Passage Plan 44 1.28.5 Pilot information Exchange 45 1.28.6 Monitoring of Pilot 46 1.28.7 Pilot’s allowance to operate Bridge Equipment 46 1.28.8 Pilot order communications 46 1.28.9 Judging the Pilot’s or mooring Master’s ability 47 1.28.10 Relevant forms / Poster 47 PART III WATCHKEEPING RULES 49 1 GENERAL RULES 49 1.2 SAFE SPEED 50 1.3 DEVIATION FROM OR LEAVING THE PASSAGE PLAN 50 1.4 POSITION FIXING 50 2 - DUTIES AND TASKS OF THE OFFICER OF THE WATCH 51 2.1 Underway 51 2.1.1 Using automatic steering systems 52 2.1.2 Radio communications 53 2.1.3 Sailing in UMS conditions 53 2.2 Sailing with a pilot on board 54 2.3 Ship at anchor 54 3 Calling the Master 55 PART IV Anchoring Procedures 57 4

1 Prior to anchoring 57 2 Departure from anchorage 60 3 Drifting 60 OFFICERS CHECKLIST 61 APPENDIX A: STCW 2011 STCW Code – Chapter VIII - Standards regarding watchkeeping Sections A-VIII/1 - A-VIII/2 & B-VIII/1 - B-VIII/2 [abridged] 68 APPENDIX B: MCA – MGN 379 (M+F) – Navigation: Use of Electronic Navigation Aids 93 APPENDIX C: Company’s Checklists & Forms in use on the navigation bridge 106 APPENDIX D: IMO Resolution A.893(21) – Guidelines for Voyage planning ( Adopted on 25 November 1999 – Published on 4 February 2000) 150 APPENDIX E: SQUAT & UKC 156 APPENDIX F: OCIMF-ICS-INTERTANKO – International Best Practices for Maritime Pilotage 167 APPENDIX G: Company’s placards related to the bridge team & service organization and performance, posted on the navigation bridge 176 5

FOREWORD This manual is intended to provide the Officers of the Watch with the basic information and procedures to be used in sailing the ships of the FRATELLI d’AMICO ARMATORI S.p.A. fleet. It has been drawn up in accordance with requirements of Company’s Safety Management System (SMS) according to ISM Code, of STCW/2011 Code - Section B -VIII/2 - Part 3-1, and of 33 CFR 157.415. The manual consists of: Part I = Bridge Team and Service Organization: Bridge team composition and individual tasks in the various sailing conditions. Instructions for the performance of the navigation bridge service. Part II = Voyage Planning: Company’s rules in voyage planning. Part III = Watchkeeping Rules: Company’s rules and procedures for watchkeeping. It represents the Standing Orders issued by the Company to the Deck Officers keeping watch on board its ships. As for the personal standing orders that each Master may deem reasonable to issue to his Officers, see Part I – paragrapf 6.1.2 – of this manual. Officers Checklist = As soon as a Deck Officer joins the vessel, he must look over this publication and carefully read its parts I, II and III, then sign the checklist, with date, rank and name. Appendix A = STCW 2011 – STCW Code: Chapter VIII - Standards regarding watchkeeping – Sections A-VIII/1 - A-VIII/2 & B-VIII/1- B-VIII/2 [abridged]. Appendix B = MCA – MGN 379 (M+F) - Navigation: Use of Electronic Navigation Aids. Appendix C = Company’scheck­lists and forms in use on the navigation bridge. Appendix D = IMO Resolution A.893(21) – Guidelines for voyage Planning. Appendix E = Squat & UKC. Appendix F = OCIMF - ICS - INTERTANKO – International Best Practices for Maritime Pilotage. Appendix G = Company’ placards related to the bridge team and service organization and performance, posted on the navigation bridge. In any moment, while performing their tasks and duties, the Master and the bridge team must abide by the Company fundamental rule, clearly stating that the safety of human life and the safety of the ship take precedence over all other considerations. Applicable national or international laws must receive strict and full compliance in addition to complying with the Company policies set forth in this Manual. Company policies and regulations take precedence when they are more rigorous than other laws and regulations. Departure from practice demanded by this Manual may be made for the protection of life or to permit compliance with the national or international law. Company’s rules contained in this publication neither intend to place any restriction on the amplest autonomy and freedom of action of the Master in planning the voyage, navigating his vessel, organizing bridge watch, and on his authority on the ship’s Officers and crew, nor can they in any way limit his responsibility on this matter and the responsibility of his Officers of the Watch. This Manual will be revised and modified, if necessary, by the Company’s HSEQ Department, by issuing subsequent new editions. Masters should forward to the Designated Person Ashore (DPA) any useful information they got knowledge of, and any suggestion they deem appropriate for the manual’s revision and improvement. FRATELLI d’AMICO ARMATORI S.p.A. – ROMA HSEQ Department (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 6

PART I • Bridge Team & Service Organization (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 7

PART I BRIDGE TEAM & SERVICE ORGANIZATION 1- MASTER’S NAVIGATIONAL RESPONSIBILITIES 1.1 Instruction All ships must be navigated in a safe and prudent manner at all times in full compliance with the International Regulations for Preventing Collisions at Sea (COLREG). In addition to the requirements of the company as mentioned in this section, any National, International or Class requirements must be complied with. The Bridge Management Manual shall be printed and kept readily available on Bridge. This hard copy shall be updated whenever there is a revision by the HSEQ Department to ensure that information available to the Bridge watch keepers is always kept current. English is the working Language of the Company and is used for all communications onboard (E.G. Orders between Officers, Pilots, Surveyors etc.), with the relevant SDC and with third parties including vessels under management. All messages and correspondence sent to or on behalf of the Company are to be in English. 1.2 Bridge organization The Master shall ensure that clear orders and specific instructions are given to ensure the bridge is manned at all times when the ship is underway or at anchor, and that the watch composition is adequate to meet the following criteria: - Eliminating the risk that an error on the part of any one person could result in an accident - Ensuring that appropriate watch-keeping conditions and manning levels have been set - Integrating passage planning, navigational and watch-keeping procedures - Defining the roles and responsibilities with the Bridge Team and ensuring that these are clearly understood - Integrating the pilot as a valuable member of the bridge team - Ensuring that watch-keeping and other duties are scheduled in such a way as to allow for sufficient rest periods Bridge team organization in the various sailing conditions is herein detailed and is shown in a special placard posted on the bridge. (see Appendix G). Working hours of the bridge team are in agreement with STCW 2011 Code – Sections A-VIII/1 & B-VIII/1 (see Appendix A) and D.L. 27.07.1999, n. 271 1.3 Monitoring navigational practices The Master is responsible for monitoring practical implementation and compliance with Company and international standards/requirements. In order to evaluate bridge and navigational practices monthly, Company Form “ Master’s Monthly Checklist & Report “ is provided This checklist is to be completed by the Master and filed on board, one copy must be sent to the office. • The check is to be conducted on a monthly basis but spread out over the period in roughly • equal sections at the Masters discretion • The actual date that any item is verified must be entered by the Master • This will provide a monitoring role to ensure ongoing correct implementation of bridge procedures and upkeep of equipment and records • Compliance, proper completion of this list and the navigational audit will be checked during internal audits Company Superintendent, as well as Master of the vessel, is required, on a periodical basis, but at least 1 + 1 (1 per year the superintendent and 1 during each second mate contract the Master) times a year, to carry out navigation internal audit (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 8

1.4 Attendance on the bridge Whenever possible, the Master shall pre-plan his presence on the bridge for the following conditions: - Restricted Waters - Pilotage waters - Port arrivals and departures (including anchoring and weighing anchor, shifting ship, docking and un-docking) - Sensitive areas - Restricted visibility - Heavy traffic - Unusual weather conditions - Floating ice - Piracy affected areas - When there is an actual or potential threat to the safety or security of the vessel The Master shall take reasonable steps to ensure that his whereabouts are known to the bridge watchkeepers. The Master will inform the Officer of the Watch when he takes the Conn and relinquishes the Conn on every account with this exchange recorded in the Navigation book. 1.5 Navigational briefings Navigational briefing shall be held and chaired by the Master for the following: Passage/Voyage Planning • Before commencement of any voyage the 2nd Officer has to prepare the Passage/Voyage Planning. Voyage instructions, requirements and the intended route are to be passed on by the Master to enable the 2nd Officer to complete the planning. After completion a meeting between the Master and the navigational officers is to be held in order to inform all officers about the voyage planning, and any requirements in regard to the voyage. All persons must sign the passage planning to confirm approval and acknowledgement Security related issues • The Master will have to hold a meeting in regard to security related issues concerning the passage/voyage planning, such as transit through a “Piracy Area”, stay at an anchorage or in a port where piracy/theft is likely. All security measures, especially in regard to navigational precautions, watch keeping or the placement of an additional lookout (if deemed necessary) are to be discussed Weather related issues • If rough or bad weather is expected during a voyage, the Master is requested to discuss all precautionary measures with the navigational officers, such as watch keeping, securing/lashing of all goods, briefing of crew, intended speeds and courses when transiting the bad weather area or restrictions in regard to deck access Technical related issues • In case of failure of vital equipment on the bridge or in another area on board, affecting the safe navigational operation of the vessel, the Master must discuss all precautionary measures to be taken with officers and engineers, so that a critical situation can be avoided Voyage De-Briefing • Masters are requested to implement a voyage de-briefing meeting, providing the opportunity for the bridge team to review the voyage, the Passage/Voyage Planning prepared for it, and to make suggestions in way of weaknesses or strengths of the planning to further improve safety and bridge team skills. The Master, at his discretion, may not hold a separate De-Briefing Meeting if all Deck Officers advised that no specific weaknesses or strengths of the Passage Planning were experienced, in that case the issues of the last voyage and Passage/Voyage Planning could be discussed during the Passage Planning Meeting for the new voyage (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 9

1.6 The navigational watch Open Waters / Clear Visibility : • During conditions of open water with clear visibility, from Sunrise to Sunset, the Navigation Watch shall comprise: (BW-I) PERSONNEL LOCATION DUTIES Deck Officer Bridge Conn/Navigation/Lookout AB Stand-By Stand-By • The seaman on standby duty must be readily available and in close proximity to the navigation bridge, or be equipped with a handheld radio. He may at any time be called to the bridge for duties of either lookout or helmsman for hand steering. Thus any tasks assigned to him during his standby duty shall be such as to not render him unable to immediately respond to a call to the navigation bridge • The seaman on standby duty must report to the Bridge at the beginning of the watch and advise Officer on Watch where he is working • During conditions of open water with clear visibility, from Sunset to Sunrise, the Navigation Watch shall comprise: (BW-II) PERSONNEL LOCATION DUTIES Deck Officer Bridge Conn/Navigation/Lookout AB Bridge Lookout Restricted Visibility: • Whenever there is restricted visibility, the navigation watch is to consist of: (BW-III) PERSONNEL LOCATION DUTIES The Master Bridge The Conn Deck Officer Bridge Navigation/Lookout AB Bridge Lookout • If the auto pilot is being used, then all requirements of Regulation 19 of Chapter V of SOLAS1974 as amended, must be complied with • The Master or Senior Deck Officer present on the bridge will be in charge of the navigation watch and responsible for the safe navigation of the vessel • The role of the Deck Officer will be to assist the Master or Senior Deck Officer. His primary responsibility will be for navigation and collision avoidance. The Deck Officer may be required to steer the vessel if the situation warrants manual steering • The seaman assigned to Lookout duty will only perform those duties as outlined in this document (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 10

• If, due to unusual circumstances, the Master has deputized the Chief Officer or another Senior Deck Officer to the responsibility for the conn of the vessel, then another Deck Officer will be appointed to the duties of Navigation/Lookout If hand steering is used then an extra AB / OS is required on the Bridge for Lookout duties Restricted Waterways / Entering or leaving port or anchorage, river and canal transit, pilotage: • The following watch arrangement must be used whenever the vessel is in restricted waters regardless of the visibility conditions. The term “Restricted Waters” includes but is not limited to navigation/transit through areas of high traffic density, restricted water depths and limited space which tend to concentrate traffic within a confined area – such areas are Dover Strait ,Singapore, Malacca Straits and others. The below guidance must be implemented when navigating such areas: (BW-IV) PERSONNEL LOCATION DUTIES The Master Bridge The Conn Navigation/Collision Deck Officer Bridge Avoidance AB Bridge Helmsman AB/OS Bridge Lookout Under this watch arrangement, one [1] seaman shall always be steering the vessel in the manual steering mode. Helmsmen are to be rotated on a regular basis. • The Master or Senior Deck Officer present will be in charge of the navigational watch and responsible for the safe navigation of the vessel. • The role of the Deck Officer will be to assist the Master or Senior Deck Officer. His primary responsibility will be navigation and collision avoidance. The Deck Officer may be required to coordinate bridge to bridge communication, ship to shore and ship to ship communications and as directed by the Master • Under this watch arrangement, one AB / OS is to be assigned to Lookout duty and he shall perform no other duty • If, due to unusual circumstances, the Master has deputized the Chief Officer or another Senior Deck Officer to the responsibility for the Conn of the vessel, then another Deck Officer will be appointed to the duties of Navigation/Collision Avoidance. Note: Under certain conditions, and particularly where there is significant disparity in the experience of the two officers, it may be preferable to assign the more senior officer to the collision avoidance role. The specific allocation of duties to the two officers is designed to avoid confusion in the conduct of the bridge watch. This however does not preclude the cross checking of position fixes and anti-collision plots by members of the bridge team, to avoid oneman errors. Such checks are particularly valuable when performed in a controlled and predetermined manner (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 11

