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Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 17 of 21 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 5 MANAGEMENT OF PERSONNEL Before reaching the port in which he will be relieved, the Master or the CE shall draw up a preliminary draft copy of the Handing- over report, completed in all its part. The draft copy so completed shall be sent by e-mail to Marine Department ([email protected]), Technical Department ([email protected] ), and Crew Department ([email protected]), always with copy to the HSEQ Department < [email protected]>. The draft copies will be examined and discussed with the on signing Master or CE during their pre-joining briefing in the Company’s offices, and a copy will be delivered to them, granting them as much time as possible for a preliminary examination. 5.3.3.2 Officers and Engineers - Handing-over Reports On leaving the ship, Deck Officers and Engine Officers are requested to complete a Handing-over Report. This document has several purposes: - To inform the relieving Deck Officers and Engine Officers of the current conditions of the ship, her equipment and machinery, as well as of the situation of the various managerial tasks; - To document the acknowledgement of the new Officers of the vessel’s current conditions, and the acceptance of their appointment; - To provide the Company with a sort of “snapshot” of the ship which helps to assess her current needs and planning appropriate action, when reviewed ashore by the concerned Departments. In order to comply with the above, the Company has implemented the following procedure: • Before reaching the port where the relief is scheduled, the Deck Officers or the Engine Officers will draw up a draft copy of the Handing-over report, completed in all its parts, which will be submitted to Master/C/E for preliminary evaluation approval. • At time of handover the report will be completed in two originals signed by the Master and/or C/E. • One original, shall be forwarded to the appropriate Company’s Department (Marine for Deck Officers, Technical for Engine Officers), while the other one will be filed on board in the usual way. 5.3.4 – Performance monitoring and appraisal 5.3.4.1 Officers and Crew The Master shall forward to the Crewing Department a Seafarer’s Appraisal Report and a Confidential Form (IP 03 Form 06 – IP 03 Form 10) for every crewmember (except the CE) in the following cases: 1. signing off of a seaman; 2. passing the probationary period; 3. relief of the Master, for Deck Department crew members; 4. relief of CE for Engine Department crew members; 5. on request from the Crewing Manager or the Manning Agent. Appraisal Reports shall be completed either by the Master, for the Deck Department, or by the CE, for the Engine Department for all crew members that have been sailing with them for at least one month. All forms shall be signed by the Master. A copy shall be handed over to the interested person. However, in case of any confidential comment, Master and Chief Engineer will have at their disposal an additional form that will be forwarded only to the Company Crew Manager and the Manning Agent Crew Manager, only in case the crewmember’s nationality is Indian, always countersigned by the Master. The Seafarer’s Appraisal Reports shall be forwarded by e-mail marked “confidential” as an attached file password- protected, addressed only to the Company Crew Manager and Manning Agent Crew Manager, only in case the appraisal report concerns an Indian nationality crew member. Such an e-mail will be cancelled soon after the forwarding and the relevant attachment, as well as its original, will be immediately destroyed on board. The Crewing Manager, having examined and endorsed them, will insert them in the personal file of the concerned people. The General Comments, as recorded in the report, shall be notified to the Manning Agent. During their stay on board ships (audits, inspections, surveys, repairs, etc.) the DPA, the Port Captain, the CSO and the Superintendents shall appraise, to the best of their capacity and experience, C/O, 2/E and Junior Officers’ action, using a special confidential reporting form (IP 03 Form 08). The report so completed shall be delivered to the Crewing Manager, to be eventually used in the process of general appraisal of the concerned people. FRATELLI d’AMICO ARMATORI S.p:A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 18 of 21 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 5 MANAGEMENT OF PERSONNEL In case an appraisal report brings out poor performance of a crew member or any atypical behavior, it will be discussed during internal Company meetings. 5.3.4.2 Masters and Chief Engineers (i) ON-BOARD APPRAISAL During their stay on board ships (audits, inspections, surveys, repairs, etc.) the DPA, the Port Captain, the CSO and the Superintendents shall appraise, to the best of their capacity and experience, the Master’s and CE’s action, using a special confidential reporting form (IP 03 Form 08). The report so completed shall be delivered to the Crewing Manager, to be eventually used in the process of general appraisal of the concerned people. (ii) GENERAL APPRAISAL Masters and CEs are appraised by the General Manager every time they leave a vessel, taking into account: (i) handing-over Report; (ii) ship’s operational, commercial and technical management; (iii) on-board appraisal reports by DPA, CSO, Port Captain and Superintendents; (iv) results of ship’s inspections carried out by Company’s Superintendents; (v) results of audits carried out on board by Company’s Internal Auditors; (vi) results of surveys and audits carried out by Classification Societies; (vii) Flag State inspections and PSC; (viii) results of Majors’ Vetting inspections; (ix) knowledge of the SMS shown during talks with DPA and internal Auditors; (x) results of periodical meetings in the Company’s offices; (xi) spirit of collaboration and personal motivation, (xii) affection for the Company. The appraisal process is documented by special checklists (IP 03 Form 11 – IP 03 Form 11A) in which the various appraisal criteria are examined and a final judgement is recorded, together with the advisability of granting additional benefits or incentives (see § 5.3.6.2). The appraisal documentation shall be kept in the personal files of the concerned Masters and CEs. 5.3.5 – Qualification for advancement Officers to be promoted must hold the certificate of competency requested for the rank in which they will serve. Professional skill of the candidates is verified by Masters and CEs during their turns of service on board by means of a special Development Checklist (IP 03 Form 07 a-b-c-f-d-e-f). Following criteria apply: (i) promotions up to 2nd Officer and 3E: according to Company’s requirements. The Crewing Manager decides after assessing the Appraisal Reports; (ii) promotions to the ranks of Chief Officer and 2E: according to Company’s requirements. The Crewing Manager decides after assessing the Appraisal Reports and having obtained a positive judgement from the DPA and the Heads of Marine and Technical Departments. (iii) advancement to the positions of Master and CE: according to Company’s requirements. The General Manager decides after consultations with the DPA, the Crewing Manager and the Heads of Chartering (only for Masters), Marine and Technical Departments (see § 5.3.1). (iv) 5.3.6 – Motivation – Incentives – Crew retention (v) 5.3.6.1 - Motivation (vi) Motivation of personnel is one of the best means to obtain perfect safety and environmental protection conditions on board. (vii) The most effective way to persuade the personnel to follow the provisions of this manual is to let them clearly understand the purposes of the SMS and its implications in terms of safety of life at sea and protection of the environment. (viii) All personnel must realize that the adoption of the SMS by the Company is not just a mere formality or the servile fulfilment of current laws, rather it has the purpose of reaching the goals determined by the Company by means of its policy (see the “Company Policy Statement” at the beginning of this manual and posted on board). FRATELLI d’AMICO ARMATORI S.p:A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 19 of 21 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 5 MANAGEMENT OF PERSONNEL (ix) To this purpose, every new crewmember shall be supplied as soon as possible, either by the Master or by a specially appointed Senior Officer, with suitable information on the SMS and on the importance of carefully following the instructions contained in the manual and of carrying-out all his assigned tasks. 5.3.6.2 - Incentives The Crewing Manager may suggest to the General Manager the following benefits for those seafarers who showed an actual commitment to the Company’s policy during their service turns on board:  continuity of working agreement;  advancement;  incentives. On the other hand It is the task of the Marine Department to find out all the equipment, activities, facilities which are deemed to be useful in order to improve living conditions on board or for the motivation of crewmembers, and to submit them to the General Manager for approval. The Company will check that the SMS is correctly carried out on board, that the ship and her equipment are in good conditions and that the crew is properly trained. In accordance with the reached quality level, gratifications may be granted to Masters and Chief Engineers (see § 5.3.4.2(ii)). 5.3.6.3 – Crew retention The Company gives the utmost importance to the retention of crew members, particularly Officers. Engaging on its ships seamen that already served on board them allows the Company to form its own group of expert and dependable seafarers. Officers retention rate is calculated and continuously updated in accordance with the criteria and formula set down by INTERTANKO, using data supplied by the crew management database. 