At Anchorage: PERSONNEL LOCATION DUTIES Deck Officer Bridge Navigation AB Bridge Lookout • During conditions of anchorage with clear visibility ( BW-I), from Sunrise to Sunset, the Navigation Watch shall comprise: (BW-II) Adrift: PERSONNEL LOCATION DUTIES Deck Officer Bridge Navigation AB Bridge Lookout • During conditions of adrift with clear visibility ( BW-I), from Sunrise to Sunset, the Navigation Watch shall comprise: (BW-II) Deck Cadets: Deck Cadets will not substitute for the role of the helmsman. Although they can be assigned tasks under appropriate supervision, their presence on the bridge is supplementary and primarily for educational purposes. Sailing conditions Bridge Watch Conditions Open waters with clear visibility BW-I Open waters with clear visibility, from Sunset to Sunrise BW-II Sailing conditions Restricted visibility BW-III Restricted Waterways / Entering or leaving port or anchorage, river and canal transit, pilotage Restricted Waters BW-IV Anchoring conditions BW-I At Anchor with clear visibility BW-II At Anchor from Sunset to Sunrise Adrift conditions Adrift with clear visibility BW-I Adrift from Sunset to Sunrise BW-II (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 12

1.7 Re-assessment of manning levels The requirements for Bridge Organization at all stages of the voyage are prescribed in the Deck Watch Plan, however, these requirements may change in light of operational status of equipment, fatigue and workload, prevailing weather and traffic conditions; this may require a re-assessment of the Bridge Team composition 1.8 Company manning requirements during manoeuvring. The Master must arrange Bridge watches always to meet the prevailing conditions. In arranging the watches, due regard must be given to the qualifications and experience of the personnel concerned. When more than one officer is on the bridge it must be clear and unambiguous as to who is in charge of the watch. All ships must be navigated in a safe and prudent manner at all times in full compliance with the International Regulations for Preventing Collision at Sea ( COLREGS). 1.9 Compliance with COLREGS All actions taken by the Master or Navigating Officers to avoid a close quarter situation should be in compliance with the International Regulations for avoiding collision at sea. Special emphasis is laid on strict compliance with regulations regarding navigation in Traffic Separation Schemes and in Restricted Visibility. Most Traffic Separation schemes (including the English Channel and Singapore Straits) are under continuous radar surveillance and vessel’s tracks through these areas are recorded by the coast authorities. Violations of Collision Regulations are reported with evidence to the Owners and fines imposed on the erring vessels. General Guidance on Collision Avoidance in compliance with the COLREGS: • Action must be taken well in time and the action should be such as to be positive and readily apparent to other vessels. • In general, in open sea, if there is sufficient sea room, and if the circumstances permit, collision avoidance action must be taken at a distance of at least 6-8 miles. • As far as possible and practical in the traffic conditions, without endangering the vessel, a minimum CPA/TCPA of one mile/10 minutes must be maintained. If the Duty Officer has to pass a ship with less than a CPA of one mile, the Master should be informed. • An alteration of 30 to 40 degrees is considered to be the minimum for it to be readily apparent to another vessel observing only by radar. This must be borne in mind, especially in restricted visibility 1.10 Watch shifts Navigational watch service is arranged in shifts based on the principle “four and eight” (four hours of service and eight hours of rest), as detailed in the following table. In order to comply with STCW regulations and vessel’s operation requirements these watch periods can be amended by the Master. The Chief Officer is responsible to set up a Watch Plan for Deck on a monthly basis, copies are to posted at least on the Bridge and in both mess rooms. Watches are called with their traditional English (Italian) names. Schedule Watch Officer of the Watch (OOW) from to Morning Watch (Prima Guardia) 04:00 08:00 Chief Officer Forenoon Watch (Seconda Guardia) 08:00 12:00 3 Officer rd nd Afternoon Watch (Terza Guardia) 12:00 16:00 2 Officer First Dog Watch (Prima Guardia) 16:00 19:00 Chief Officer rd Second Dog Watch 19:00 20:00 3 Officer First Watch (Seconda Guardia) 20:00 24:00 3 Officer rd Middle Watch (Terza Guardia) 00:00 04:00 2 Officer nd (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 13

1.11 Sole lookout The use of the OOW as sole lookout during daylight in open waters is acceptable as long as within STCW requirements and Master’s agreement. Prior to deciding whether to allow a sole look-out, the Master’s consideration should include: • Weather conditions; • Visibility; • Traffic density; • Proximity of dangers to navigation; • Attention necessary when navigating in or near a traffic separation scheme (TSS), and • Defects affecting aids to navigation, propulsion and steering. The Master should additionally be satisfied that: • The OOW is fit for duty; • The ability of the OOW to safely navigate the ship is not compromised by the volume of the anticipated workload; • The OOW knows who will provide back-up assistance, in what circumstances back-up should be called and how to call it quickly; and The AB can be employed with other duties off bridge unless his presence on the bridge is required, but must at all times be in direct radio contact with the OOW 1.12 New personnel and familiarization In compliance with Company’s SMS and STCW, personnel new to the vessel will be subject to safety induction and familiarization process. All personnel involved in bridge watch keeping will be familiarized on bridge equipment – its use and operation. Officers shall produce handover notes for their relievers, which will include, but not be limited to: • Known defects to bridge equipment and repair status • Status of their responsibilities with regard to bridge equipment and publications • Any characteristics of bridge / communications equipment, particular to the vessel • Assessment of any potential weakness or training needs with regard to bridge ratings The Master shall satisfy himself that a new Officer has been properly familiarized with the bridge system before putting him on watch. All deck officers must read and sign the Master’s Standing Orders prior to standing their first bridge watch. The Master shall discuss his Standing Orders with the new officer. 1.13 Fire / Safety rounds Fire rounds must be made at the end of each watch by the relieved AB from 2000hrs until 0400hrs. On completion of the fire round, the relied AB shall inform the bridge of his findings. A record of the fire round is to be entered in the bridge log book. 1.14 Relieving the watch The officer taking over watch shall a) Read and sign the Master’s night orders or other written instructions b) Study the ECDIS in use and verify the following: • Changing over the watch checklist • Ships position, where possible confirm same personally • Present course and speed Progress of the ship during the next watch • Courses to steer for the next six (6) hours (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 14

• Check if the ship is expected to pass close to dangers in the next six (6) hours. Check the ENC personally; confirm draft and depth of water • Navigation marks in sight or to be sighted in the next six (6) hours. Navigation marks in sight to be personally verified c) Familiarize himself with: • State of tides and currents at hand over, and expected in the next six (6) hours • Present and expected weather conditions • Prevailing visibility • Current radio and other navigational warnings • Work on deck, especially if safety of life is involved • Vessel’s trim and draft, and any operations that may change the present conditions • Vessel’s draft as related to present and expected depth of water • Status of machinery or any item that will affect the vessel’s manoeuvrability d) Compasses and the course recorder are to be checked as below: • Master gyro against the steering repeater • Steering repeater to be compared with the course recorder, radar and ECDIS • Check the steering repeater against the magnetic compass • Ensure that the course recorder clock is correct and on GMT, if any adjustments made, note it on the recorder roll • Check the gyro error on taking over the watch e) Familiarize himself with navigational and traffic conditions, special emphasis to be paid to CPA, time to CPA, course and speed of other vessels in the vicinity f) Relief of watch must be in the wheel house and not in the chart room and only when the relieving officer is fully satisfied g) During a manoeuvre, bridge watch must not be changed, hand over must take place only after the manoeuvre is completed h) At sea during watch, Duty Officers have unrestricted access to all Navigational Systems and Communications Systems. If the situation warrants, the unrestricted use of the Main Engines is also available 1.15 Look Out during the Watch The Officer on watch shall ensure an effective lookout is maintained through out the watch using all available means as appropriate in the prevailing circumstances. During periods of daylight any job assigned to the duty rating should be such that he can resume his bridge duties at the earliest. Amongst other things, he should not be assigned to work inside enclosed spaces or to perform work that requires ear protection whereby he cannot hear communication from the duty officer. Between sunset and sunrise the bridge shall be manned by the duty officer and the duty AB whilst at sea. During day light hours, hand over of watch of the bridge ratings should be on the wheelhouse. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 15

1.16 The Officer Leaving the Bridge The navigating officer on bridge watch shall not leave the bridge when the vessel is underway or at anchor, unless properly relieved by another certified navigating officer or the Master. At the end of his watch, the officer being relieved shall: • Retain the watch until properly handed over • Complete the log book for this watch. He must enter the courses steered, any alteration positions, at least one ship’s position during his watch, weather conditions, any unusual happenings and name of lookouts • Satisfy himself that the relieving officer is fit in all respects and familiar with all requirements to maintain a safe watch • Assist the relieving officer if required in any manner • If for any reason the relieving officer cannot take over the watch or be handed over the watch, the Master shall be immediately informed 1.17 Recording watch conditions. Watch condition (BW) in force on the navigation bridge, together with the times of its changes, shall always be recorded in the Navigation Logbook (G.N.III). 1.18 Identifying the conning Officer Changing the watch condition (BW) does not mean that the con is automatically transferred from the OOW to the Master. The easiest way to clarify this situation is, for the Master, to formally notify the OOW that he has taken the con and, for the OOW, to make a logbook entry (G.N./III) to this effect. 1.19 Distractions on the Bridge The effective implementation of safe navigational practices requires a coordinated approach between all bridge watch-keepers, the Master and the Pilot when on board. It is therefore essential, that there are no distractions or non-essential activity on the Bridge. The following therefore are not permitted on the Bridge: • Televisions or other electronic entertainment equipment • Newspapers or magazines or other leisure reading material • Any other item that could be deemed a distraction as determined by the Master. Only persons with the Master’s permission and immediate business are permitted on the Bridge. Officers and crew using the Ship’s Satellite phone from bridge while making personal phone calls can do so only on consultation with the duty officer and Master. The Master may on his discretion restrict or defer these phone calls if he so considers that they may hamper the keeping of an effective Bridge Watch in the prevailing circumstances. 1.20 Use of Mobile Phones on Bridge The Use of Mobile Phones is NOT Permitted on the Bridge while underway. A laminated notice is to be put up in a conspicuous place on the bridge stating that \" The Use of Mobile Phones is NOT Permitted on the Bridge \". (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 16

2 – SAILING IN SPECIAL CONDITIONS 2.1 Heavy Weather Whenever either weather reports received, or data directly observed on board, indicate that adverse sea and weather conditions are developing or approaching, and it results impossible to avoid them, the Master should issue appropriate orders with the view to having the vessel made ready to confront them safely, according to circumstances and good seamanship. In particular, when sailing in heavy seas: (a) an appropriate watch condition (BW IV) shall be maintained; (b) course and speed should be adjusted in order to minimize hull and machinery stress; (c) the vessel should be steered manually; (d) machinery space should be kept attended by a full engineering watch; (e) all movable objects on board shall be properly secured; (f) all Main Deck openings and accommodations external doors shall be secured; (g) if necessary, suitable safety lines/handropes shall be rigged; (h) crew labour shall be limited to the essential tasks, in order to minimize the risk of personal accidents. 2.1.1 Heavy weather ballast in oil cargo tanks When heavy weather conditions are expected, the Master shall consider the necessity to take on ballast water in the designated cargo tanks, in addition to the normal segregated ballast. The Master will decide to sail with heavy weather ballast on board according to his judgement, based on good seamanship and on his knowledge of the vessel. The following procedure should be observed in taking on heavy ballast: ⇒ As a rule, the operation should be carried out alongside. In case the dock is not available or toxic gases from the previous cargo have been detected in the tanks, the operation shall be carried out at a suitable nearby anchorage. ⇒ During the previous discharge, tanks designated to contain water ballast should be full-cycle COW ed and thoroughly drained. ⇒ Lining-up of ballast transfer lines shall be carried out only after completion of all discharge, tanks check, hoses disconnection and manifolds closing operations. ⇒ Ballasting should be planned in advance, reckoning ship’s draught, trim, bending moments and shear forces conditions at the various stages of the operation. Such conditions shall be continuously monitored while taking on water ballast, by means of the on-line cargo computer. ⇒ Taking on ballast water in cargo tanks may be started:  after Cargo Surveyors, having completed all tanks check, issued to the vessel the Dry Tank and ROB Certificates.  taking on segregated ballast water has been completed. ⇒ Gases contained in cargo tanks being ballasted should be vented through the IGS main and the Mast Riser. Cargo tanks not being filled shall be isolated from the IGS main. In case it becomes necessary to take on heavy weather ballast in the cargo tanks at sea, due to unforeseen high swell conditions, change of destination, etc., the following precautions should be observed in order to minimize ship’s movements and so avoid damages to the tanks inner structures and cargo systems caused by water sloshing: ⇒ The Master shall seek a sheltered or calm waters sea area where ballasting will be carried out, even if this implies a reasonable deviation from the planned course. ⇒ Were this not possible, the Master shall adjust the ship’s course and speed in such a way as to minimize rolling. Generally, in such cases, the best solution is to run before the wind. As for the discharge of heavy ballast water, refer to the Company’s SMS Manual – Section 12.3. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 17

2.2 Navigation in Restricted Visibility When the vessel meets or expects to meet restricted visibility areas, the first responsibility of the Officer of the Watch is to comply with the relevant rules of the applicable regulations for preventing collision at sea, to make particular regard to the sounding of fog signals, proceed at a safe speed and ensure the engines are ready for immediate manoeuvers. Navigation in restricted visibility is difficult. Even though considerable information can be obtained from Radar observation, extreme caution needs to be exercised. The following minimum precautions must be taken: • Whenever restricted visibility is encountered or expected, the manning level on the bridge must be increased to the maximum level of caution. • The vessel must proceed at safe speed as prescribed in the ‘Regulations for Preventing Collisions at Sea’. Commercial considerations are secondary to the safety of life and that of the vessel. • Sound signals as required by the regulations must be made • Engine room must be informed and engines must be kept ready for manoeuvring. In case the Engine Room is in an unmanned state, the Duty Engineer must be informed, to man the Engine Room. • The Master must be informed. • The vessel should be put on hand steering. • An additional lookout, excluding a helmsman, must be called. • A continuous radar watch must be maintained and systematic plotting of all targets must be commenced, including long range scanning. • Navigation lights must be kept on. • All watertight doors must be kept closed. • In heavy traffic areas the Master may if required call an additional officer to assist. • In shallow waters the echo sounder must be kept on. • The use of the VHF to agree upon any action to avoid collision is strongly discouraged, especially in restricted visibility. • The Blind and Shadow sectors on the radar must be identified and marked in advance. Presence of these blind sectors should always be considered. • It must be remembered that certain small targets may not be picked up at all, due to the presence of clutter. • Performance of radar must be checked by performance monitor if fitted. 2.3 Freezing temperatures - Ice Navigation in cold climates demands that special precautions are observed on board in order to avoid damages to the ship’s machinery and equipment and to protect the safety of the crew. See SPECIAL CONDITIONS CHECKLIST No. 2. 2.3.1 Ice accumulation on ships Ice accumulation on open decks and superstructures may occur from three causes: 1. Fog with freezing conditions, including “frost smoke” (frequently encountered near ice fields ). 2. Freezing drizzle, rain or wet snow. 3. Sea spray or sea water breaking over the ship when the air temperature is below the the freezing-point of the sea water (– 2°C). ⇒ The weight of ice which can accumulate from causes 1. and 2. may increase to such an extent on the rigging and high locationsof of the ship that the ice is liable to fall and endanger those on deck. See SPECIAL CONDITIONS CHECKLIST No. 2. ⇒ The weight of ice which can accumulate on board from cause 3. in rough weather will rapidly increase with falling air and sea temperatures and might affect the stability of the ship. The prudent course, in this circumstance, is to steer towards warmer waters if possible, or to seek shelter if a gale is anticipated in combination with such low temperatures. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 18