5.3.7 – On-board compliant procedure Each seafarer can raise a claim if he deems to suffer a violation of his rights under Maritime Labour Convention, 2006 (MLC 2006) or applicable Collective Bargaining Agreement. The Company has established a procedure to handle the seafarers claims trying to solve the controversies at the origin and at the lowest level. The Company shall ensure the right of the seafarer to be accompanied or represented during the complaint procedure, besides the Company prohibits and penalizes any kind of victimization of a seafarer for filling a complaint. In addition to a copy of their seafarer’s employment agreement, all seafarers shall be provided with a copy of on board complaint procedure applicable on the ship. This shall include contact information for the competent authority in the flag state and, where different, in the seafarers country of residence, and the name of the person or persons on board the ship who can, on confidential basis, provide seafarers with impartial advice on their complaint and otherwise assist them in following the complaint procedure available on board the ship. It shall follow below steps: 1. The complaint shall be addressed to the head of the department of the seafarer or to the seafarer's supervising officer by filling in the Form “ On Board Complaint Notification” (IP 03 Form 32). 2. The head of department or superior officer shall immediately inform the Master regarding the received claim then attempt to resolve the matter as soon as possible and no later than 5 days. 3. If, after 5 days the head of department or superior officer cannot resolve the complaint to the satisfaction of the seafarer, the latter may refer it to the master, who shall handle the matter personally trying to resolve it as soon as possible and not later than 5 days. Master shall maintain Company’s Crew department properly updated. 4. If the Master is unable to resolve the complaint within 5 days, the matter shall be referred ashore to the person designated by the ship-owner for handling the on-board complaints, who shall establishes an appropriate time limit for resolving the problem, where appropriate, in consultation with the seafarers concerned or any person they may appoint as their representative. 5. As long as the owner’s decision is not received, the Master’s decision shall be binding all parties. FRATELLI d’AMICO ARMATORI S.p:A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 20 of 21 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 5 MANAGEMENT OF PERSONNEL 6. If, after twenty (20) days, conciliated settlement cannot be reached, either party shall have a further 20 days to refer the complaint to the competent authorities, to have an acceptable solution. These are the following records to be kept: • In all cases a written report is to be completed onboard and sent to the Company Crew Dept. • The report shall contain details of the complaint, the actions taken and decisions agreed. • A copy shall be given to the seafarer involved. • Appropriate entries into the ship's official log book shall also be made If the complaint is submitted directly to Competent Maritime Authority, the following procedure will be adopted according to Art. 12 of the D.D. N. 13 17/06/2013: a. The Competent Maritime Authority receiving the complaint takes the measures to verify the contents of the complaint, possibly also through inspection according to the procedures referred at the comma 4, Article 6 of D.D. N. 13 17/06//2013; b. In the event that the complaint is considered to be unfounded, the Maritime Authority informs the concerned person of the decision and the reasons why, notifying to the Central Competent Authority and the Ship-owner also; c. If the complaint is considered founded, the Maritime Authority shall implement procedures for revocation and/or suspension of the certificate until necessary corrective actions will be taken; 5.3.8 – Payment of wages. The management of payroll relating to the Company’s non-EU seafarers is entrusted to the Manning Agent \"BERNHARD SCHULTE SHIPMANAGEMENT (HONG KONG) LIMITED PARTNERSHIP”; It's Company Policy to ensure that the payments due to seafarers working on managed ships are made monthly and in accordance with the Seafarer Employment Agreement (SEA) or the provision of applicable collective agreement. The Company’s Manning Agency sends to each seafarer his personal pay slip, detailing the single items of his wage and the rate of exchange used, rounded up, when the transfer is in a currency different from the one established in the agreement. The Company ensures to seafarers, upon their written request, the possibility to transmit at regular intervals all or part of their earnings directly to their families or dependant or legal beneficiaries, by bank transfer. The seafarer who asks for such a service shall provide all necessary data upon the SEA signing or once on board directly to the Manning Agent. The rate of exchange for above service shall be at the official published rate, rounded up. The Company verifies through Master on board that the management of payrolls by the Manning Agency complies with non-EU seafarers’ employment agreement and MLC 2006 standards. Payroll for EU seafarers is directly managed by the Company in accordance with the provisions of the National Collective Bargaining Agreement (CCNL) and as per possible most favorable conditions agreed directly with the Company. Deduction from a seafarer’s wage should be permitted only if there is an express provision in the national law or regulations or in the applied collective bargaining agreement and the seafarer has been duly informed about the conditions for such deductions. 5.3.9 – Seafarer repatriation. 5.3.9.1 General EU seafarers employed on board Company vessels are repatriated at Company’s expense in accordance with National Collective Bargaining Agreement (CCNL) and Flag requirements, as well as non-EU seafarers will be repatriated at Manning Agency’s expenses in accordance with their National Collective Bargaining Agreement. The Company guarantees for each vessel satisfactory third-party liability insurance coverage. Such a coverage is detailed in a “cover note” or a similar document, provided by the International Group of P&I Clubs, which verifies that liability insurance coverage is always in full force and effect. Such an insurance covers the owner’s repatriation obligations. Neither advance nor other payment are requested from the seafarer for repatriation nor methods of recovering costs for their repatriation are in force, unless the seafarer has been found to be in serious default on the seafarer’s employment obligations, as described in paragraph 5.3.9.5 of this procedure. Seafarers’ employment agreements contain the particulars of the seafarer’s entitlement to repatriation. FRATELLI d’AMICO ARMATORI S.p:A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 21 of 21 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 5 MANAGEMENT OF PERSONNEL 5.3.9.2 Entitlements A seafarer is entitled to repatriation upon the expiry of the period of notice given in accordance with the provisions of the seafarer's employment agreement, if the seafarer’s employment agreement expires while he is abroad or if any of the following conditions occurs. In any case, it is ensured that the service period onboard following which a seafarer is entitled to repatriation is in accordance with his national collective bargaining agreement. When a seafarer’s employment agreement is terminated by the company; or by the seafarer for justified reason; or when the seafarer is no longer able to carry out his duties under his employment agreement or cannot be expected to carry them out in specific circumstances, a seafarer is entitled to repatriation as follows: 1. in the event of illness or injury or other medical condition which requires his repatriation, when found medically fit to travel; 2. in the event of shipwreck; 3. in the event of the company not being able to continue to fulfill legal or contractual obligations as an employer of the seafarer by reason of insolvency, sale of ship, change of ship's registration or any other similar reason; 4. in the event of a ship being bound for a war zone, as defined by national laws or regulations or seafarer’s employment agreement, to which the seafarer does not consent to go; and 5. in the event of termination or interruption of employment in accordance with an industrial award or collective agreement, or termination of employment for any other similar reason. 6. In the event of death, both for natural causes or as a consequence of an accident. In such case, all seafarer belongings must be inventoried and collected by the Master before witnesses in order to be sent to his residence address. A copy of the national regulations regarding repatriation shall be available to all seafarers in appropriate language. 5.3.9.3 Ship-owner Costs Costs borne by the company for repatriation, at a minimum, include: 1. Passage to one of the following destinations selected by the seafarer: • the place in which the seafarer signed his employment agreement before his departure; • the place stipulated by national collective bargaining agreement; • the seafarer's country of residence; or • such other place as may be mutually agreed at the time of engagement; 2. Repatriation by the most expeditious mode, which shall normally be considered air transport; 3. Accommodations and food from the moment the seafarer leaves the ship until he reaches the repatriation destination; 4. Pay and allowances from the moment the seafarer leaves the ship until he reaches the repatriation destination, if provided for by his national collective bargaining agreements; 5. Transportation to the repatriation destination of seafarer’s personal luggage up to 30 kg of weight; and 6. Medical treatment, when necessary, until the seafarer is medically fit to travel to the repatriation destination. 