2.3.2 Ice Reports – Safety Messages Ice reports are available when ice is prevalent for the Baltic Sea, E coast of Canada, Gulf of Saint Lawrence, Gulf of Alaska, Sea of Japan. During the ice season in the North Atlantic Ocean, from 15 February through 1 July of each year, the USCG maintains the International Ice Patrol to monitor positions and movements of icebergs and to broadcast the relevant Ice Reports to all ships (SOLAS 74/78 - V/6). Ice reports services are detailed in the Admiralty List of Radio Signals – Volume 3. They must be carefully monitored on board whenever the ship is sailing in sea areas where ice conditions exist or are expected. SOLAS 74/78- V/31 requires that the master of every ship which meets with dangerous ice or encounters sub- freezing air temperatures associated with gale force winds causing severe ice accretion on superstructures is bound to communicate the information to the ships in the vicinity and also to the competent authorities, by broadcasting a danger message (TTT) by the most appropriate means. 2.3.3 Ice navigation When sailing sea areas affected by ice or nearby, the following precautions must be adopted: a) the ship shall be navigated in watch conditions BW-IV; b) machinery space should be kept attended by a full engineering watch; . Detailed rules and instructions for ice navigation are contained in the UKHO NP 100 – The Mariner’s Handbook – Chapter 6: Ice. They must be well known by the Master and Officers, and shall be observed and followed every time that the ship is sailing in ice. 2.4 Stand-by condition To detail the Company Requirements to ensure a vessel is fully prepared for Standby conditions, at the times required by this procedure. Requirements The vessel shall be placed on stand-by under the following conditions: 1) During port approach, entry and departure. 2) Mooring. 3) Tug handling. 4) Pilot boarding and disembarkation. 5) OPL calls. 6) Canal and river transits. 7) Anchoring operations. 8) When navigating in or near an area of Restricted Visibility. 9) Restricted waterways. 10) When navigating in ice. 11) Helicopter operations. 12) Distress assistance. 13) At any time the Master considers that the safety, security or maneuverability of the vessel is compromised. There may be circumstances that occur which are not listed in 1 to 13 above. Masters shall use their experience and discretion to determine whether there is a requirement to place the vessel on stand-by. During the stand-by period the manning levels on the navigating bridge and engine control room shall be increased in line with the requirements of ‘Bridge and Engine Room Organization’. During stand-by the Master should be in command on the navigating bridge unless emergency requirements dictate he is needed elsewhere. During stand-by the Chief Engineer should be in the Engine Control Room / machinery space unless emergency requirements dictate he is needed elsewhere. However under prolonged standby conditions the Master or Chief Engineer may be relieved by the Chief Officer or Second Engineer as appropriate, with hand-over recorded in the appropriate log book. The relevant navigation checklist shall be completed and the engine room shall inform the bridge verbally that the plant is ready for stand-by. Deck and engine room logbook entries shall be made to reflect this verbal confirmation. For prolonged stand-by, such as transits through straits, piracy areas or under Pilotage, where the Pilot requests a main engine speed greater than normal maneuvering revs, the Master may approve such a request as long as an appropriate period of notice is agreed for speed reduction and the prevailing circumstances & conditions are appropriate to do so. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 19

The Stand-by position shall be clearly annotated on all relevant navigational charts and the time of stand-by recorded in the deck and engine room movement books. The vessel shall not proceed beyond the predefined stand-by position as defined in the passage plan until all requirements for stand-by conditions are satisfied. Bridge and Engine room clocks and all data recording equipment shall be synchronized and any differences recorded when placing a vessel on standby. This check shall be recorded in engine room and deck log books. Mandatory geographical locations for Stand-by conditions whilst on sea passage When navigating any of the following areas, vessels shall be in a stand-by condition: • Within the box-shaped area extending from the Greenwich Meridian through the Dover Strait to Latitude 52° 05' North. • During the passage of the Malacca and Singapore Straits from One Fathom Bank to Horsburgh Light. • During the passage of the Torres Strait or Prince of Wales channel. • The Straits of Hormuz. One hour before arrival in, to one hour from the TSS. • During the passage of the Strait of Gibraltar, between longitudes 05° 15' West and 06° 12' West. • The Gulf of Suez. • The Straits of Babel Mandeb 2.5 Ballast Water Exchange at Sea. Ballast water exchange at sea (see SMS Manual - Section 12.3 - § 12.3.7 – IMO Resolution A.868(20)) must be conducted in accordance with the ship’s BALLAST WATER MANAGEMENT PLAN. The Master must take into account the following conditions before determining that it is safe to proceed with the exchange: ⇒ Sea state should be reasonably good, so to minimize hull stress. ⇒ Unusual ship’s draft and trim conditions may increase the navigation bridge blind sectors and reduce the horizontal field of vision. As a precautionary measure, bridge watch condition (BW) may be increased, and a proper lookout must always be maintained, even by placing extra people in different parts of the ship (forward, monkey-island, bridge wings, etc.) as appropriate, continuously in touch with the OOW on the navigation bridge (SOLAS 74/78 – V/22.4). In compliance with current regulations, and in order to satisfy any Port State request, ballast water exchange must be recorded both in the Navigation Logbook (GN/III) and in the Master’s General Logbook (GN/II). 3 NAVIGATING OFFICER On all the Company’s vessels, the 2nd Officer acts as Navigating Officer (SMS Manual – Para-graph 4.5.2.2). He assists the Master in voyage planning, keeps and updates ENCs and publications, completes the Pilot Card (See Appendix C). 4 TESTS AND CHECKS BEFORE DEPARTURE AND ARRIVAL Tests and checks to be carried out within 12 hours before departure and arrival, as per national and international regulations, are listed on a special placard on the navigation bridge and in the ship’s Drills Log Book, in which they shall be recorded, as well as in the Ship’s Logbook – Part II and Part III. Rudder checks are also described in ICS placard Guidance on Steering Gear Test Routines (for both placards, see Appendix G). In carrying out all necessary preliminary tests and checks, the following checklists should always be used (see Appendix C): NAV 01 ­ Pre-departure Checklist NAV 02 ­ Pre arrival Checklist. The O.O.W is responsible for their completion. He will show the completed checklist to the Master before the beginning of manoeuvring, confirming the positive results of all checks performed, or advising him of the detection of any deficiency or abnormal situation. 5 MASTER/PILOT INFORMATION EXCHANGE Ship’s particulars and conditions are supplied to the pilot by means of a NAV 03 ­ Pilot Card (see Appendix C), duly completed by the Navigating Officer and signed by the Master, which should be handed over to him as soon as he reaches the bridge. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 20

Manoeuvring characteristics (stopping times and distances, turning circles, blind sectors, ship’s speed at the different engine settings) are shown on the Wheelhouse Poster exhibited on the bridge. Exchange of informations between the Pilot and the Master, in order to plan the pilotage passage should be carried out as detailed in § 2.0 e 3.0 of the OCIMF/ICS/INTERTANKO publication International Best Practices for Maritime Pilotage (see Appendix F), using the special checklist NAV 05 ­ Pilotage/Harbour Steaming Plan - Information Exchange (see the following Part II-1 and Appendix C). 6 WRITTEN ORDERS TO THE OFFICER OF THE WATCH 6.1 Standing Orders 6.1.1 Company’s Standing Orders Standing orders issued by the Company, being valid for all ships of its fleet, are contained in this manual, particularly in Part III – Watchkeeping rules. On joining the vessel, OOWs should attentively read this manual and sign its special checklist with name and date for acknowledgement 6.1.2 Master’s Standing Orders On joining his vessel, each Master is authorised to issue to his Officers his personal standing orders, additional to the orders issued by the Company. Such orders should be entered and signed by the Master at the beginning of his Orders Book, and must be signed for acknowledgement by the Officers, with date, rank and name. Master’s standing orders should include reference to the ECDIS in use onboard the vessel. This may include vessel-specific instructions for Watchkeeping Officers which are unique to its ECDIS installation. In no case and for no reason whatever Master's Standing orders may reduce or override the Company's minimum safety criteria (visibility, CPA, UKC, etc.) laid down in this manual. 6.1.3 Daily Orders Orders given by the Master for the time he is not personally on the bridge, entering them in his personal Orders Book, with date, time and signature. Each Officer, in taking over his watch, should read them attentively, and sign them for acknowledgement. At rergular intervals, the Master should record in the bridge order book what is expected of the OOW with regards to ECDIS. Any time the Masters enters in his Orders Book the wording “Standing orders” he expressly refers to all orders and rules contained in this publication and to any standing orders personally issued by him. 7 Supply of ENCs and publications Automatic supply of ENCs and publications is entrusted to the International Admiralty Chart Agents (IACS) for Italy, CAIM of Genoa and SIRM of Naples, under an annual Outfit Management Service (OMS) contract:  Firms in charge of the OMS keep in their operational offices in Genoa and Naples a continuously updated inventory of all ENCs and publications covering the ship’s trading area;  The trading area is notified to the appointed firms by the Company’s Marine Department, according to the informations received by the Chartering Department on the commercial employment of the ship;  Suitably in advance, the ship notifies the appropriate OMS firm of her next port of destination togethr with the materials forwarding address;  Whenever, for unexpected urgent reasons, the ship has to arrange an immediate supply of publications by means of its local Agent, the Master shall immediately inform the Company’s Marine Department and the OMS firm, in order to update the inventory. 7.1 Updating Publications The Navigating Officer is in charge of keeping and updating publications. Directions for updating UKHO publications are contained in publications NP100 – The Mariner’s Handbook. All ships are fitted with the ENCs and publications management system Chart-co and MBA, allowing them to receive directly, via INMARSAT, the UKHO Weekly Notices to Mariners (NM), and to keep an electronic record and file of corrections by means of its Chart-co/NP 133C/MBA. Publications in use for the current voyage should be corrected immediately, while those not in use can be updated as necessary, by means of the corrections filed in the Chart Manager/MAB. 7.1.1 Admiralty Information Overlay (AIO) - The Admiralty Information Overlay is a dataset designed to be displayed over ENCs and which contains all Admiralty T&P NMs and EPNMs. AIO can displayed in compatible ECDIS and is usable within some chart management and planning systems.The overlay only carries information where appropriate Admiralty paper chart coverage is available. In these areas users should consult appropriate local sources of (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 21

information. It is recommended that information that is relevant to the voyage is transferred from the AIO and incorporated via manual updates to the ECDIS and that the requirements to do so is set out in the high level policy by the Company.The AIO update should be received weekly. If the ECDIS manufacturer does not support AIO then the paper T&P notices must be obtained from the Chart Service Provider and the Notices inputted manually using the Marine Information Objects (MIO) function. 7.1.2 Electronic Charts Users of electronic charts should be aware that: • ENC and RNC are official charts producted by a hydrographic office; and • All other commercially available alternatioves are unofficial or private charts; • Only a type-approved ECDIS with an appropriate back-up operating with up to date official electronic charts meets the safe navigation requirements of SOLAS. ENCs are official vectors charts. These charts store hydrographic information in a database rather than as a picture. An ECDIS uses the database to create System Electronic Navigational Charts (SENC) and displays such charts seamlessly. The use of a database in this way allows watchkeeping officers to select which charted features are displayed and to add information to the chart manually. Master’s and watchkeeping officers should be aware that access to ENCs and RNCs is controlled by licences/permits. To view a particular ENC or RNC a valid licence/permit will need to be loaded onto each ECDIS. Licences and permits are available from the hydrographic office which produced the ENC or RNC. For our Company the supply Company are CAIM/SIRM. Common licensing arrangements include: • Pre-pay licensing based on intended use. Normally licences and permits are specific to a ship and typically allow a cell to be viewed for a period of 3, 6 or 12 months on that ship; or • Dynamic or pay as You sail (PAYS) licensing based on actual passage. Ships have access to all charts for planning purposes but only pay for charts that they use during navigation. Licences and permits should be managed using the ship’s charty management system. 8 BRIDGE EQUIPMENT 8.1 Navigational equipment and instruments The ship is fitted with the navigational equipment and instruments prescribed by SOLAS 74/78 – V/19 & 20 and by R.S./1991 – Title VI – Chapter I. Officers of the Watch should perfectly know all bridge equipment, their controls and use, and the location of all relevant manuals and instructions. To this purpose, all new-engaged Officers should submit themselves to the prescribed familiarization program (SMS Manual – Paragraph 5.3.3). Maintenance of navigation equipment should be carried out in accordance with the planned program set up by their manufacturer. The Second Officer is in charge of on-board maintenance (SMS Manual – Paragraph 4.5.2.2). He shall notify the Master of any abnormal condition of the navigation equipment and of any need of technical assistance. Technical services should be requested and managed in accordance with the prescribed procedure (SMS Manual – Paragraphs 7.4.4 & 7.4.5). 8.1.1 Compass • Every year the adjustement of the magnetic compass should be checked, and repeated if necessary (R.S./1991- Art. 141.5). Service certificate should be obtained and maintained on board. Records of all maintenance are to be kept onboard. • At least twice per day, at sunrise and sunset as a rule and at least once per watch and at every major alteration of course when conditions permit. The results are to be entered in the compass deviation book and at least once per watch in the Deck log book determine the standard compass deviation and the gyro compass error by azimuth of the sun or low celestial bodies. Enter results in Compass Record Book and Navigation Logbook. Obtained deviation values should broadly agree with the deviation card (± 3°). Whenever weather conditions makes it impractical, this fact should be noted in the Compass record Book and Navigation Logbook. • The gyro compass is an essential navigational instrument for the vessel and responsibility for the care of this equipment should be delegated to a deck officer (usually the 2nd Officer) who will ensure that prior to commencing every voyage, the compass is properly settled and that all repeaters are correctly aligned • All Duty Officers and AB’s are to be familiar with the non-follow up mode of steering (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 22

• All Gyro Repeaters must be compared with the Master compass, once every watch • Great caution must be exercised and errors must be taken frequently, whenever the Gyro is stopped and restarted, e.g., after Dry docks or annual servicing • A Compass Error Log must be maintained 8.1.2 Course recorder Beginning and completion of arrival and departure manoeuvres (SBE, FWE or EFA) shall be hand-written in ink on the course recorder with date, time and signature. At sea, course recorder shall be handwritten at end of watch with date,time and signature by OOW. 8.1.3 Echo sounder As a general rule, the echo sounder must be kept running and operational at all times, both at sea and in port (it supplies data to the VDR continuously). The echo sounder graphic recorder should be switched on prior to each approach to shallow waters and port entry and prior to departure, and remain in operation while in shallow waters (as a rule, inside the 30 metres curve). The date and time of switching on should be marked on the recorder chart. In addition, the date and time of passing significant land or seamarks should be marked on the recorder.When sailing inside the 200 m depth contour (continental or insular shelf), performance of the echo sounder should be regularly tested by comparing the soundings obtained with the actual depths show on the chart. As a rule, such a test should be carried out once every watch and should be recorded in the Navigation Log by the OOW, stating range/scale used, sounding by echo sounder and actual depth of water as per ENCs. 8.1.4 Radar Both ship’s radars must be kept running and fully operational at all times while sailing or manoeuvring. Times of switching the radar on and off shall be recorded both in the Radar- and in the Navigation-Log. The OOW should familiar with the differences between X-band (3 cm.) and S-band (10 cm.) radars and be aware that X-band radar is operating in the 9 GHz frequency band for the detection of search and rescue trasponders (SART). • A range appropriate to the prevailing conditions and circumstances must be used and it should be realised that small vessels, ice and other floating objects may not be detected at an adequate range • The Officer of the Watch shall ensure that systematic analysis and plotting of radar targets is commenced in ample time to ascertain the course and relative direction of travel of various targets, thus anticipating any necessary avoiding action that may be required • All Deck Officers shall be fully familiar with the operation of the ARPA collision avoidance systems aboard the vessel • All Deck Officers should be fully familiar with all the facilities available on the Radar / ARPA including radar mapping, route monitoring etc. wherever these facilities exist. The manufacturer’s manual should be consulted in order to fully utilize these functions. If radar mapping is used the officers must ensure that the maps are correctly aligned and verified to contain the correct information. • The performance of the radar installation must be checked before the vessel proceeds to sea (by the use of the Performance Monitor where fitted), i.e. prior to standby and at least every four hours once the vessel is at sea when the radar is operating. A record of the performance monitor results (i.e. size and shape, not just the word Satisfactory) are to be kept in the deck log book or Radar Log. The change in size and shape will indicate the performance changing and make the officer aware of a reduction in performance • Masters are to encourage the Deck Officers to practice radar plotting, thus maintaining skills • Blind radar plotting using parallel indexing techniques is to be practised by all officers so that a degree of proficiency may be maintained. This method of plotting is particularly important for use when entering ports in restricted visibility A shadow sector diagram for each radar must be posted next to the applicable radar showing the arc or arcs of blind sectors (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 23

8.1.4.1 ARPA • All vessels, as required by SOLAS regulations, are fitted with an automatic radar plotting aid with which the Master and officers are to become fully conversant • The Master should encourage all Deck Officers to practice use of this navigational aid • When using the ARPA for collision avoidance, speed through the water must be used. Speed input to ARPA should be from the Speed Log. If Doppler log is used for speed input, then the “water track” option if available should be selected. In case the log is not available then the speed should be manually input. However, GPS should not be used for speed inputs during collision avoidance. A small note to this effect should be posted close to the ARPA set. • Frequent practice must be done by the OOW’s in clear weather and under conditions of low traffic density including Trial manoeuvre function on the ARPA, to gain confidence on the equipment • The Manufacturer’s Manual must be thoroughly understood in order to reap the full benefits of all the features of the ARPA • It must be borne in mind that unless it is possible to ‘stabilize’ the Nav Lines by using Auto drift or similar function; they tend to drift when using relative motion display. This could be extremely dangerous • It must be understood that targets may enter the “Guardzone” without setting off the alarm. Auto acquisition of targets is a useful feature but it cannot be relied upon fully It must be clearly understood that wrong input of speed can cause very serious errors in the vectors calculated by the ARPA, thus giving incorrect speed and heading of the other vessel. The speed input should therefore be checked frequently. Wrong input of headings can also cause serious errors • It must be borne in mind that the CPA as calculated by the ARPA has an inherent inaccuracy according to the limitations of the equipment and therefore a CPA of less than 1 n.m. must be considered with extreme caution • CPA / TCPA alarms must be set on the ARPA appropriate to the circumstances of the case. It must be ensured that these alarms are not muted. Furthermore, the urge to cancel the CPA / TCPA alarm without checking the cause, due to repeated activation must be guarded against 8.1.5 ECDIS 8.1.5 (i) Training requirements The Master and Officers of ships equipped with Electronic Chart Display and Information Systems (ECDIS) must have attended the following courses: a) ECDIS GENERIC TRAINING COURSE, based on the IMO Model Course No. 1.27 - “The Operational Use of Electronic Chart Display and Informations Systems (ECDIS)”, delivered by a training centre approved by the Flag State administration. This is in compliance with the content of STCW Code Table A-II-1. b) ECDIS SHIP SPECIFIC EQUIPMENT COURSE, related to the make of the equipment fitted on the ship on which they are currently serving, delivered by the manufacturer or the manufacturer approved agent (i.e. it will be necessary to attend a ship specific training course for each different system a Master or Officer is expected to operate). Trickle down training (i.e. one officer training another) is not acceptable. This requirement is identified under the provisions of section 6.3 & 6.5 of the ISM Code which requires not only effective training but familiarization of new equipment and regulations with respect to safety and emergency related duties. 8.1.5(ii) Ships equipped with a double ECDIS  ECDIS is the primary navigation system, provided that: (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 24

- Both primary and secondary ECDIS units are “type approved” in accordance with IMO Resolution A.817(19). - Both ECDIS units work independently and and are independently powered by the ship’s main and emergency power supply system. - The system is fitted with an Electronic Navigational Charts (ENC) database appropriate to the ship’s trading area. ENC and relevant weekly updates must be supplied to the vessel by means of the UKHO Admiralty Vector Chart Service (AVCS). Use of unofficial ENCs is not acceptable. (See ECDIS Manual). - The Master and Officers must be able to produce appropriate documentation that they have attended both an ECDIS Generic Training Course and an ECDIS Ship Specific Equipment Course (see preceding paragraph 8.1.5(i). - ENC/ECDIS Data Presentation and Performance Check for Ships. The checks should be run at least once for each ECDIS every six months or after a software update, system upgrade or change equipment and should be reported to the IHO. Refer ECDIS manual for further instructions. 8.1.5(iii) Sailing by ECDIS ENCs appropriate to the intended voyage and their latest updates, as well as the relevant passage plan, must be loaded onto both the primary and secondary ECDIS units before commencement of the voyage, thus ensuring that both units are networked and all data inputs are duplicated. ECDIS linked with GPS, radar and other navigation devices is a powerful aid to navigation, providing assistance for quick and sound decision making; however it should not be used in isolation to make navigational decisions. Visual observation of the world beyond the bridge windows remains a vital for safe navigation. Traditional relative navigation tecniques should be employed to confirm that correct vessel position is shown on the ECDIS, in particular: - Radar parallel indexing and use of clearing bearings. - Use of radar to check the accuracy of the charted position by comparing the location of the radar target against the charted symbol. - Visual cross bearings. Data input from the gyrocompass, speed log, echo sounder and other electronic equipment should be regularly monitored to ensure their accuracy. 8.1.6 GPS GPS is referenced to WGS84 (World Geodetic System - 1984) international ellipsoid and it is recommended that the ship’s receivers are always maintained referenced to that datum. All ship’s GPS equipment should be mainteined fully operational both at sea and during port stays. 8.1.7 AIS (IMO Resolution A.917(22) – 29.11.2001) Most of the information broadcast by the ship’s AIS for the purpose of target data display on other ships and VTS are generated automatically by the system (e.g. identification data, position, etc.). However, some items of information are of a varying nature and therefore have to be defined by the operator, taking into account that some of them, for commercial purposes, may be of a confidential nature:  DESTINATION – ETA: Confidential information. Enter these data only when approaching the arrival port, where their knowledge may facilitate other ships in vicinity in close-quarters avoidance actions, or when requested by a VTS procedure.  NAVIGATION STATE (Underway, Drifting, Towed, Anchored, etc.) – NUMBER OF PERSONS ON BOARD – DRAUGHT: Necessary information. Enter them at the beginning of voyage and update them as necessary. Appropriate instructions on how to enter and update voyage data are contained in the AIS Operator’s Manual. Incoming AIS data should be used with caution. In addition, occasional checks should be made to ensure that course and speed data transmitted by own ship’s AIS is accurate. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 25

8.1.7.1 Use of AIS in collision avoidance situations AIS information may be used to assist in collision avoidance decision making. When using the AIS in the ship-to-ship mode for anti-collision purposes, the following cautionary points should be borne in mind: - AIS is an additional source of navigational information. It does not replace, but supports navigational systems such as radar target-tracking and VTS; and - the use of AIS does not negate the responsibility of the OOW to comply at all times with the Collision Regulations. - The user should not rely on AIS as the sole information system, but should make use of all safety- relevant information available. - Once a ship has been detected, AIS can assist in tracking it as a target. By monitoring the information broadcast by that target, its actions can also be monitored. Changes in heading and course are, for example, immediately apparent, and many of the problems common to tracking target\\s by radar, namely clutter, target swap as ships pass close by and target loss following a fast manoeuvre, do not affect AIS. - AIS can show in advance the presence of a target which has not yet been detected by radar because of local conditions, like river bends or high headlands shadowing radar waves. - AIS can also assist in the identification of targets, by name or call sign and by ship type and state of navigation. 8.1.8 LRIT SOLAS 74/78 – V/19-1 requires all ships engaged on international voyages, to transmit automatically, via INMARSAT, Long Range Identification and Tracking (LRIT) information (ship’s ID, position, date and time of position) at least four times a day, to a LRIT Data Centre selected by Flag State Administration, part of an IMO- established International LRIT Data Exchange system. It is the responsibility of the Master to make sure that the ship’s LRIT transmitting equipment remains permanently in function, both in port and at sea. LRIT information are regularly monitored by the national LRIT Data Centre, for Italian-flagged ships the Operations Centre of the Italian Coast Guard Headquarters in Rome. 8.1.9 BNWAS SOLAS 74/78 – V/19.2.2.3 requires all ships to be fitted with a Bridge Navigational Watch Alarm complying with the standards laid down in Resolution MSC.128(75). The system must be in operation whenever the ship is at sea. The purpose of the BNWAS is to monitor bridge activity and detect operator disability, which could lead to maritime accidents, thus enhancing safety of navigation. The BNWAS should incorporate the following operational modes: • Automatic (Automatically brought into operation whenever the ship’s heading or track control system is activated and inhibited when the system is not activated). • Manual ON (In operation constantly). • Manual OFF (Does not operate under any circumstance). • Once operational, the system should remain dormant (Td) for a period of between 3 and 12 minutes. The means of selecting the operational mode and the duration of the dormant period (Td) should be protected so that access to these controls should be restricted to the Master only (Resolution MSC.128(75)). In order to satisfy any PSC or external inspection, the regular operation of the BNWAS when the ship is at sea must be documented by recording the times of its activation and de-activation in the Navigation Logbook (G.N./III). The BNWAS must be keep only in manual mode and switch off in port. 8.1.10 VDR (IMO SN/Circ.246 – 17.06.2005) The purpose of the Voyage Data Recorder (VDR) is to collect and store, in a secure and retrievable form, information concerning the position, movements, physical status, command and control of the ship over the period leading up to, and following an incident. Information are collected in the Data Acquisition Unit (DAU) located inside the navigation bridge. Data covering the last 12 hours are continuously stored in the Protective Memory Capsule (PMC) located on the monkey island, so to make its recovery easier in case the ship sinks. The VDR must be kept always operational, both at sea and in port. In case of any accident (navigation, manoeuvring, mooring/unmooring) the Master must: (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 26