5.3.9.4 Additional Provisions Time spent awaiting repatriation and repatriation travel time are not deducted from paid leave accrued by the seafarer. The costs of repatriation are being paid until the seafarer is landed at a destination prescribed above. An abandoned seafarer retains his right to repatriation. 5.3.9.5 Loss of Right of Repatriation A seafarer shall forfeit his right of repatriation in case of: 1. Desertion 2. Entering into a new agreement with the same owner after his signing off 3. Entering into a new agreement with another owner within one week after his signing off 4. Criminal offenses (under CAP. 234 of the Merchant Shipping Act) 5. Unjustifiable repudiation of the Shipping Articles The possible reason for repatriation at the seafarer’s own account shall always be in compliance with Flag State law or any collective bargaining agreement (if applicable). FRATELLI d’AMICO ARMATORI S.p:A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 1 of 4 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 6 CONVENTIONS, REGULATIONS, CODES, GUIDELINES AND REQUIREMENTS 1.2.3 THE SAFETY MANAGEMENT SYSTEM SHOULD ENSURE: 1. compliance with mandatory rules and regulations; and 2. that applicable codes, guidelines and standards recommended by the Organization, Administrations, classification societies and maritime industry organizations are taken into account. 6. RESOURCES AND PERSONNEL 6.4 The Company should ensure that all personnel involved in the Company's safety management system have an adequate understanding of relevant rules, regulations, codes and guidelines. 6.1 Generals The best way to prevent accidents and pollution of the sea by ships is to design, build, fit and maintain them in an efficient way, and to maintain them with suitably qualified and trained crews, in accordance with international conventions and standards pertaining to safety at sea and pollution prevention. The Company, by joining national and international organisations, through classification Societies technical bulletins, notices and circular letters of Shipowners associations and the subscription to specialized magazines, makes available to its Departments all information on new statutory requirements by Flag State or international organisations, on IMO Codes and on the latest rules pertaining to safety at sea and environmental protection, so that the Heads of the various Departments can maintain themselves promptly and regularly updated on such subjects. Heads of Departments hold the responsibility to inform the concerned offices and the ships’ Masters on the above laws and regulations, by written instructions or circular letters. 6.2 Conventions and rules to be observed Managed ships should observe the following Convention and national and international rules regarding the safety of ships and their crews, and the pollution prevention: (i) International conventions and rules 1. International Convention for the Safety of Life at Sea (SOLAS 74/78), as amended. 2. International Convention for the Prevention of Pollution from Ships (MARPOL 73/78), as amended. 3. Maritime Labour Convention (MLC 2006) 4. International Convention on Civil Liability for Oil Pollution Damages (CLC 1969/92). 5. International Convention on Load Lines (ILLC 1966). 6. International Convention on the Regulations for Preventing Collisions at Sea (COLREGS 72). 7. International Convention on Standards of Training, Certification, and Watchkeeping for Seafarers (STCW). 8. Convention ILO No. 147 – Merchant Shipping (Minimum Standards). 9. Convention ILO No. 180 – Merchant Shipping (Seafarers Hours of Work and the manning of the Ships). 10. ILO Maritime Labour Convention 2006. 11. Resolution IMO A.441(XI) – Control by the Flag State over the Owner of the Ship. 12. Resolution IMO A.443(XI) – Decision of the Ship Master with Regard to Maritime Safety and Marine Environment Protection. 13. Resolution IMO A.741(18) – International Safety Management (ISM Code). 13. Resolution IMO 12 December 2002 – International Ship & Port Facility Security (ISPS Code). FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 2 of 4 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 6 CONVENTIONS, REGULATIONS, CODES, GUIDELINES AND REQUIREMENTS (ii) National rules 1. R.D. 16.03.1942, n. 262 – Approvazione del testo del codice civile, e successivi emendamenti [Civil code, as amended]. 2. R.D. 30.3.1942, n. 327 – Approvazione del testo definitivo del codice della navigazione, e successivi emendamenti [Code of navigation, as amended]. 3. D.P.R. 15.02.1952, n. 328 – Approvazione del regolamento per l’esecuzione del codice della navigazione (navigazione marittima) [Rules for code of navigation (shipping)] . 4. Legge 5.6.1962, n. 616 – Sicurezza della navigazione e della vita umana in mare [Safety of navigation and life at sea]. 5. Legge 31.12.1982, n. 979 – Disposizioni per la difesa del mare [Protection of the marine environment]. 6. D.P.R. 8.11.1991, n. 435 – Approvazione del regolamento per la sicurezza della navigazione e della vita umana in mare [Safety regulations]. 7. D.L.vo. 27.7.1999, n. 271 – Adeguamento della normativa sulla sicurezza e salute dei lavoratori marittimi a bordo delle navi mercantili [e] da pesca nazionali [Safe working practices]. 8. D.L.vo 6.11.2007, n. 202 – Attuazione della direttiva 2005/35/CE relativa all’inquinamento provocato dalle navi e conseguenti sanzioni [Pollution prevention]. (iii) Classification Societies rules Classification rules and technical guidance issued by the Societies classifying the Company’s ships. 6.3 Codes, guidelines and instructions In developing procedures and instructions for a safe management of the ship and for pollution prevention, due consideration must be given to all codes, guidelines and instructions established by international and national Bodies, classification Societies and industrial Organizations. 6.4 Publications on board As stated in the previous paragraphs, several chapters of this manual refer to Flag State laws, international conventions, IMO resolutions, technical guidelines issued by industrial organizations and classification Societies which must be available both on board, for training and prompt reference for the crew, and in the Company’s offices for necessary reference. The ship shall also be fitted with all nautical charts and publications, technical manuals and all documents necessary for its safe management, for the safety of her crew and for the protection of the environment, in accordance with national and international regulations. Publications to be kept available on board and in the Company’s offices are detailed in the following paragraphs and in the enclosed list SMS LIBRARY, annex to this chapter. Automatic supply of nautical charts and publications to its ships is entrusted by the Company to CAIM, of Genoa, under Outfit Management Service (OMS) contracts. SMS Library publications are automatically supplied by CAIM of Genoa, both to the ships and to the shore offices. SMS library should be regularly checked for publications availability, good conditions and updating. Company’s offices publications shall be checked yearly by the Heads of concerned Departments. Ship’s publications shall be checked at every change of Master and their conditions shall be recorded in the Handing- over Report FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 3 of 4 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 6 CONVENTIONS, REGULATIONS, CODES, GUIDELINES AND REQUIREMENTS 6.4.1 ENCs and publications Ships must carry ENCs and publications, published by State Hydrographic Offices (SOLAS 74/78 - V/2.2), codes and national and international regulations necessary for their safe navigation. Publications subject to continuous update must be properly corrected by the responsible Officer (see the Bridge Management Manual - I/7.2). Corrections should be recorded in the required way. 1. ENCs. 2. ECDIS CD File (ENC charts). 3. Sailing Directions. 4. List of Lights and Fog Signals. 5. List of Radio Signals. 6. Pilot Charts 7. Nautical Almanac. 8. Tide & Tidal Current Tables. 9. Distance Tables. 10. Logarithmic Tables. 11. Nautical Tables. 12. Catalogue of Charts and Publications. 13. ENCs Correction Record. 14. ECDIS Correction CD File (ENC charts). 15. Compass Record Book 16. Chronometer Record Book. 17. Radar Logbook 18. Bridge VHF Logbook. 19. SafetNet & NAVTEX Warnings File. 20. T&P Notices File. 21. Meteorological Warnings and Chartlets File. 22. International Regulations for Preventing Collisions at Sea (COLREGS 72). 23. International Code of Signals. - [SOLAS 74/78 - V/21]. 24. UKHO - The Mariner’s Handbook 25. UKHO - Ocean Passages for the World 26. IMO/ICAO - IAMSAR - International Aeronautical and Maritime Search and Rescue Manual – Volume III. - [SOLAS 74/78 - V/21] 27. ARES Manual 28. IMO - Ship’s Routeing 29. UKHO - How to Keep Your Admiralty Charts Up-to-date 30. ICS/OCIMF - Bridge Procedures Guide 31. Company’s Bridge Management Manual. 32. Master’s Orders Book. 33. Voyages Planning File. 35. Bridge Checklists and Pilot Cards File. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 4 of 4 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 6 CONVENTIONS, REGULATIONS, CODES, GUIDELINES AND REQUIREMENTS 6.4.2 Technical plans and publications The following manuals, drawings, operating and maintenance instructions of the ship’s machinery, systems and equipment must be available on board and ashore. The Master and the Chief Engineer shall keep those belonging to their Departments. Ashore, the Head of the Technical Department is responsible for their keeping. 1. MAIN ENGINE MANUAL. 2. GENSETS MANUALS. 3. SHAFT GENERATOR MANUAL (where fitted). 4. EMERGENCY GENERATOR MANUAL. 5. AUXILIARY MACHINERY MANUALS. 6. MAIN AND EMERGENCY ELECTRIC SWITCHBOARD PLANS. 7. MAIN AND EMERGENCY ELECTRIC DISTRIBUTION PLANS. 8. BOILERS & DONKEY BOILERS DRAWINGS. 9. STEERING GEAR MACHINERY MANUAL. 10. BILGE OIL SEPARATOR MANUAL. 11. SEWAGE TREATMENT PLANT MANUAL. 