 Save in the DAU Hard Drive all data covering the last 12 hours, using the special SAVE button on the Bridge Alarm Unit (BAU) in the wheelhouse. Make a backup of data covering the last 3-4 hours by inserting a formatted writable CD into the special tray fitted to the DAU server. THIS IS AVAILABLE FOR CHIBA CLASS VESSEL ONLY. FOR SAMSUNG CLASS IS DIFFERENT. 8.1.11 Use of Electronic Navigation Aids Accidents have occurred where the primary cause has been over-reliance on a single electronic navigational aid. In other cases, accidents have occurred where the watch keeper was not fully conversant with the operation of equipment or its limitations. British MCA Marine Guidance Note MGN 379 (see Appendix B) emphasizes the need for a correct use of navigational equipment by watch-keeping Officers. Its summary Key Points are:  Be aware that each item of equipment is an aid to navigation.  Be aware of the factors which affect the accuracy of position fixing systems.  Appreciate the need to cross-check position fixing information using other methods.  Recognize the importance of the correct use of navigational aids and knowledge of their limitations.  Be aware of the dangers of over-reliance on the output from, and accuracy of, a single navigational aids. 8.2 Operation of steering gear In areas where navigation demands special caution, ships shall have more than one steering gear power unit in operation when such units are capable of simultaneous operation (SOLAS 74/78 – V/25). As for the steering gear mandatory test routines (SOLAS 74/78 – V/26 and R.S.1991 – Art. 229), see the special ICS placard posted on the bridge (see Appendix G). 8.3 GMDSS The ship is fitted with radio communications equipment for GMDSS sea areas A1, A2 and A3, as prescribed by SOLAS 74/78 – Chapter IV. When a dedicated GMDSS Officer is not on board, the radio communications service is carried out by the three Officers of the Watch holding a General Operator Certificate (GOC) the ship must carry in this case. One of them, formally appointed by the Master by a special entry on the Radio Log, acts as GMDSS Responsible Officer. GMDSS watch is carried out as prescribed by SOLAS 74/78 – IV/12, in accordance with the guidelines given in STCW 2011 Code – Sections A-VIII/2 and B-VIII/2. Maintenance of GMDSS equipment is provided by means of a Shore-based Maintenance Service agree- ment with TELEMAR of Rome, as required by SOLAS 74/78 – IV/15.7 8.3.1 Secrecy of communications ITU – Radio regulations 1994 – Chapter XI – Article 54: § 3 – The master or the person responsible, as well as all persons who may have knowledge of the text or even of the existence of a radiotelegram, or of any information whatever obtained by means of the radiocommunication service, are placed under the obligation of observing and ensuring the secrecy of correspondence. The GMDSS Responsible Officer and, in his absence, the OOW have the obligation of watching that no person not connected with the service, of any rank or capacity, can loook at or acquire knowledge of mes- sages or information received or sent by means of the equipment fitted to the navigation bridge. They are under the obligation of maintaining secrecy on all communications they may became aware of. All persons that, for whatever reason, have access or use the GMDSS communications must be made aware that the navigation bridge is fitted with a VDR system providing a continuous complete voice and VHF communications recording. 8.4 Oil tankers – Use of bridge equipment in port When an oil tanker is berthed alongside an oil dock or is in vicinity of an oil installation, use of some bridge equipment should be restricted or suspendend for safety reasons. As a general rule:  Use of open type transmitting aerials (SSB) is not allowed.  Power output of closed type transmitting antennae (VHF/UHF) must not exceed 1W. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 27

 External parts of bridge equipment must be intrinsecally safe.  Portable equipment or devices must be intrinsically safe. Specifically: • GMDSS MF/HF SSB Transceiver: It cannot be used, it should be switched off before reaching the oil dock and its aerial must be grounded, as stated in the special notice posted on the GMDSS console (see Appendix G). • GMDSS and CCR VHF radio equipment: They can be used only with their power switch set to LOW. (Their power output must not exceed 1 W). • Automatic Identification System (AIS) on the navigation bridge: It cannot be used and should be switched off before the arrival at the oil dock, to be re-started only on departure. (Transmits in the VHF band with a power output of 12,5 W). AIS equipped with 1 W option can keep On also in port. In case local authorities require its operation in port for security or VTS reasons, notify the shore staff in advance. • Radar equipment: Radars should be switched off on arrival. Were it is necessary to operate them while in berth, check the harbour and terminal safety regulations and apply to the shore staff in advance. (Scanner motors may not be intrinsecally safe. Operation of high power 10cm (S-band) radars may induce electrical potential into nearby conductors). • Portable UHF/VHF radio equipment: Only intrinsically safe sets, belonging to the vessel’s equipment or supplied by the terminal, may be used. (Their power output does not exceed 1 W). On the navigation bridge and in the Cargo Control Room a special placard is posted, containing the safety rules for the use of radioelectric equipment and portable devices on board (see Appendix G). 8.5 Bridge equipment breakdown In case of a breakdown or malfunction of any navigation bridge equipment, immediate measures must be taken to assure the safe navigation of the vessel. Specifically:  Course and speed must be set in accordance with local sea and weather conditions, traffic, proximity of the coast or dangers, type of breakdown and the availability of alternate or back-up systems.  Broadcast safety messages to all ships in vicinity. Show the prescribed day- and night-signals.  Notify the breakdown to the authorities in charge of operating VTS or traffic reporting systems .  Notify the DPA.  Notify the breakdown to the Port State authorities of the port of destination, either directly or through the ship’s local Agent. Follow any prescribed special procedure (Safety checklist for EU ports). The breakdown and the measures taken must be recorded and detailed in the Navigation Logbook. The Master should request in the prescribed way the Company to urgently arrange the appropriate technical assistance. 9 KEEPING NAVIGATION LOGBOOK Article 173 of Italian Code of Navigation and SOLAS 74/78 – V/24 regulation require that an official Navigation Logbook (Giornale Nautico - Libro Terzo - Giornale di Navigazione (G.N./III)) should be kept on board all ships. An orderly and correctly kept log is of the utmost importance in the commercial and under-writing management o the vessel. By going through the Navigation Logbook, it should be possible, at any moment, to reconstruct in all details any voyage performed by the vessel. It should therefore be completed thoroughfully in all its parts, recording courses made good, way points with course changes and relevant times, noon position, miles run, speed performed, beam transits of conspicuous points and fixed or floating signals, sight reductions, sea and weather conditions being experienced, special events, and any other appropriate information. At the end of each watch the OOW shall record on the Navigation Logbook the ship’s position and the effectivenessof the radar(s) in operation as measured by the performance monitor(s). An accurate keeping of Navigation Logbook and a thorough record of all sailing elements and data are particularly important when sailing narrow waterways, rivers or canals, during arrival and sailing manoeuvres and, generally speaking, in restricted waters, near dangers, other vessels, fixed or floating structures, even and above all, when employing a pilot. On ships not fitted with a special automatic recording system, orders to the ER transmitted by engine telegraph, or engine setting by bridge controls, with relevant times, should be recorded in a special Bell Book. All entries in the Navigation Logbook, in the Bell Book, in the Compass Record Book, in the Radar and VHF Logs, in any scratch log and in any other navigation bridge document, with the exception of sea charts, should be made in ink. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 28

10 PLACARDS The following statutory placards shall be posted on the navigation bridge: • Magnetic compass deviation table (SOLAS 74/78 – V/19.2.1.3). • Auto to manual and emergency steering change-over procedures (SOLAS 74/78 – V/26.3.1). • Manoeuvring informations (Wheelhouse Poster) (SOLAS 74/78 – II.1/28). • Life Saving Signals (SOLAS 74/78 – V/29). • International Call Sign – MMSI (SOLAS 74/78 – IV/6.2.5). • Muster List (SOLAS 74/78 – III/8.3). • Radar blind sectors diagrams (MIT Circular letter). • Shipboard working Arrangements (Italian D.L. 27.07.1999, n. 271 – art. 11.9). The following placards shall also be posted, as required by Company’s Safety Management System (SMS) according to ISM Code: • Company Policy Statement. • Smoking Regulations. • Drug Warning. • Alcohol Warning. • Company’s Drugs and Alcohol Policy. • Use of Mobile Phones is NOT Permitted on the Bridge. As for the display and use of Company’s placards specifically related to the bridge team and service organization and performance, see the content of this manual and its Appendix G. 11 EMERGENCY PREPAREDNESS Chapter 8 of the Company’s SMS Manual deals with emergency preparedness. As the navigation bridge is the main and most important control station of the vessel, the content of Chapter 8 is herein summarized. 11.1 General Emergency (SMS Chapter 8). SOLAS 74/78 and Italian Safety Regulations (DPR 08.11.1991, no. 451) identify the following emergencies: 1) Fire on board. 2) Man overboard. 3) Abandon ship. 4) General emergency. The ship’s MUSTER LIST details all crewmembers’ tasks, duties, stations and destinations for such emergencies, and relevant safety signals. Scheduled drills are regularly carried out in order to assure crew preparedness. A copy of the MUSTER LIST, regularly updated with crewmembers names, is permanently posted on the Navigation Bridge. 11.2 Pollution and Risk of Pollution (SMS Chapter 8). Immediate action to be implemented and procedures to be followed, particularly reporting ones, are contained in the following statutory approved manuals: • Shipboard Oil Pollution Emergency Plan (SOPEP) – (MARPOL 73/78 – I/37). • Vessel Response Plan (VRP) – (U.S.A. OPA-90). Both these manuals are located on the navigation bridge, immediately available for consultation and use (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 29

11.3 Breakdowns and Shipboard Emergency Situations (SMS Chapter 8). The Company has identified some break-downs and emergency situations which could possibly happen on board vessels: 1. Collision. 2. Grounding. 3. Flooding. 4. Bad weather damages. 5. Structural failure. 6. Fire on board (accommodation, tanks area and cargo tanks, cargo pump engine room). 7. Explosion. 8. Toxic gas release. 9. Gyrocompass failure. 10. Steering gear failure. 11. Bridge propulsion control system failure. 12. Main Engine failure. 13. Loss of power (Black-out). 14. Flammable gas in ballast tanks. 15. Inert Gas System failure during discharge. 16. Break away from an oil jetty. 17. Emergency Towing Arrangement (ETA) 18. Man overboard. 19. Abandon ship. 20. Rescue from enclosed spaces. 21. Serious injury. 22. Heavy weather. 23. Reduced visibility. Additionally, some special condition operations, being not part of the routine ship's activities, have been taken into consideration because of their importance and complexity, requiring accurate perform-ance procedures and a particular training of the crew: 1. Helicopter operations. 2. Freezing conditions. The Company has prepared a set of checklists which are kept in a special file, available for prompt use and consultation in the following ship's locations: Navigation Bridge – Engine Control Room (ECR) – Cargo Control Room (CCR). 11.4 Assistance and Salvage (SMS Chapter 8). The Company is well aware and recognizes that, in case it becomes necessary for a ship to obtain assistance (including salvage), or when an opportunity arises to render assistance to another ship, the Master has full and complete authority to take such actions as he solely can consider to be necessary or convenient to the circumstances. In such cases, the Master should inform the Designated Person Ashore (DPA) (see SMS Manual - Chapter 3, § 3.6). Were it not possible to get in touch with the DPA or his reserve and to obtain the Emergency Team Ashore assistance (see SMS Manual - § 8.5.2), the Master should not hesitate to request or render assistance, acting in full autonomy and with the highest authority. In requesting assistance, the Master shall always ascertain whether it can be adequately rendered by one of the Company managed ships. The Master is hereby formally authorised by the Company to agree upon assistance by signing the STANDARD FORM OF SALVAGE AGREEMENT NO CURE - NO PAY (LLOYD’S OPEN FORM - LOF 2011) approved and published by the Council of Lloyd’s, a copy of which can be found in the ICS/OCIMF publication Perils at Sea and Salvage (see Appendix to Chapter 6 - # 112). In no case negotiations to reach or stipulate a particular form of agreement or contract terms will be permitted to delay the rendering of necessary assistance. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 30

12 REFERENCE PUBLICATIONS The following pubblications, made available on board all ships, should be well known to the Master and the OOW on the navigation bridge. • ICS – BRIDGE PROCEDURES GUIDE - 5th Ed. 2016. • NI – BRIDGE TEAM MANAGEMENT - A Practical Guide - by Capt. A J Swift, MNI - 2nd Ed. 2004. • ECDIS PASSAGE – 2 Ed. 2015 nd st • GUIDE TO ECDIS Implementation, Policy and procedures – 1 Ed. 2014 • ENC Maintenance Record. • GUIDE to ENC symbols used in ECDIS – 2 nd Ed. 2015 • Admiralty Guide to the Pratical Use of ENCs – 1 Ed. 2012 st (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 31

PART II • Voyage Planning (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 32

PART II VOYAGE PLANNING 1 PLANNING Voyages should be planned for their whole length (berth to berth) before departure, as prescribed by SOLAS 74/78 – V/34, in accordance with the directions given in the STCW 2011 Code – Section A-VIII/2 (See Appendix A), in the IMO Resolution A.893(21) (see Appendix D) and in the NI publication Bridge Team Management, following the basic rules and safety criteria herein detailed. Voyage planning should cover both the sea passage and the pilotage waters and the steaming in ports, canals and rivers. • The Passage Plan Spreadsheet should establish the most favourable route, whilst maintaining appropriate margins of safety and safe passing distances offshore. • When considering the route, the factors that should be taken into account include the following: • The adequacy and reliability of charted hydrographic data • The availability of navigational aids, marks, lights and radar conspicuous target position fixing along the route • Routing constraints imposed by the ships draught, type of cargo, routing restriction etc • Areas of high traffic density, piracy, war zones, restricted areas etc. • Expected weather conditions (probability of reduced visibility, heavy weather, etc) • Ocean currents and tidal streams • Areas of onshore set, lee shores or very strong currents (particularly coastlines which are hazardous in other ways) • Ship operations (e.g. decanting slops) which are only permitted in certain areas which may require illumination on deck • Compliance with the Load Line Rules during all stages of the voyage • Observations or remarks from a previous voyage between the same destinations if any, should be considered • Restrictions in way of reliability on machinery or equipment (if encountered and no fully solved at beginning of the voyage) Note: The “ ICS – Bridge Procedures Guide “ and Nautical Institute Publication “Bridge Team Management” – Chapters 2 and 3 – ‘Passage Appraisal’ and ‘Passage Planning’ contain a wealth of valuable advice a examples on how to design and prepare a passage plan. The Company endorses this advice and requires navigators to be thoroughly familiar with the content of these publication and prepare their plans accordingly. In planning, the following checklists should be used (see Appendix C): NAV 04 ­ Voyage Planning Checklist, for the entire voyage planning. NAV 05 ­ Pilotage/Harbour Steaming Plan – Information Exchange, for ship/shore exchange of infor-mations necessary for pilotage waters and harbour steaming planning. If, at any time, unexpected circumstances arise (delays, deviations, re-routing, waits, changes in orders or program, etc.) such as to modify the course of a voyage, its planning shall be updated in order to adapt it to the new conditions. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 33

1.1 RESPONSIBILITIES • The designated navigating officer, the 2nd Officer, shall plot the courses and prepare the passage plan, ensuring that it covers the entire passage from berth at departure port to berth at the arrival port, divided up into three (3) sections Berth to Pilot, Pilot to Pilot and Pilot to Berth • The Master will check and verify the plan prepared by the Navigating Officer and formally approve it by appending his signature to it. Any subsequent changes to the plan will require further review and signature by the Master • The Master is responsible to ensure that all Officers are made aware of the Passage / Voyage Planning for the intended voyage. This shall be done in form of a meeting, all Officers then are to sign the planning for read and understood. 1.2 NOTES ON PASSAGE PLANNING There are four distinct stages involved in passage planning which are: • Appraisal • Planning • Execution • Monitoring 1.3 APPRAISAL All information that may be relevant to the planning of the passage shall be collected and carefully appraised to assess the risks involved in the voyage. The publications in section 12 should be consulted as a minimum in the preparation of each passage plan. Form (Sea Passage Plan) shall be used on every occasion to ensure completeness of submission 1.4 CHARTS AND PUBLICATIONS Charts Loadline Chart (as applicable) Passage Planning ENCs (where available) Routing Charts ENCs Publications Ocean Passages for the world Ships Routeing Sailing Directions (Pilot Books) List of Lights List of Radio Signals Tide Tables Tidal stream atlases Guide to Port Entry Supplementary Data Supplementary Navigational warnings Data Weather reports / advice (long term and short term) AIO Local Notices to Mariners (if available) Local Port Information (if available) 1.5 PASSAGE PLAN USING ECDIS ECDIS is a useful tool for increasing the efficiency of passage planning. Effective use of route planning tools, voyage notes and action points should be part of a comprehensive passage plan. The following should be considered when using ECDIS for passage plan: • Availability of and access to the required up to date ENCs and RNCs for the intended passage. This should include identification of areas where ECDIS may need to be in Raster Chart Display System (RCDS) mode and where paper charts might therefore be required; (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 34

• If reusing a previous passage plan the route will need to be rechecked to confirm that it remains safe; • An appropriate large scale ENC or RNC should be used when planning a route; • The need to ensure that any old or previous routes are removed from the display; • The need to select chart symbols (pick report) on ENCs to obtain additional detailed safety and navigational information; • A maximum acceptable cross track distance (XTB) should be applied to each leg of a route. • Safety depth and safety contours should be calculated and setup in accordance with UKC Company’s police requirements. • ETA information should be set manually or using route planning tools. If this is set incorrectly it may affect tidal data and time dependent information associated with the route; • Current and tidal data, if integrated with ECDIS and up to date, should be applied to the route; • Information relating to the vessel’s characteristics should be checked and confirmed as correct. This includes information about draught (including any allowance for squat or additional safety margins), turn radius and vessel dimensions. The passage plan should be saved, backed-up and locked to prevent unauthorised editing. Additionally, in coastal or restricted waters, the following shall be marked on the ENCs chart: • Parallel indexes off salient points of land, approaches to alter course positions and navigation hazards (if within 10 miles of the track) • Leading lines and transits where applicable • Known radar conspicuous features (and also unusually poor targets, where known) • Tidal stream data, especially onshore sets, tide races and tidal shears • Areas of critical under keel clearance (and tidal height data if appropriate) • Where engines shall be on standby for manoeuvring and where notices should be given to the engine room • Where anchors shall be cleared away and anchor party on standby forward • Any changes in engine speed (e.g. for avoidance of squat) • Wheel over positions, turn radius, where appropriate to the cell scale • Radio Reporting Points (with reference to written plan) • Areas of expected converging/crossing/high traffic, etc. • Areas of expected leisure or fishing boats etc. • Boundaries of Sensitive Areas, Coastal or Restricted Waters, etc. and any checks required (e.g.USCG pre-arrival requirements etc.) • The charted plan shall be supplemented by a written plan ( Voyage Planning), which will incorporate all of the above information and, in addition will specify: • Consideration should be given to the fact that a leg of the passage may be executed either during daylight hours, at night or under restricted visibility conditions, whilst a visual leading line may be the best approach in daylight, night or restricted visibility may favour a different line. In most cases however, the same line can be followed using different aids The passage plan shall be prepared in the prescribed form and for the sake of clarity should be in discrete sections as follows: • Sea Passage Plan • Pilotage/Harbour Steaming Plan In case the vessel is requested to drop anchor on arrival, the Passage Planning is to be amended accordingly  Coastal or restricted waters and sensitive areas may be compiled as separate modules, but if so, it shall be absolutely clear how the module fits into the main plan and where the changeovers occur The appraisal shall also include details of: . Currents (directions and rate) . Tidal information (height, direction and rate of set) (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 35

. Draught of the vessel during various stages including under keel allowances for area where squat may be experienced. . The air draught . Advice and recommendations given in sailing directions . Local rules and regulations governing the ship’s conduct . Navigational lights . Navigational marks . Traffic separation schemes and mandatory and voluntary routeing and reporting schemes. . Radio aids to navigation; their availability and limitations during the passage . Navigational warnings affecting the area, including ice warnings. . Location of ferry routes, which may include high speed craft. . Location of known areas of heavy traffic . Location of known military craft exercise areas . Climatological data affecting the area . Vessel’s maneuvering data. . Location of MARPOL environmentally sensitive ‘special areas’. Once all this information has been brought together, the Master in consultation with the navigating Officer and other deck officers shall make an overall assessment of the intended passage. This appraisal will provide the entire bridge team clear and accurate indication of all areas of danger and highlight those areas where it is possible to navigate safely taking into account the calculated draft and required under-keel clearance. Taking into account all the condition of the ship and her characteristics for the voyage a decision on the margins of safety to apply for the intended voyage can now be made, agreed and understood by all concerned. 1.6 PASSAGE PLANNING IN OPEN WATERS (Passages which are more than 24 nautical miles from the coast and 50m or more in depth)  The advantages and disadvantages of great circle tracks should be carefully considered  Although mathematically shorter, great circles tend to take vessels into high latitudes where bad weather, strong winds, heavy swell, poor visibility and ice may be encountered  By contrast, the rumb line tends to keep vessels in more temperate weather, lessening the likelihood of weather damage and increasing opportunities for deck maintenance  For long voyages, both should be plotted and assessed on this basis. In many cases, it will be seen that a compromise course is the optimum solution  Ocean Passages should be planned using the appropriate monthly routing chart and taking into account the advice contained in Ocean Passages for the World. The routing advice in this publication is generally very suitable for low-powered vessels, although it perhaps underestimates the adverse effects of heavy swell on large tankers in high latitudes  The Master shall request weather routing advice if he deems it necessary. He shall use his discretion as to whether he follows this advice or not  The setting for the Past Track Display should be set to not more that 15 minutes. 1.7 PASSAGE PLANNING IN COASTAL / RESTRICTED WATERS (Passages Coastal) which are more than 12 to 24 miles nautical miles from the coast and/or 50m or less in depth) (Passages Restricted) which are less than 12 nautical miles from the coast and/or 50m or less in depth)  By comparison with open waters, margins of safety in coastal or restricted waters can be critical, as the time available to take preventive action is likely to be limited  Courses and alteration points should be planned to make optimum use of conspicuous navigation lights, beacons and other fixed landmarks  Light Vessels and major Light Floats may be used, but their position fixing and tracks should be (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 36

verified beforehand  Buoys and minor floating aids should not be used for primary position fixing and tracks should not be laid off to use them as such  The Navigating Officers should also consider the use of radar overlay/underlay on the ECDIS(if available) and/or ECDIS overlay underlay on the radar(if available), particularly in restricted visibility)  During coastal navigation, traditional fixing methods, such as visual bearings and radar ranges, should be used to verify the accuracy of the GNSS input into ECIDS and to monitor the ship’s position and progress along the intended track.  The visual reference to passing navigation marks or traditional fixing methods, such as bearings and radar ranges should be used by Navigating Officers for monitoring of the ship’s position and progress along the intended track is carried out during pilotage and when operating in confined water.  Parallel Index (PI) should be used as a comparison and must be recorded  The setting for the Past Track Display should be set to not more that 2 minutes. 1.8 MONITORING THE ROUTE PLAN  Consideration should be given at the planning stage to ensure that the progress of the vessel can be properly and effectively monitored throughout  Where practicable, alter course points round a hazard or salient point of land should be constructed such that the hazard or salient is abeam (or abaft the beam) at the point of alteration (or wheel over). This simplifies the Officer of the Watch’s job and reduce the likelihood of error. It is obviously bad practice to unnecessarily alter course towards a hazard which is forward of the beam, especially at short range  In the eventuality that the vessel does not proceed directly to the berth (due to an array of reasons, such as terminal/port congestion) then the Passage Plan must be amended to reflect courses to and from the selected safe anchorage point, pursuant with the normal review by the Master before instigation. In the case of a safe port allocated anchorage positions/anchorages are usually allocated for the size and draft of the vessels capable of being handled in a nominated port  Guidance on primary and secondary means of position fixing should be included in the plan, however, it is up to the Officer of the Watch to use the best means at his disposal to fix the position of the ship as accurately as possible  Minimum position fixing intervals shall be specified, and the Officer of the Watch shall fix the ships position with at least that frequency.  Navigating officers must not become over-reliant on ECDIS. Frequent checks should be made of the ECDIS position fixing system (normally GPS) by the use of other means.  Use “Other” as “displayed category” at all time, in order to avoid the hiding of potential hazard. Electronic charts should be used at his compilation scale. Use of different display scale should be time limited. To avoi over scale or under scale display.  1.9 VISUAL MONITORING TECHNIQUES  The plan should make optimum use of leading lines and transits  Consideration should be given to the fact that chosen marks may not be visible both by day and night, and in the event of restricted visibility. The passage plan may be usefully enhanced by the inclusion of views from the pilot books 1.10 RADAR MONITORING TECHNIQUES  Where possible, the plan should be optimized for the use of parallel indexing and radar  It is good practice to lay off courses such that parallel indexes are whole miles. This facilitates rapid verification using the radar range rings. Similarly, minor modifications to course or positions may better match the inherent features (e.g. operating, setting up) of the radar. 1.11 DISTANCE OFF  The distance off salient and dangers that a ship should maintain taking into account the following: • The draught in relation to the available depth of water (see section 1.12) (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 37

• The possibility of on-shore set or leeway (what would be the risk in the even of a major engine / power failure?) • The nature of the coast / seabed (how exposed is it? Would anchors hold a disabled ship?) • Reliability of the survey depths, positions of hazards, navigation marks, reference datum etc • Traffic – Shipping, fishing and leisure (how distracted will the watch keepers be in dealing with these various traffic scenarios?). Is there sufficient sea room to starboard for manoeuvring to avoid other vessels? – Particular care is necessary in traffic convergence areas where the vessel could be ‘boxed in’  In general, any saving in distance achieved by laying off courses too close to salient and hazards (e.g. the grounding line) does not outweigh the increased risk. In the absence of formal routine, local regulations or other guidance, it is therefore recommended that a margin of 10nm should be allowed where it is practicable and possible to do so  Where it is necessary to pass within this distance, the passage plan should draw the special attention of the Officer of the Watch to this 1.12 Minimum Under Keel Clearance (UKC) The minimum values of under-keel clearance (UKC) by which ships can proceed under the various sailing conditions, are: ⇒ Open seas – Open roadsteads: 30% of ship’s maximum draft; ⇒ At anchor in port limits: 1,5 m; ⇒ Dredged canals/channels, basins, rivers, fairways and port approaches: 0.6 m; ⇒ Alongside jetty/piers: 0.5 m. ⇒ At SBM/CBM: 1.5m or 10% of ship’s maximum draft, whichever is greater. Under keel clearance (UKC) can be affected by several factors, to be taken in due consideration: • The predicted height of the tide; • Effect of weather conditions and barometric pressure on the height of the tide; • Nature and stability of the bottom (sandwaves, siltation, etc.); • Accuracy and reliability of hydrographic data; • Reduced depths over pipelines and other submarine obstructions; • Water density; • Sea and swell conditions; • Reliability of ship’s draft observations or calculations, including estimates of hogging and sagging; • The vessel’s size and handling characteristics; • Increase of draft due to squat and heel. Useful guidelines are also contained in the UKHO publication NP100 – The Mariner’s Handbook – Chapter 11, paragraphs 11.128 ÷ 11.131. Calculation of the UKC for each leg of the passage should be carried out by using the special Company’s forms Under Keel Clearance Calculation (see Appendix C) which are an integral part of the process of passage planning. Values so obtained should be recorded both in the Sea Passage and in the Pilotage/ Harbour Steaming Plans. Forms should be stapled to the concerned charts or enclosed to the passage plan itself. Company’s ships should never proceed into waters where their under keel clearance would become less than the stated values. However, in planning a passage, the Master has the amplest liberty in deciding the amount of under keel clearance by which his ship can safely sail, considering the above factors, on the basis of his personal judgement and professional experience and in accordance with good seamanship, provided that such amount is greater than the previously listed values. Whenever there is doubt that the requested minimum UKC values can be maintained during any part of the voyage (at sea or in port), the Master should: ⇒ Inform the Company’s DPA and Marine Manager as soon as possible; ⇒ If within port limits, obtain the latest sounding information, including the nature of the bottom, from the local authorities, VTS, pilots or terminal well before arrival. Should this not be available, the Master should request guidance from the Chartering Department. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 38