12. MANUALS FOR FUELOIL, DIESELOIL AND LUBOIL PURIFIERS. 13. FIXED FIRE-FIGHTING SYSTEMS MANUALS. 14. DECK MACHINERY MANUALS. 15. CARGO & BALLAST PUMPS MANUALS. 16. FOAM SYSTEM PLAN. 17. CO2 SYSTEM PLAN (where fitted). 18. NAUTICAL EQUIPMENT MANUALS. 19. COMMUNICATIONS EQUIPMENT MANUALS. 20. FIRE DETECTION & ALARM SYSTEM MANUAL. 21. FIXED FLAMMABLE GAS DETECTION SYSTEM MANUAL. 22. CARGO VALVES PLANT MANUAL. 23. CARGO & BALLAST GAUGES AND HIGH-LEVEL ALARM SYSTEMS MANUALS. 24. PORTABLE METERS MANUALS (O2, LEL, flammable gas, toxic gas, personal, UTI). FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date: Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 1 of 7 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended - ISM Code SMS LIBRARY - Annex to Chapter 6 This annex is reprinted as necessary. It is not subject to Certifying Body (RINA) approval and its change should not be recorded in the manual's revisions checklist. National and international laws, conventions, IMO resolutions, industry and class regulations in Company’s offices and on board its ships. a) Safety of life at sea and navigation – Pollution prevention – Ship’s security – Management of emergencies. Number TITLE Publisher Year Ashore On board HSEQ AR NG PS UT Location 101 SOLAS 74 – Consolidated Edition 2014 IMO 2014 X X = = X Navigation bridge 101.A Life-Saving Appliances - Including LSA Code IMO 2010 X X = = X Navigation bridge 101.B International Code for Fire Safety Systems (FSS Code) IMO 2015 X X = = X Navigation bridge 101.C Guide to Maritime Security and the ISPS Code (ISPS Code) IMO 2012 X = = = = Navigation bridge 101.D International Safety Management Code (ISM Code) IMO 2014 X = = = = Navigation bridge Guidelines on the Application of the IMO International Safety Management (ISM) 101.E ICS/ISF 2010 X X = = X ==== Code – 4th Edition. COLREG – Convention on the International Regulations for Preventing Collisions 102 IMO 2003 X = = = = Navigation bridge at Sea, 1972 – Consolidated Edition 2003 - With supplement 01.12.2009 FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date: Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 2 of 7 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended - ISM Code SMS LIBRARY - Annex to Chapter 6 This annex is reprinted as necessary. It is not subject to Certifying Body (RINA) approval and its change should not be recorded in the manual's revisions checklist. Number TITLE Publisher Year Ashore On board HSEQ AR NG PS UT Location 103.A International Code of Signals IMO 2005 = = = = = Navigation bridge 103.B IAMSAR - Vol. III – Mobile facilities. IMO/ICAO 2016 X = = = X Navigation bridge RESCUE AT SEA – A Guide to Principles and Practice as Applied to Migrants and 103.C Refugees. IMO/UNHCR 2006 X = = X = Navigation bridge 104 MARPOL - Consolidated Edition 2011 IMO 2011 X X = = X Navigation bridge A Guide for the Correct Entries in the Oil Record Book (Part I – Machinery Space March 105.A INTERTANKO X X = = X C.E. Office Operations) – 3rd Edition 2014 A Guide for the Correct Entries in the Oil Record Book (Part II– Cargo/ballast March 105.B Operations) – 1st Edition INTERTANKO 2014 X X = = X Deck/Cargo Office 106 D.P.R. 08.11.1991, n. 435 - Regolamento di sicurezza - (G.U. n. 17/1992) IPS 1992 X X = = X Navigation bridge 107 Legge 31.12.1982, n. 979 - Disposizioni per la difesa del mare - (G.U. n. 16/1983) IPS 1983 X = = = X Navigation bridge 108 Legge 05.06.1962, n. 616 - Sicurezza della navigazione - (G.U. n. 168/1962) IPS 1962 X = = = X Navigation bridge Publication # 515 – Rules & Regulations for Foreign Vessels Operating in the 109 Navigable Waters of the U.S.A. – Part 1 Twenty-First Edition Various 2015 X = = = X Navigation bridge FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date: Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 3 of 7 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended - ISM Code SMS LIBRARY - Annex to Chapter 6 This annex is reprinted as necessary. It is not subject to Certifying Body (RINA) approval and its change should not be recorded in the manual's revisions checklist. Number TITLE Publisher Year Ashore On board HSEQ AR NG PS UT Location Publication # 515 – Rules & Regulations for Foreign Vessels Operating in the 109A Navigable Waters of the U.S.A. – Part 2 Twenty – First Edition Various 2015 X = = = = Navigation bridge 110 Load Lines – Consolidated Edition 2005 IMO 2005 X = = = X Navigation bridge 111.A Bridge Procedures Guide – 5th Edition ICS 2016 X = = = = Navigation bridge Nautical 111.B Bridge Team Management – A Practical Guide – 2nd Edition 2004 X = = = = Navigation bridge Institute 111.C Ship’s Routeing – Consolidated Edition 2015 IMO 2015 = = = = = Navigation bridge 112 Peril at Sea and Salvage - A Guide for Masters - 5th Edition ICS/OCIMF 1998 X = = = X Navigation bridge 113 Guide to Helicopter/Ship Operations – 4th Edition ICS 2008 X = = = X Navigation bridge 114 Standard Marine Communication Phrases (SMCP) IMO 2002 X = = = = Navigation bridge BMP4 - Best Management Practices for Protection against Somalia Based Piracy 115 (Version 4 – August 2011) WITHERBY 2011 X = X = = Navigation bridge 116 The Ship Master’s Security Manual (Updated yearly) BIMCO 1998 X = = = = Master’s Office 117 Mooring Equipment Guidelines (MEG3) – 3rd Edition OCIMF 2008 X X = = X Navigation bridge 118 Effective Mooring – 3rd Edition OCIMF 2010 X X = = = Navigation bridge FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date: Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 4 of 7 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended - ISM Code SMS LIBRARY - Annex to Chapter 6 This annex is reprinted as necessary. It is not subject to Certifying Body (RINA) approval and its change should not be recorded in the manual's revisions checklist. Number TITLE Publisher Year Ashore On board HSEQ AR NG PS UT Location Recommendations for Equipment Employed in the Bow Mooring of Conventional 119.A Tankers at Single Point Moorings – 4th Edition. OCIMF 2007 X = = = X Navigation bridge Tandem Mooring and Offloading Guidelines for Conventional Tankers 119.B at F(P)SO Facilities – 1st Edition OCIMF 2009 X = = = X Navigation bridge 120 Guidelines for the Implementation of Annex V of MARPOL IMO 2012 X X = = X Navigation bridge 121 Guidance Manual for Tanker Structures – Consolidated Edition 2016 TSCF/IACS 2016 X = = = X Navigation bridge 122 RINA – Regolamento per la classificazione delle navi RINA Current = = = = X ==== 125 Code on alerts and indicators. IMO 2010 X = = = X Navigation bridge IMDG Code – 2014 Edition 36-12 Volumes 1 & 2. 126 IMO 2014 X = = = X Navigation bridge IMDG Code - Supplement Including the Medical First Aid Guide for Use in Accidents 127 Involving Dangerous Goods (MFAG). IMO 2014 X = = = X Navigation bridge FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date: Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 5 of 7 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended - ISM Code SMS LIBRARY - Annex to Chapter 6 This annex is reprinted as necessary. It is not subject to Certifying Body (RINA) approval and its change should not be recorded in the manual's revisions checklist. b) Operations on board Number TITLE Publisher Year Ashore On board HSEQ AR NG PS UT Location 201 International Safety Guide for Oil Tankers & Terminals (ISGOTT) – 5 Edition OCIMF/ICS 2006 X X X = X Deck/Cargo Office th 202 Oil Tankers - A Pocket Safety Guide. WITHERBY 2015 X X = X X Deck/Cargo Office 203 Clean Seas Guide for Oil Tankers – Retention of Residues on Board – 4 Edition OCIMF/ICS 1994 X = = = X Deck/Cargo Office th 204 Prevention of Oil Spillage through Pumproom Seavalves – 2 nd Edition OCIMF/ICS 1991 X = = = X Deck/Cargo Office 205 Inert Gas System IMO 1990 X = = = X Deck/Cargo Office 206 Crude Oil Washing System IMO 2000 X = = = X Deck/Cargo Office Recommendations for Oil Tanker Cargo Manifolds and Associated Equipment - 207 OCIMF 1991 X = = = X Deck/Cargo Office th 4 Edition 208 Anchoring Systems and Procedures - First Edition 2010. OCIMF 2010 X = = = = Navigation bridge 209 Ship to Ship Transfer Guide (Petroleum,Chemicals and Liquefied Gases) – 1st Edition OCIMF/ICS 2013 X = = = X Deck/Cargo Office Dr. A. Verwey 210 (*) Tank Cleaning Guide Rotterdam 2007 X = = = X Deck/Cargo Office (*) (*) – Only for ships in clean products service. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date: Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 6 of 7 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended - ISM Code SMS LIBRARY - Annex to Chapter 6 This annex is reprinted as necessary. It is not subject to Certifying Body (RINA) approval and its change should not be recorded in the manual's revisions checklist. c) Insurances and legal matters Number TITLE Publisher Year Ashore On board HSEQ AR NG PS UT Location 301 Rules and Correspondents P&I Club Current X = X = = Master’s Office 302 Capt. Ivor R. Salter – Business & Law for the Mariner Brown Ltd. 2015 X = X = = Master’s Office Nautical 303 The Mariner’s Role in Collecting Evidence – 3 Edition October 2006 Institute 2006 X = X = = Master’s Office rd 304 Codice della navigazione e relativo regolamento (*) == == X X X = = Master’s Office 305 Codice civile (*) == == X X X = = Master’s Office (*) Publications required by Italian Safety Regulations 1991. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date: Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 7 of 7 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended - ISM Code SMS LIBRARY - Annex to Chapter 6 This annex is reprinted as necessary. It is not subject to Certifying Body (RINA) approval and its change should not be recorded in the manual's revisions checklist. d) Crew, health and safety of the working environment. Number TITLE Publisher Year Ashore On board HSEQ AR NG PS UT Location 401 STCW IMO 2011 X = = X = Navigation bridge 402 Cold Water Survival IMO 2012 X = = = = Navigation bridge 403 Code of Safe Working Practices for Merchant Seamen 2015 Edition. MCA 2015 X X = X X Navigation bridge rd 404.1 International Medical Guide for Ships – 3 Edition ILO/IMO/WHO 2007 X = = = = Ship’s hospital 404.2 International Medical Guide for Ships - Quantification Addendum WHO 2010 X = = = = Ship’s hospital I call the CIRM CIRM 2004 405 X = = = = Ship’s hospital Chiamo il CIRM CIRM 2004 405.1 D.M. 25 maggio 1988 n.279 - Modificazioni alle precedenti disposizioni concernenti i IPS 1988 X = = = = Ship’s hospital medicinali,gli oggett idi medicatura e gli utensili di cui devono essere provviste le navi. D.L. 27.07.1999, n. 271 - Adeguamento della normativa sulla sicurezza e salute dei 406 lavoratori marittimi a bordo delle navi mercantili [e] da pesca nazionali, a norma della IPS 1999 X X = X X Master’s Office legge 31.12.1998, n. 485. - (G.U. n. 185/1999) Legge 16.06.1939, n. 1045 – Condizioni per l’igiene e l’abitabilità degli equipaggi a bordo 407 delle navi mercantili nazionali. IPS 1955 X X = X X Master’s Office 408 Guidelines for the Control of Drugs and Alcohol Onboard Ships – June 1995 OCIMF 1997 X = = X = Master’s Office rd 408.1 Drug Trafficking and Drug Abuse – 3 Edition ICS 2014 X = = = = Master’s Office 409 Marine Injury Reporting Guidelines OCIMF 1997 X = = X = Master’s Office 410.1 Guidelines on Fatigue IMO 2002 X = = X = Master’s Office 410.2 The Human Element – A guide to human behaviour in the shipping industry MCA 2010 X = = X = Master’s Office FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 1 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT 10 MAINTENANCE OF THE SHIP AND EQUIPMENT 10.1 The Company should establish procedures to ensure that the ship is maintained in conformity with the provisions of the relevant rules and regulations and with any additional requirements which may be established by the Company. 10.2 In meeting these requirements the Company should ensure that .1 Inspections are held at appropriate intervals; .2 Any non-conformity is reported with its possible cause, if known; .3 Appropriate corrective action is taken; and .4 Records of these activities are maintained. 10.3 The Company should identify equipment and technical systems the sudden operational failure of which may result in hazardous situations. The safety management system should provide for specific measures aimed at promoting the reliability of such equipment or systems. These measures should include the regular testing of stand-by arrangements and equipment or technical systems that are not in continuous use. 10.4 The inspections mentioned in 10.2 as well as the measures referred to in 10.3 should be integrated into the ship’s operational maintenance routine. 7.1 GENERAL RULES The Company established suitable maintenance programs on board, to be carried out regularly during the normal service of the vessels, using means and personnel of which they are equipped of, and work programmes including both maintenance, controls and checks required by Classification Rules and all particular maintenance activities which require shore assistance. Technical, Marine, Crew Departments and IT are organized so to be able to supply directly the vessels with all the materials and human resources they need for the normal performance of the maintenance programmes and for all works required or became necessary on board. The Company, when necessary, in consideration of the burden and complexity of the maintenance work to be done, can send on board their vessels, members of its own crew, Team of maintenance, or qualified external technicians, both during vessel’s normal service or both during long stop of the vessel for works. All external contractor’s/technician’s/qualified company, before start the maintenance jobs should be carried out a familiarization checklist (Form SAF 20) Masters, CE and Chief Officer must ensure that the maintenance programmes are carefully executed. They should give regular communication of their progress to the Company in the ways hereinafter described. The Company checks regularly the maintenance works on board by a continuous monitoring of the software programme and by the examination of the documentation, and by means of inspections on board the vessels by its Technical Inspectors (see Chapter 9, § 9.6). 7.1.1 – Notifying the Company Responsible Officers must inform the Master of any breakdown, malfunction or abnormal conditions of ship’s structures, machinery, equipment and systems. Company’s involved departments must be informed by written report and any assistance needed must be requested in good time. The Master must notify the DPA of any breakdown or abnormal situation which could affect the safety, health and wellbeing of the crew, the safety of the vessel, the protection of the environment and the commercial management of the ship and its cargo, as well as of any observed non conformity. Notification shall be carried out by means of a Non Conformity Report (see Chapter 10, § 10.1 and 10.3). All notifications to the DPA must be entered by the Master in his statutory Logbook (G.N./II). As for the notification to the DPA of emergency situations, see Chapter 8, Sections 8.2, 8.3, 8.4 and 8.5. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 2 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT 7.1.2 – Risk Assessment – Routine and Non-Routine activities and Safety of Working Environment On board maintenance and repair work is subjected to a preliminary risk assessment process for: • health and safety of all persons involved in the work, as well as of all persons, for whatsoever reasons, present on board; • the safety of the ship and of all however involved shore installations; • the protection of the environment. (see Chapter 12, § 12.1 and the Risk Assessment Plan).  Routine and non-routine activities Non-routine work are jobs and tasks that are performed irregularly or being performed for the first time. Non-routine work includes jobs or tasks that are: - Performed infrequently; - Outside of normal duties; - Do not have a documented procedure; - Performed in a different way from documented procedure; - Have never been performed before ; - Routine tasks that carry a high level of risk; Non-routine work can be unscheduled and unplanned, and may need to be completed immediately. Accidents can occur when we do not take time to assess the risks prior to performing the work. Before performing non-routine work, think about the following questions: - What injuries could occur - What are the severities of the injuries - What would cause these injuries - What conditions or series of events would lead to the injuries No matter the urgency of completing a job, all Environmental Health and Safety Policies must be followed: - Lockout / tag out - Confined space - Hot work - All other applicable EH&S policies Risk Assessment is used to assess and document the hazards associated with a job. Risk Assessment should be completed also for routine activities that are associated with high-risk hazards.  Routine activities need to perform at least the following: - Develop a rough procedure on how to complete the job; - Conduct a pre-job discussion with your supervisor and everyone involved; - Inform everyone about the associated hazards and how to protect against them. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 3 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT Non-Routine & Routine activities, should be included in the Daily Work Meeting (Company’s form Tec 02) THERE IS ALWAYS ENOUGH TIME TO SPEND A COUPLE OF MINUTES TO THINK ABOUT AND PLAN YOUR WORK! As for the rules to be observed and the procedures and precautions to be taken in order to maintain a safe working environment, see Section 12.8 7.1.3 – Management of Changes The design of Company's ships is the result of a long and laborious process of planning, comparisons, selection and decision-making carried out jointly by the Company’s technical staff and the Shipbuilders. The ships are built under the surveillance of the Classification Societies and the supervision of Company’s on-site technical inspectors. Materials, machinery, fittings, equipment, coatings, all ship’s parts are carefully tested and certified in accordance with existing national and international regulations and with current industrial requirements; All drawings, procedures and other technical documents are updated following any change or modification. The Company keeps itself continuously abreast of all technical developments and new regulations and requirements, and ensures that its ships are always maintained in flawless conditions. All changes and alterations are subject to an accurate management of change process, including a complete risk assessment for the whole operation (see Chapter 3, § 3.10); No changes or alterations to ship’s structures, machinery, fittings, equipment, accommodation even the simplest ones, like changing coating colours pattern, replacing a steel mesh screen with a different one or changing the original destination of a ship’s space, may be carried out on board by the ship’s staff on their own initiative or judgement. This prohibition applies also in case that changes or modifications have been requested by shore people, like PSC or Majors’ vetting inspectors, terminal superintendents, pilots, and the like (see Chapter 9, § 9.4); In case that a sudden necessity for a change or modification turns up, the Master and the CE must submit the matter to the concerned Company’s department, giving all details together with an accurate description of the changes or modifications they intend to make using (Form HSEQ 15). The department shall promptly consider the matter and, having ascertained the necessity and feasibility of the proposed change, shall authorize the Master and the CE to carry it out, furnishing them with all appropriate instructions and, if applicable, technical assistance or, alternatively, shall entrust the work to a contracted external source. Changes affecting ship’s class shall be carried out under the surveillance of the classification Society, and relevant certificates shall be duly endorsed. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 4 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT 7.1.4 – Critical Equipment Critical equipment and systems are any vessel-based equipment, operating system or alarm that, were it to fall, would result in the crew or the vessel being placed at risk or that could lead to an accident. The following list of Critical Equipment or systems has been identified, but not limited to: 1) Main Engine Tripping & Alarm Safety devices 2) Main Engine Electric/Pneumatic 3) Main Engine Oil Mist Detector 4) Emergency Diesel Generator 5) Em.cy Diesel Generator Hydraulic Starter 6) Steering gear system 7) Anchor Windlass 8) Emergency Fire Pump 9) Fire Pumps 10) Foam Fire Fighting System 11) Hot Foam Fire Fighting System 12) Bilge System 13) Fire & Alarm Detection System 14) Gas Detector System 15) ECDIS 16) Radars We have identified also as Critical Equipment in Environmental field as following: 17) Oil Water Separator (15 ppm) 18) ODME 19) Incinerator 20) Sewage Treatment System 21) H/High Level Alarm Cargo Tanks The list of for Critical Equipment or Systems and related Items with minimum quantity required, are identified in Amos (PMS) by: -Tools/ Reports/ Stock Items/ Stock Items-Inventory Control. In the filter select Stock Class and choose Critical Stock (CRS), then OK for print. Maintenance of the critical equipment is considered a priority over any other shipboard equipment. For the above Critical Equipment or System, in P.M.S. (AMOS), are included Work Orders Planned and identified with priority \"2\". Leaving overdue maintenance operations associated with critical equipment is not tolerable. Note: All Critical Equipment are under the responsibility of the Technical Dept. except to Radar and ECDIS which are under responsibility to the Marine Dept. 7.1.5 – Critical Equipment Disarmament for Maintenance In the event that a Critical Equipment or Systems is rendered inoperative due to malfunction (defect) or intended to be disarmed in purpose to undergo planned maintenance, the Company must be immediately advised to provide consent. In this context, the Master and the C/E must send to HSEQ and Technical Department or Marine Department a Risk Assessment containing the following essential information and counter-measures: • Identification of the de-activated critical equipment. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 5 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT • Worst case scenario(s). • Details of malfunction or maintenance / repair procedure. • Modification in operating procedures • Recovery and mitigating actions. • Time required. • Identification of spares required and verification that they are available onboard. • Back up equipment and/or necessary modifications in operational procedures for minimizing the relevant risks originating from the critical equipment shut down. In the case of modifications in operational procedures, the competent personnel to carry out these modifications must be defined. For the purposes of risk assessment and follow-up reporting requirements, the form “De-activation / re- activation report” Form SAF 18 must be used, as it conveniently comprises all the essential topics to be dealt with. Part 1 (Initial Information) of this form should be filled in and sent immediately to the attention of the Technical or Marine Manager and the DPA. In Part 1 a Risk Assessment is incorporated prepared by the C/E and the Master, defining the alternative/back up equipment/systems and/or the necessary modifications in the operational procedures for minimizing the relevant risks. The Technical Manager and the DPA, after assessing the situation, will provide either their approval so that the maintenance work can commence, or will prohibit the work stating the reasons. The vessel will receive their decision through the Part 2 of the form (Shore management approval/approval of extension). Provided the approval of the Company is received, the maintenance work may be carried out. If the shut-down period of the critical equipment (which has been stated to the shore management in Part 1 of the form), cannot be achieved and/or changes to the weather, the vessel operations or the condition of the personnel involved are expected, the extension and/or any new alternative actions must be agreed and approved by the Shore Management. In these cases, the Master and the C/E must carry out an additional risk assessment and prepare the Part 3 of the form (Work time extension request). The latter must be sent to the Technical or Marine Manager and the DPA for review and approval. Upon completion of their review, an additional Part 2 must be sent by them to the vessel, in order for the work to be completed or with different instructions. When the maintenance work is completed, the Master and the C/E must send the Part 4 of the form (Work completion confirmation) to the Technical or Marine Manager and the DPA, to inform them on the critical equipment repair or maintenance work close out. Needless to mention that in case of malfunction, a Technical Report (Form TEC 06) should be also communicated to the Office, as per the standard practice of defective shipboard equipment. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 6 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT 7.2 ON- BOARD MAINTENANCE 7.2.1 - General The maintenance works carried out by ship’s means are: (i) Deck machineries and machineries essential for the navigation, for the safety, the environmental protection and the service of the vessel. (ii) Vessel’s structures and ship compartments, working and service areas, decks, accessible parts to the external hull, rigging and marine equipment. (iii) Fire-fighting means and equipment, lifesaving appliances, safety and anti-pollution means. (iv) Cargo loading, transferring and unloading. (v) Accommodation, areas and installations necessary for the well living of the crew. The CE and the CO, responsible for, and in charge of service prevention and protection of the working environment, have the task to organize and direct the work of the personnel of Engine and, respectively, Deck Departments, and of all the persons that, anyway, are performing any working activity on board, in the department for which they are responsible for, in full observation of the rules of the ship’s Safety Plan (see section 12.8). The activities carried out by the Company’s Maintenance Team, or by any technicians on board, has to be done under the responsibility and authority of the CE and the CO. Maintenance instructions for the machineries, equipment and ship’s systems are contained in the manuals and publications supplied by the makers, available on board (see chapt. 6 – paragraph 6.4.2), and in Company’s circular letters. Suitable information are given to the joining Officers, with the aim of familiarization with the maintenance job (see Chapter 5, § 5.3.3). 7.2.2 - Criteria Unless in case of damages that require immediate execution of maintenance for the necessary repairs, the running maintenance of machineries, systems, equipment, installations etc. is based on: (i) running hours or time intervals, according to the indications supplied by the makers in the relevant manuals and monographs, or by the Technical Dept, and (ii) periodical checks For this aim, inspections are provided for essential machineries, equipment and technical system and vessel’s structures and compartments, for ascertaining their regular operation, conditions and maintenance needs. The inspection should include all the operations needed to establish which maintenance works could become necessary within a short period of time (i.e. external examinations, functioning tests, output evaluations, gauging (if applicable and necessary), insulation tests (where applicable), thickness measurements, etc.). The machineries, equipment and system lists, and structures and ship’s compartments, subjected to inspection, and interval of the inspections itselves, are established by the Technical and Marine Departments 7.2.3 - PMS - Planned Maintenance System Machineries, equipment and systems maintenance on board based on their running hours or time intervals and their schedule of inspections is determined by the computer-based AMOS Planned Maintenance System (PMS), fitted both on board all ships and ashore, in the Company’s Technical and Marine departments. At all the work orders is assigned a priority number between 1 (High Priority) to 5 (Low Priority). The system identifies also the critical equipment the sudden operational failure of which may result in hazardous situations, providing specific maintenance measures and an appropriate supply of spare parts, in order to assure their reliability. All ordinary and extraordinary maintenance operations carried out on board are recorded in the PMS. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 7 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT 7.2.3.1 - Weekly joint maintenance management meeting Every week the Master and the CE shall jointly hold a meeting, together with all Deck and Engine staff, in order to review the planned maintenance operations status, and to organize and authorize the relevant operations. Minutes of these meetings shall be sent to the Marine (AR) and Technical (UT) Departments. Copies shall be filed on board by the Master and the CE, using form TEC 03. 7.2.3.2 - Daily work and safety planning meeting Every day, at the beginning of work, CE & CO, in their quality of heads of Engine & Deck departments and responsible for the safety of work as per D.L. 271/1999 (see Section 12.8 - § 12.8.1.2) shall summon their staff in order to plan and organize together the work of the day and examine and discuss all safety measures to be observed. During the daily meeting the risk assessments for operations to be carried out during the day must be examined, and all necessary work permits must be completed as applicable. Critical, Non-Routine and Routine activities should be included in the Daily Meeting The meeting shall be recorded in the Daily Work Record-book using Company Form TEC 02 7.2.4 – Inspection of structures and compartments Ship's structures and compartments shall be regularly inspected using Form MAR 28 and reporting in PMS. a) Periodicity of inspections 1 - Fore Peak: Every six months (+/– 30 days). 