1.13 Deep contour • To indicate the area in which the depth of waters is such that own ship may experience squat. Normally twice vessel’s draft but not less than 30m. 1.14 Safety contour • This functions is used for setting a safe depth range for the given ship. The calculated safety contour is equal to or larger than the entered value if the depth contour chosen is not available on the chart. Safety contour highlights the safe navigation waters and ECDIS gives an alarm if the ship is going to cross the safety contour within the time limits specified in the safety guard zone parameters, by default the safety contour is 30 mt. If the safety contour specified by the mariner is not the SENC the safety contour show is the next deep contour and the mariner is informed in the Legend panel. ECDIS emphasizes the safety contour with a wide Grey line on the chart. ⇒ Vessel Safety Draft = Ship’s draft + UKC + Squat + CATZOC Safety Margin – Height of Tide 1.15 Shallow depth / Shallow contour • The Shallow contour shades the area from the shallow contour to zero depth. • The following value can be used as a reference for the setting of Shallow Contour: ⇒ Shallow Contour = Ship’s Draught + Squat (at the maximum predicted speed). 1.16 Safety depth • Safety depth is the depth in meters, below sea level that is considered to be safe for the ship. This is very important when the ship is approaching isolated danger. On the chart the soundings with a depth value lower than the Safety depth are displayed in blue, but the soundings with a depth value bigger are displayed in light grey colour. Both soundings can be displayed or hidden by checking on or off the checkboxes “ Deep Soundings” and “ Shallow Soundings “ in the presentation panels described above. The safety depth must not be less than the safety contour value. Depth information provided by ENC is not adjusted by tidal height. • The “ Safety Depth” is calculated as follows: ⇒ Safety Depth = Draught + Squat + Company’s UKC1 + CATZOC safety margin + Swell - HoT (Height of Tide) It shall be the minimum required depth (chart datum) used for the UKC calculation. OFFICERS SHALL NOT MODIFY IN ANY CASE SHIP’S SAFETY PARAMETERS AND ALARMS (AS SAFETY DEPTH, SAFETY CONTOUR, SHALLOW CONTOUR, ETC) FOR THE CURRENT VOYAGE INTO ECDIS WHICH ARE SET BY RESPONSIBLE NAVIGATING OFFICER UNDER MASTER DISCRETIONS AND REPORTED INTO THE PASSAGE PLAN (HARD COPY) AND NOT TO BE CHANGED WITHOUT MASTER’S AUTHORIZATION (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 39

1.17 Safety height • This is the height in meters, above sea level that is considered to be safe for the ship. 1.18 Look – Ahead Function The “Look Ahead” function (also known as the watch vector, anti-grounding setting or Guard zone) compares the safety settings entered with depth information in the ENC and generate a warning or indication if contravened. Whilst in route monitoring mode, an alert is given before reaching a potential threat to safety, or the safety contour is encountered. The same look-ahead range will be used for: • Approaching boundaries of prohibited areas • Areas where special conditions apply • Crossing a safety contour • Proximity to danger (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 40

1.19 Safety Channel Width (XTD – Port and Starboard Corridor) The safety channel width is also more commonly known Cross Track Distance (XTD) Alarm Corridor. The XTD is defined either side of the intended route track. As a minimum the corridor width to either ship side should be set of 0.1 of a nautical mile (185 mtr). Some ECDIS have the functionality for the Navigating Officer to define the width of this corridor as it is more prudent on an ocean passage to set a wider corridor as opposed to a geographical limitations ( narrow requirement – channels, fairways, etc.). 1.20 Minimum Safety Settings Look–ahead values must be amended to reflect the planned speed of the vessel on a given leg and the proximity to the safety contour or other alarm feature. In addition to mentioned requirements for Safety Contour and Safety Depth the width of the channel setting to be NO MORE THAN those indicated, must also be adopted. Look ahead time: Width of safety Channel: Pilotage and confined waters: 3 mins 0.1 NM Coastal water: 12 mins 0.2 Nm Deep Water / Ocean Passage: 30 mins 0.5 Nm Some ECDIS’s (e.g. JRC) is provided also with danger detection sector for safety. The sector can be set to monitor dangerous objects around ship. The sector and its radius can be set as required with angle (0.0 deg to 359.9 deg). This would need to be determinate by the Master and its depending on the ship’s speed, traffic situation, geographical limitations and manoeuvrability. The safety parameters as required by the Master’s orders must not be changed by the watch officer. If during the voyage on the Master request the safety parameters stipulated by Master in the passage plan should be amended, then this must be recorded in the deck log book. 1.21 Airdraft – Overhead Clearance (OC) • Airdraft: Height above the waterline of the tallest part of the ship, generally the masthead or the upper extremity of a whip aerial; it can be obtained by using the relation:  Vertical distance between keel and masthead minus draft corrected for trim, as detailed in the special section of the ship’s Loading Manual. Airdraft must be carefully calculated before reaching port and recorded in the Pilotage/Harbour Steaming Plan and in the Pilot Card. • Overhead Clearance (OC): The vertical space above the highest part of the vessel which can be allowed when passing under any object or structure overhead (bridges, cables, suspended pipelines, transporters, etc.). It can be obtained by using the relation:  Vertical clearance of the structure minus airdraft. In calculating the OC, the ship’s airdraft must be corrected for water density and, when sailing a river, due consideration must be given to its stage (height between its flood and minimum flow levels. The advice of the pilot for the latest local conditions must be sought and the passage of such structures must be jointly planned well in advance. ⇒ Bridges and fixed structures: The physical vertical clearance (headway) above HAT (Highest Astronomical Tide) of such structures is given on charts in black (see UKHO chart 5011 – D20 & H20). As a general rule, the overhead clearance (OC) in passing under bridges or fixed structures should never be less than 1.5m. ⇒ Overhead power cables: High voltage may cause a dangerous electrical discharge between a cable and a passing ship. To avoid this danger, some maritime authorities require a safety margin of from 2 to 5 mtr. when passing under a power cable. This value, subtracted from the cable physical vertical clearance, gives its Safe vertical clearance above HAT, shown on charts in magenta (see UKHO chart 5011 – D26 & H20), and the ship’s airdraft should never exceed it. When no safe vertical clearance has been established, the power cable physical vertical clearance is shown on charts in black (see UKHO chart 5011 – D20 & H20) and the ship’s OC in passing underneath must be calculated in the usual way (the same as for bridges and fixed structures) and its value should never be less than 5m. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 41

See also UKHO NP100 – The Mariner’s Handbook – Chapter 9, paragraph 9.71. Overhead Clearance (OC) must be recorded in the Pilotage/Harbour Steaming Plan and entered in pencil on the chart, close to the bridges, structures or cables to be passed. 1.22 Employing a pilot Masters of the Company’s vessels have absolute liberty to avail themselves of the assistance of a pilot, even where the pilot service is not compulsory (Turkish Straits, for ships transiting to or from the Black Sea, Danish Straits, Baltic Sea, deep sea pilots, etc.). Pilot services, both compulsory and optional, and relevant procedures, are described in the Admiralty List of Radio Signals - Volume 6. Particularly, the Company, though unwilling to interfere in its Masters’ action, but in order to afford the best safety conditions to her ships, her crews and to the environment, hereby orders that all ships entering or leaving the Black Sea must avail themselves of the assistance of a pilot in transiting the Dardanelles and the Bosphorus. 1.23 Traffic Separation Schemes (TSS) Rule SOLAS 74/78 – V/10.7 makes mandatory for all ships the use of the traffic separation schemes adopted by IMO, as listed in the publication Ships Routeing and shown on the sea charts. Use of schemes which have not been adopted by IMO is made mandatory by the administrations of the Coastal States which implemented such schemes, inside their territorial seas. In planning the ship’s sailing in a TSS, due attention should be given to the provisions of Rule 10 of COLREGS 72. 1.24 SAR Reporting Systems Participation in the statutory SAR reporting system ARES (Automazione Ricerca E Soccorso) operated by Italian Coas Guard Headquarters is mandatory for Italian flagged ships, following the procedure detailed in the ship’s ARES Manual. The Company encourages its Masters to participate in SAR reporting systems operated by other Countries (AMVER, AUSREP, SINGREP, SISTRAM, etc.), as detailed in the Admiralty List of Radio Signals – Volume 1 – every time their ship sails through sea areas covered by such systems. 1.25 Vessel Traffic Services (VTS) Rules SOLAS 74/78 – V/11and V/12 require that all ships should participate in the traffic reporting and control systems (VTS) enacted by the contracting Governments in their territorial waters. The Company encourages its Masters to participate in all VTS in whose areas they are sailing, even where such participation has not been made compulsory or is only requested for some types of ships. VTS and relevant applicable procedures are described in the Admiralty List of Radio Signals – Volume 6. 1.26 Protection of the marine environment Passage should be planned taking into account all national, international and Coastal States rules intend- ed to protect the marine environment, and all actions suggested to this purpose by good semanship. Particularly: ⇒ Courses to be followed should be laid down outside and well clear of protected sea areas or marine reserves, as shown on the charts and detailed in the sailing directions and in the IMO publication Ships Routeing (Areas to be Avoided), where ships’ transit is restricted or prohibited, ⇒ Take into account the provisions of some charter-parties concerning the sailing of ships in areas deemed to be ecologically sensible (Great Barrier Reef, Magellan Strait, etc.) ⇒ The limits of the special areas, as defined by MARPOL 73/78 – Annex I/1.11 and Annex V/5(1) for proper discharge of oily waters and disposal of garbage, should be clearly shown on the passage plan. ⇒ The limits of the special areas (SECA), as defined by MARPOL 73/78 – Annex VI/14 and Directive 2005/33/CE, where the SOx content of the fuel oil used on board is subject to limitations should be clearly shown on the passage plan. ⇒ The sea areas where it is possible to carry out the ballast exchange, when so requested, (International Convention for the Control and Management of Ships’ Ballast and Sediments, 2004) should be located on the passage plan ⇒ As for the measures enacted by the USCG and other Federal Agencies for the protection of the Right Whale (endangered species) along and off the Atlantic seaboard of the U.S.A., refer to the directions given in the UKHO NP 68 & 69 – East Coast of the United States Pilot – Volumes I & II. Relevant reporting procedures are detailed in the Admiralty List of Radio Signals – Volume 6,Part 5. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 42

1.27 Fuel distance Before beginning a voyage the Master, with Chief Engineer’s advice, should make sure that the ship’s bunkers are enough to ensure a sailing range allowing: (a) to perform the planned voyage, with a minimum safety margin of 20%; (b) in case the voyage lasts for less than 10 days, the minimum safety margin must be 2 days of steaming. The Master should arrange the ship’s refuelling program in conjunction with the Company’s Chartering. 1.28 Pilotage PILOTAGE PRINCIPLES One of the Navigator’s key resources in the harbour and harbour approaches is the Pilot, a professional shiphandler with encyclopaedic knowledge of a local port and harbour area. His presence is very often required by local regulation or law. He is not considered, by the common definition, to be a member of the Bridge Team, but he is an extremely important Bridge resource. He remains, except in certain defined areas, an advisor to the Master, who retains full responsibility for the safety of the vessel. Only in the designated places of Panama Canal Pilots are given full navigational responsibility. As an important navigational resource, the Pilot should be subject to smart management and as a professional Navigator deserves respect. The balance of these two elements is the responsibility of the Master, who manages the Master-Pilot Exchange (MPX). The explicit purpose of the MPX is to tell the Pilot the particulars of the vessel: its draft, condition of Engines and navigational equipment and special conditions or characteristics, which might affect the Pilot’s ability to understand how the vessel will handle in close quarters. However, simply relating the vessel’s characteristics and condition does not constitute a proper MPX, which must be more comprehensive. The implicit purpose of the MPX is to establish a rapport with the Pilot so that a mental model of the transit can be agreed on and shared with the Bridge Team. Thus, the MPX is not an event but a process, which will ensure that everyone responsible for navigating the vessel shares the same plan for the transit. Pilot card lists the essential vessel parameters for the Pilot’s ready reference. The Pilot must request sign the vessel’s forms related to the Pilotage. The Pilot must be engaged in conversation about the events and hazards to be expected during the transit, such as turning points, shoal areas, weather and tides, other vessel traffic, tugs and berthing arrangements, status of ground tackle and other matters of concern. This information should be shared with the Bridge Team. At any time during the transit, the Master should bring up matters of concern to the Pilot for discussion. Communication is the vital link between the Pilot and Master that ensures a safe transit. 1.28.1 Purpose The Master must employ a Pilot whenever the safe navigation of the ship or local regulations makes this necessary or advisable. The presence of the Pilot never relieves the Master of responsibility for the safe navigation of the ship. Transfer of the con from the Master to Pilot or Pilot to Master, must be logged to the Bridge logbook. 1.28.2 Responsibilities Master: He retains full authority, control and responsibility for his vessel, even if the Pilot or the harbour Master is onboard. The Master evaluates the Pilot’s advice and, in extreme cases, he should consider ignoring it. In case that the Master has clear grounds to doubt the competence of a Pilot, he should take all the necessary measures for maintaining the safety of the vessel, including the replacement of this Pilot by another. OOW: In case of any doubt about the intentions or actions of the Pilot, he should request clarifications by the Master and follow his orders. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 43

1.28.3 Procedure Regulations for Pilot boarding vary from one port to another. The Master and Officers should familiarise themselves with the various methods and requirements before arrival and ensure that proper arrangements of Pilot gear are made and pay attention to the following: - Timely contact with Pilots and setting of boarding procedures. - Timely preparation of boarding equipment as per the requirements of the particular port. - Passing of relevant information from the Master to the Pilot. - Escorting the Pilots to / from the Bridge and to / from the embarkation position. - Contact concerning the side of embarkation / disembarkation position. - Advise the Engine Room of the time of stand-by. - Nomination of an Officer to meet the Pilot and conduct him to / from the Bridge. - Inform the Pilot of the location of lifesaving appliances provided for his use. - The proposed Passage Plan, including review of any potential changes, weather conditions, berthing arrangements, use of tugs and other external facilities should be explained by the Pilot and agreed with the Master. - Monitoring of the progress of vessel and execution of Pilot’s orders by the Master and OOW. - Instructions given by the Pilot are clear and followed correctly. - The internal and external communication language has to be discussed and agreed during the initial Master – Pilot information exchange. - The Bridge Team should never hesitate to query / seek clarification from Pilots regarding any communications made and intentions and / or planned actions. - Clear, precise and common language communication amongst all involved personnel is the key to safe operations and to a better understanding of each other’s intentions and plan of action. - Vessel’s maximum speed in order not to exceed the minimum UKC due to squat effect. - The vessel’s steering must be handled by a member of the crew at all times. The Pilot’s instructions should be verbally conveyed to the helmsman via the Master or OOW. The Pilot shall never be authorised for direct handling of steering equipment. - Radar is in operation and suitably calibrated. In no case the scale should be changed without previously informing the Pilot. Prior to Pilot embarkation, the form “Ship to shore Master/Pilot exchange” must be completed. When proceeding under a Pilot's advice, both the Master and the OOW must constantly review the Pilot's orders and decisions. Any doubts regarding the progress of the vessel must immediately be brought to the Master and/or Pilot's attention. If necessary the Master should not hesitate to take the necessary corrective action. Important items from these actions are further detailed in the following paragraphs. Further reference to procedures described in the “Bridge Procedures Guide” shall be also adhered to. 1.28.4 Passage Plan The Master must discuss the vessel's passage plan for the intended transit with the Pilot and compare it with the Pilot's intentions. Any differences should be addressed and a final plan agreed by both the Master and Pilot must be issued. The Master must advise the OOWs of any changes to the passage plan. If, based on Pilot’s input, an amendment has to take place, the OOW should verify and compile the amendment always under the supervision of the Master. The amendment must be attached to the original passage plan. The following should be among the points considered by the Master and Pilot: (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 44

- Planned navigational route. - State of tide along route and at berth. - Depth of water along route, making due allowance for squat. - Minimum UKC. - Speed at various points along route. - Limiting conditions which would cause operation to be abandoned. - Use of anchors (planned and emergency). - Manoeuvres requiring tugs and number and power of tugs. - Disposition of tugs and use of vessel or tug lines. - Communications procedures, from vessel to shore and from vessel to tug. - The side alongside when moored. - Maximum wind force acceptable during mooring and unmooring. - Details of the mooring arrangement. - Sequence and method of the line handling during mooring and unmooring. - Whether Pilot is to be changed, together with the method and position when changing Pilot. - Disembarkation position and method of disembarkation. The majority of Pilots are always willing to discuss their requirements and thus, the apparent reluctance of a Pilot to discuss his planned passage and / or manoeuvres should emphasise the need for even greater vigilance on the part of the vessel's personnel. 1.28.5 Pilot information Exchange Form “Pilot Card” shall be completed as directed by the Master and handed out to the Pilot on boarding. The checklist “Checklist on pilotage” should be kept on Bridge. The OOW shall make an entry in the Bridge logbook on the Pilot’s boarding, verifying that the appropriate checks have been made. The Pilot must be advised of the navigational monitoring procedures being carried out by the OOW and that this monitoring may include questioning the Pilot's practices. The Pilot should only be allowed to to provide directions for vessel’s movement when the passage plan has been agreed, he has received the Pilot Card and has been advised by the Master on the following: a. At sea: - The vessel's present heading and compass error, if any. - Engine speed and speed through water. - Position of helm. - Position of vessel by bearing and distance from a prominent navigation mark. - Details of close-by traffic. - Draft, trim and depth of water below keel. - Pertinent details of the vessel's handling characteristics. - Any limitations in operating ability, whatever the cause. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 45

b. In port: - The vessel's state of readiness. - Draft, trim and depth below keel. - Pertinent details of the vessel's handling characteristics. c. Mooring Plan: The Master should discuss with the Pilot his intensions for mooring at the berth. He must present to him the form “Mooring plan” showing the vessel’s mooring arrangement, in order to complete this and note any remarks. 1.28.6 Monitoring of Pilot The Master and OOWs must remain alert and attentive to the Pilot's handling of the vessel. They must advise the Pilot at any time they judge his actions to be in error or otherwise compromise the safe navigation of the vessel. The Pilot's instructions for coning the vessel to the OOW and the tugs must be monitored by the Master. Such instructions will be deemed to be instructions of the Master, unless modified or rescinded by the Master. The silence of the Master signifies approval of the Pilot's instructions. Should the Pilot fail to act on the Master's advice when the Master judges the safety of the vessel to be jeopardised, the Master must take over the con of the vessel or take whatever other actions may be appropriate to secure the safety of the vessel. The OOW must check all courses ordered by the Pilot and constantly monitor the vessel's progress by frequently plotting positions on the chart and keep the Master and Pilot fully apprised of the situation. Any doubts he may have as to the vessel's progress or position must be communicated to the Master immediately. The Master must insist that the Pilot comply with the appropriate COLREGS, observe speed restrictions when navigating rivers and narrow channels and when passing close to piers, marinas, small craft underway or at anchor, vessels with tows and moored vessels. Masters must ensure that Pilots and those responsible for the progress of the vessel are not distracted from their duties by idle conversation. The Master may, at his discretion, delegate his responsibilities to the C/O in order to get some rest during long periods in pilotage waters. The Operations department and/or the DPA should be notified for any substandard performance. 1.28.7 Pilot’s allowance to operate Bridge Equipment The Pilot should be allocated one Radar and the unit should be set into the mode required by him. Apart from unusual circumstances, this unit should not be interfered with and the vessel's personnel should monitor the other Radar. He should be also allocated 1 ECDIS unit, in case of paperless bridge operation. Vessels fitted with anti-collision systems that incorporate navigational tracking features must make this facility known to the Pilot and they should utilise this facility to best advantage. All the rest bridge equipment, including the telegraph or Bridge Engine control must always be operated by the ΟΟW or the Master. Engine orders must be repeated and their execution checked by the ΟΟW. Helm orders must be repeated by the helmsman and checked for their proper execution by the ΟΟW. In exceptional circumstances and at the Master’s own discretion to deviate towards safety, the Master may allow the Pilot to operate other bridge equipment. This practice should be always justified and documented in the Bridge Logbook. 1.28.8 Pilot order communications (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 46

The telegraph or Bridge Engine control must always be operated by the ΟΟW or the Master. Engine orders must be repeated and their execution checked by the ΟΟW. Helm orders must be repeated by the helmsman and checked for their proper execution by the ΟΟW. It is of special importance that extra care is taken by the Master and OOWs when the Pilot's native language is different from that of the helmsman or themselves. 1.28.9 Judging the Pilot’s or mooring Master’s ability The Masters and OOWs must remain alert to the Pilot’s or Mooring Master’s handling of the vessel and be prepared to intervene when necessary to safeguard personnel, environment, vessel or cargo. The Masters and OOWs must observe the helm and Engine orders given by the Pilot or Mooring Master and promptly determine whether these orders will produce the desired results, based upon their understanding of the vessel’s handling characteristics. Should the Pilot or Mooring Master fail to act on the Master’s or OOWs’ direction, when the Master or OOW judges the safety of the vessel to be in jeopardy, the Master or OOW must countermand the Pilot’s or Mooring Master’s instructions and take such action as may be appropriate to ensure the safety of the vessel. Full details of any such actions must be entered in the Bridge logbook and the Company must be advised accordingly. The Master must take affirmative action to obtain a suitable replacement of the Pilot or Mooring Master, if any doubt exists regarding their competence. If it is not practicable to obtain a replacement, the Master shall not proceed with the passage prior to obtaining relevant authorisation from the Operations Manager. Prior to the granting the authorisation, a discussion between the Master and Operations Manager, should take place in which the following should be included, without being limited to: - Implementation of extraordinary precautions. - Conditions en route. - Measures to monitor all actions of the Pilot or Mooring Master. During the passage, the Operations Manager must be kept duly informed. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 47

PART III • Watchkeeping Rules (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 48

PART III WATCHKEEPING RULES 1 GENERAL RULES The Officer of the Watch, as the Master’s representative, shall be responsible for the safe navigation of the ship during his watch. The Officer should report on the bridge well in advance, allowing himself ample time to relieve his outgoing colleague and to be able to take on the watch on schedule. If, on relieving the watch, a manoeuvre for traffic avoidance or change of course is being carried out, the Officer who began the manoeuvre should complete it before handing over the watch to his incoming colleague. On taking on the watch, the Officer should carefully read the orders written in the Master’s Order Book, signing them for acknowledgement, and shall use NAV 06 ­ Changing-over the Watch Checklist (See Appendix C). He shall check that his watch personnel are all fully fit for their duties. The incoming Officer will take on the watch only after having acquainted himself with the situation, and received all necessary information from his outgoing colleague. The outgoing Officer will hand over the watch only after having made sure that his incoming colleague has acquainted himself with the situation and has received and well understood all necessary information. The OOW shall restrict to a minimum the time he spends in the chartroom, or in the after part of the bridge, to work on the seachart, to consult nautical publications, to read instruments, to make logbook entries. He shall never leave the navigation bridge for whatever reason. In case of need, he shall call the Master, who will relieve him for the time necessary. The OOW should check that his watch personnel perform their duties with the proper attention and care. Do not forget that it’s the right of other crewmembers to work and rest free of worry, knowing that the vessel is always skilfully and carefully navigated and watched. The OOW should know the changeover procedures for steering system, steering gear pumps, auto- isolation system and emergency steering, as posted in the wheelhouse. The helmsman should be closely monitored by the OOW. Every time that a new helmsman joins the vessel, his skill in steering under various sailing conditions (open sea, restricted waters, adverse sea and weather, etc.) shall be immediately ascertained and, if necessary, a suitable training programme shall be established. Before manoeuvring, manual steering should be engaged in sufficent time for the helmsman to become accustomed, times and locations of engaging hand steering should be recorded in the deck log book or bell book. Available AB helmsmen (BW-II) and lookouts (BW-III and BW-IV) shall never leave the bridge. Particularly:  they shall not be appointed to carry out any fire rounds which could become necessary in case of troubles or breakdown of the ship’s fixed fire detection and alarm system;  they may be sent to carry out any accomodation tour of inspection during the hours of darkness only at the end of the watch, once they have been relieved. Such inspections should be recorded in the navigation log. As a rule, one of the bridge-wing doors should always be kept open. Do not forget that, in cold weather, window panes may mist up inside and, in hot damp weather, with air conditioning, they may mist up on the outside. The OOW should be aware of any personnel being at work on main deck, on the forecastle and the poop, on open decks, of any opening of scuttles, hatches or external doors, of any movement of cranes and lifeboats and, as a rule, of all these on-board activities whose safety could be affected by changes of heading or weather conditions. A special attention should be paid to people working aloft, on the mast or funnel and near radio aerials, radar scanners, whistles. It is the duty of the Responsible Officer to notify the OOW on the bridge of the beginning and completion of such works. The bridge should always be kept tidy and clean. An untidy bridge makes watchkeeping difficult and poses a danger for the vessel and her crew. The navigation bridge is the brain centre of the vessel. It is no place for meetings, entertainment or chat. Admittance is only for duty. Watch personnel should not be bothered or diverted while performing their duties. It is the responsibility of the OOW to have this rule strictly observed by anybody. (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 49

On the navigation bridge it is strictly prohibited to use radio and television sets, CD/DVD players, tape recorders, to read newspapers, magazines or books, and generally speaking, to perform any leisure activity. Company’s D&A policy strictly prohibits the possession and use of such substances. Particularly, on the navigation bridge it is strictly prohibited to consume or offer to anybody any kind of alcoholic beverage, either underway and manoeuvring or during port stays. This rule particularly regards the meals taken on the bridge by the Master and Pilots. It is the responsibility of the OOW to enforce this prohibition. 1.2 SAFE SPEED • The vessel shall at all times proceed at a safe speed in compliance with Rule 6 of the International Regulations for Preventing Collisions at Sea. • The speed of the vessel shall be reduced as required to take account of “squat” to maintain the required minimum underkeel clearance at all times. All officers shall be aware of the squat characteristics of the vessel. • The speed of the vessel shall be reduced when navigating in restricted visibility to achieve a stopping distance. • The speed of the vessel shall be reduced when navigating in the vicinity of ice to minimize the risk of damages • The speed shall be reduced when navigating in heavy weather to avoid damage to the vessel caused by wave or weather impact. In addition guidelines in respect to wave lengths in relation to speed of the vessel must be observed to avoid instant loss of stability and possible severe damage to vessel and cargo • Speed shall be adjusted as required to minimize potential damages caused by the vessels bow wave or wake. Special care is required passing fixed or floating structures with low freeboard, on which people are present 1.3 DEVIATION FROM OR LEAVING THE PASSAGE PLAN • The vessel shall be kept to the charted course line as per the passage plan. If the Officer of the Watch has to depart from the passage plan for any reason, then he shall lay off new courses clear of the identified hazard and advise the Master at the first opportunity • Where alterations of course are made in compliance with the “International Regulations for the Prevention of Collisions at Sea” then the base course shall be rejoinder as soon as practicable 1.4 POSITION FIXING • The position of a vessel underway shall be frequently verified as required in Passage/Voyage Planning, not exceeding the intervals as specified below: Passage/Position Primary Secondary Intervals Ocean passages(more than 24 mls off shore / away GPS Celestial obs. 1 hour from nearest danger) Coastal waters(more than 12 to 24 mls off shore / away Visual/Radar GPS 15 minutes from nearest danger) Restricted waters(less than 12 mls off shore / away Visual/Radar GPS/Parallel In. 10 minutes from nearest danger) Sensitive Areas Visual/Radar GPS 10 minutes Pilotage/Manoeuvring in port(when entering harbour Visual/Radar GPS 3-5 minutes limits / passing sea buoy) • Electronic position fixing may be used as a primary means where there are no shore-based objects to be observed and the radar coastline is indistinct. Whilst these systems appear to be infallible, the operator needs to have a good understanding of the principles and failings of the electronic system being used in order to avoid a false sense of security (a notice to this effect is to be placed on the GPS receiver to serve as a warning to the users) • In coastal waters where shore-based objects and land are radar conspicuous, visual/radar bearings and distances shall be used as the primary means of position fixing • Where terrestrial position fixing is carried out, the OOW shall bear in mind that, as far as possible, at least two position lines (bearings and distances) are required to ensure accuracy of the fix • Full use is to be made of all available navigational equipment, wherever possible, using more (DAMICO\\Brimanagman – Twelfth Edition – Created January 2017) 50