2 - Ballast Double Bottom Tanks: Every six months (+/– 30 days). 3 - After Peak: Every six months (+/– 30 days). 4 - Oil Cargo Tanks: Every 30 months (2.5 years). Additional inspections shall be carried out whenever an oil cargo tank has been washed and gas-freed for commercial or technical purposes, and at least 6 months have elapsed since the last inspection. 5 - Void Spaces: Every six months (+/– 30 days). 6 - Shell Plating: Every three months (+ or – 30 days) to be reported in the Form MAR 29 7 - Others Tanks (Bunkers, FW, Waste, Bilge, etc): Every 5 years using Form ENG 25 b) Carrying-out inspections Inspections shall be carried out by a Master or Chief Officer and Chief Eng. As far as practicable, inspections No.1, 2, 3 & 4 should be carried out jointly with the Company’s Technical Department’s Superintendents, during ship’s stays for repairs or class surveys. Inspections shall be achieved in the Structures and Compartments Inspections Folder and copy of the report shall be forwarded to the Technical department. Enclosed spaces entry procedure (see Section 12.8 - § 12.8.12.3.1) must be followed when carrying out inspections for any Tanks. For photo shooting, a hot work procedure (see Section 12.8 - § 12.8.12.3.2) must be followed unless certified intrinsically safe (Ɛx) cameras and lighting devices are being used. 7.2.5 – Maintenance of Life Saving and Fire-fighting Appliances Inspection and maintenance operations of life saving and fire-fighting appliances must be carried out in conformity with current national and international rules. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 8 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT ⇒ LIFESAVING APPLIANCES MAINTENANCE MANUAL (SOLAS 74/78 – III/36.7) ⇒ Fire Equipment Maintenance Manual (Solas Reg. II/14 – MSC I/Circ 1432) Operations are planned and carried out in accordance with the AMOS system. Besides being entered in the above Manual, as per Flag State rules, all inspection and maintenance operations shall be recorded in the PMS- Amos. Copy of the work order shall be printed and archived on board in the dedicate Folders 7.2.6 – Deck machinery and equipment Deck machinery, fittings and equipment, are regularly inspected by C.E., in order to verify their conditions and good order. Inspections are recorded in the PMS. Accommodations and service spaces are regularly inspected by Chief Officer or Master and recorded in PMS. Responsibility for Maintenance - Master has overall responsibility of maintenance of the mooring equipment on board. - Chief Engineer is responsible for maintenance and upkeep of mooring winches, motors, automation, brake mechanism and hydraulic pumps , oil coolers and valves Responsible for routine monthly greasing oiling and lubrication of all parts of mooring machineries. - Chief Officer is responsible for maintenance, renewal of mooring ropes and wires including painting, protection from effect of weather, corrosion, etc. It is essential for early warning of potential failure, that regular inspections are made of the windlass and winches. Such inspections should include brake linings and linkages, tightness of bearing keep nuts, cotter pins in place where required, no excessive play in bearings, the condition of clutches and engaging levers, etc. The person in charge of anchoring or mooring operations must advise the bridge of anything unusual in the operation of the windlass or winches which may be a warning of imminent failure. At sea, clutches and similar gear should be moved at regular periods to prevent the parts seizing. Bright parts of the machinery must be protected against rust. With enclosed type winches, the gears and internal parts must be regularly inspected, and properly lubricated. The condition of the oil in enclosed winches must be regularly checked and any water which may find its way into the crankcase must be drained off prior to starting winches. Protection guards and types of cover must be kept in good condition and properly positioned so that there is no danger to operating personnel. Particular attention must be paid to the brakes, drums and braking mechanism that must be maintained and kept corrosion free. Particular attention should be made on the pin of all brakes bands that need to be moved frequently otherwise are locked. Winches must be inspected, tested and maintained in accordance with the PMS, all work carried out to windlass and winches must be recorded and detailed spare parts lists must be maintained. The brake test kits to ensure that OCIMF guidelines are met in relation to brake holding power. Before and after port operation must be inspected and greased as per Maker instructions. During continuous long operations the winch must be checked daily and greased with air greasing pump . Chief Engineer shall ensure the proper technical maintenance and inspections are carried out as FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 9 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT per manufacturer’s instructions. Mooring Winch Bearing & Drum Clearances is in use for inspection TEST 04 Master shall ensure that mooring winch brakes are tested at intervals not exceeding 12 months or when one or more wire ropes have been changed and recorded as per Planned Maintenance procedure an dedicate form TEC 12 – Mooring Winch Brake’s Test Each vessel are supplied with kit for testing winch brake holding capacity, stored in good order in Fwd Bosun store, the special Hydraulic jack must be stored in Eng. Room spare part store together with special torque wrench for rendering point organized by Second Engineer. 7.2.7 – Mooring 7.2.7.1 – Wire & Ropes Maintenance Wire ropes are to be lubricated during this inspection using a recognised wire rope lubricant. On no account are home made lubricants to be used as these can lead to pollution claims against the vessel. Particular attention must be made to ensure that lubricant is penetrating through the inner layers to prevent internal corrosion that will result in failure of the wire. The maintenance of all mooring equipment, including the greasing of wires, is to be recorded in the vessel’s planned maintenance programme and reported in the Form MAR 01 (MITSUI CLASS) and in the Form MAR 03 (SAMSUNG CLASS) All wires and ropes stowed on drums must have canvas covers available for use at all times when the vessel is at sea to protect them from the effects of weather, sea and sunlight. Where rope tails are required these must be properly connected to the wire using one of the recognised connecting shackles, i.e. Tonsberg or Mandal links. Care must be taken to ensure that the brakes are kept in good condition and clean. Oil, moisture or heavy rust on the brake linings or brake drum can reduce the holding capacity by up to 75%. 7.2.7.2 Mooring Component Age The following guide should be applied to component age: • Mooring tails – These should be replaced at least every 18 months unless inspection, carried out by a qualified Company, indicates a shorter life is warranted. • Mooring wires – These are to be thoroughly inspected at least once every three months for the various types of damage that can be sustained. A dedicated forms, MAR 01 and MAR 02, are to be filled and sent to Marine Department. The Excessive amount of damage as well as wear and tear on the working part of the wire rope indicates that renewal is required. No short splices are permitted. Winch-mounted wire lines are to be end-for-ended every 2,5 years unless inspection dictates a shorter period. Synthetic mooring ropes (SAMSON) are to be checked by a maker’s Service Engineer at least once every five years. • A renewal programme is to be commenced when wires are 5 years old, unless condition on close inspection allows longer or shorter service. In addition the inspection points noted in the OCIMF Mooring Equipment Guidelines are to be observed and wires removed from service if the described conditions exist. Mooring Rope Details Inspection MAR 04 is in use for inspection 7.2.7.3 Spare Mooring Components Vessels that use wires as their primary mooring system shall carry at least two spare new mooring wires, two tails spare and one mooring link spare. If the vessel performs regular offshore lightering operations then 4 spare mooring tails shall be carried. Vessels that use synthetic mooring ropes as their primary mooring system shall carry at least two spare new (unused) mooring ropes. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 10 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT 7.2.8 – Navigational and telecommunications equipment As required by IMO Res. A702(17) and SOLAS IV Reg. 15.6 and 7, the Company has entered into an agreement with a provider (TELEMAR) for the provision of Shore Based Maintenance of the GMDSS equipment for areas A1, A2 and A3. In addition to the equipment covered by SBM, the Company has entered into an agreement with TELEMAR for the maintenance of the following Navigational aids Equipment too: • RADARS (X & S band) • Gyrocompasses (N°1 and N°2) • ECDIS (Master and Slave) • Autopilot • VDR • LRIT/SSAS • Additional FBB Maintenance of navigation equipment is to 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. As for the maintenance of ship’s navigational and telecommunications equipment, see the Bridge Management Manual, Part I, § 8.1, and Section 12.2.2, § 12.2.2.2b)(iii) of this manual. 7.2.9 – Monitoring of Maintenance The CE, in his capacity of responsible person for the maintenance of ship’s machinery, equipment and systems (see Chapter 4, § 4.5.3.1), forwards to the Technical Department the Form TEC 07 - Monthly Tracking Form for Defects/Recommendations, enabling a regular monitoring of the ship's maintenance conditions. Monthly Planned Maintenance are regularly monitored by Vessel and Office using Amos Template ENG 63 7.3 REPAIRS 7.3.1 - Planning The Company plans in advance the stopping of its vessels for repairs, on the basis of: ⇒ Expiry of the obligations requested by the Classification Societies. ⇒ Rules of law of the Flag State. ⇒ Repairs list (see following § 7.3.2) ⇒ Inspection reports by Company’s Technical Superintendents (see Chapter 9, § 9.6) ⇒ Damages or accidents occurred to the vessel. ⇒ Technical and commercial use of the vessel. The Technical Dept., in cooperation with the Marine Dept. for its own competence, has the responsibility of the organization and management of the works. The Company has a list of qualified Shipyards and Suppliers, both national and foreign, to which commit the execution of repairs on board of its vessels, chosen by severe quality criteria of the service supplied. Normally, technical services on the various machineries or equipment are carried out by the makers, or their representatives. All external contractor’s/technician’s/qualified company, before start the maintenance jobs should be carried out a familiarization checklist (Form SAF 20) Before the beginning of repairs, Technical and Marine Depts. send to the vessel a copy of the list of repair works committed by to the shipyard or firms. The performance of works for which Company’s personnel is deemed competent are normally entrusted to the maintenance team, assisted by the ship’s personnel. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 11 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT 7.3.2 – Repair List All extra maintenance and repair works that cannot be carried out by ship’s means and that can be delayed to the next stay of the vessel for repairs, or to an occasional next stop, shall be written down in a single Repairs list (TEC 08) filled in jointly by the Master and Chief Engineer and regularly updated. During their periodical inspections on board, the Company’s Technical Superintendents shall examine the updated repair list in order to acquaint themselves about the ship conditions and about any need to plan extra maintenance operations. Getting close the foreseen date for repairs, Company Technical Dept. shall require the Master to send the updated (TEC 08) Repairs List. The Heads of Technical and Marine Departments shall review the lists, each one for his relevant part, and they shall use it for the repairs planning. 7.3.3 - Shipyard activities. The procedures prescribed by the Port State in order to obtain the necessary authorizations for the performance of the operations (mooring in a shipyard, no dangerous-conditions certificates, prescribed surveillance and assistance, performance of cold and hot works, dry docking, etc.) must be activated and carried out by the Master. During the vessel’s stay for repairs, the Master is responsible for all activities carried out on board. Works must be performed under the constant supervision of the CE and of the CO as responsible and authorized personnel for prevention and protection service of the working environment on board, in compliance with Flag State (see Section 12.8, § 12.8.1 ) and Port State regulations. Particularly, the Master must approve and authorize all operations, works and activities carried out on board by: ⇒ Officers, petty officers and seamen being part of his ship’s crew. . ⇒ Company’s maintenance team. ⇒ Technicians and workmen of the shipyard or of the firms entrusted with the works. ⇒ Classification Societies technicians and surveyors. ⇒ Company’s technicians and superintendents. The presence on board, either occasional or continuous, of managers or officers of the shipyard and shore firms, and of the Company, as well as Port State representatives, cannot limit in any way the authority and responsibility of the Master and his Officers on the safety of people, the vessel, the shore installations and the environmental protection. At the beginning of every working day, a work and safety meeting must be carried out jointly by the ship's staff and representatives of the shipyard and of all shore organizations (firms, class, technicians, etc.) concerned. The meeting shall include a risk assessment for all works and activities planned for the day and the completion of appropriate entry and work permits (see Section 12.8, § 12.8.12.3). The meeting shall be recorded in the Master's General Logbook. Bunker tank boundaries should be clearly marked on the deck with white paint and warning notices should be painted on the tank bulkheads. This requirement should include gas oil and luboil tanks and tanks for emergency pumps and generators. Depending on the work scope, it may also be decided to mark the position of such tanks on the external hull when the vessel enters the repair yard. Immediately a ship is dry-docked, the Master with Chief Officer and the Chief Engineer should accompany the Superintendent and inspect the outside and bottom of the hull, the propeller and rudder and should report on any damage noted. The proper fitting of all drain plugs throughout the ship is the responsibility of Chief Officer. When plugs are removed at the repairer's, the Chief Officer should be informed. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 12 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT The attendance of a Superintendent does not relieve the Chief Officer of the responsibility for ensuring that all plugs are properly fitted before the dock is flooded. The Superintendent in charge cannot always be present when items of machinery are being finally closed up and the senior Engineer Officer present should thereafter ensure that such machinery is satisfactory. Strict attention should be paid to cleanliness when inspecting machinery prior to closing up. Routine inspections should be made to ensure that debris does not accumulate. In addition to routine inspections of work in progress, the duty Officer should also carry out a general inspection of the whole ship on the completion of the day's work, with due regard being taken to the requirements of safe entry into enclosed spaces. Dedicate form ENG 39 dry dock report must be filled and send to Marine & Tech. department office . At the completion of repairs, staff should inspect the whole ship to ensure that no debris or shore equipment remains on board. 7.3.4 - Drydocking Drydocking should be planned using the special Docking Plan supplied to all ships by the Builders. The plan shows: • arrangement of blocks; • arrangement of bottom plugs; • position of hull transducers and sensors; • position of sea chests and overboard discharges; • position of suspension eyes and holes; • painting areas. Conditions of trim, amount and on-board distribution of weights must be in accordance with the data contained in the Loading Manual for the Docking case. Such conditions must never be changed throughout the ship’s stay in dock. Were it necessary to change them to allow the performance of inner spaces or hull repairs, they shall be exactly restored before flooding the dry-dock. 7.3.5 – Documentation Master and Chief Engineer shall keep their list, continuously updated, in suitable folders for a prompt and quick consultation. Maintenance works done, should be reported using forms listed in TEC 00 “ Matrix Index of Forms TEC” Disembarking Masters and Chief Engineers shall hand them to their embarking colleagues, mentioning it in the hand over report (see Chapter 5 - § 5.3.3.1). Ship’s copies of the Repairs list sent to the Company shall be filed in the Master’s folder. Once the repairs have been completed, the lists of the committed works, together with the evidence of the performed works and, generally, together with all the relevant documents, both for the Deck and Engine departments, shall be filed in a single folder, to be kept on board care of the Master, so that it can be shown, when requested, to Inspectors, Classification Society Surveyors, etc. 7.4 SUPPLIES A prompt and accurate supply of resources to the ships, both materials and external technical assistance, is the basis of a correct and effective maintenance. It is therefore necessary to establish an accurate procedure for their request, ordering, supplying or carrying out. Requests of supplies, services and technical assistance to the concerned departments of the Company are normally generated and managed through the AMOS PMS. In case the AMOS PMS is out of order, all the above mentioned requests are to be submitted by e-mail to the competent department. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 13 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT 7.4.1 – Selection of materials and services suppliers Materials and spare parts suppliers, engine and deck provision stores, services and technical assistance, are selected by: (i) Materials and original spare parts availability; (ii) Expert and qualified technicians; (iii) Quality and reliability of supplies and previous services; (iv) Delivery readiness or service execution; (v) Good quality/price ratio. Technical and Marine Depts, each one for its own competence, keep a list of the selected suppliers. Every time that a Master or a Chief Engineer notifies that a supply comprised defective materials or parts, that he quantity supplied did not match its order or that a technical assistance did not give the expected results, the concerned Department will comply with the supplier. In case of repetition of such occurrences, the supplier shall be delated from the list. 7.4.2 – Spares and equipment materials and parts The supply of materials, spares and equipment is carried out by qualified Firms included in the Company’s suppliers list. The necessary materials for the maintenance and functioning of the machineries, apparatuses, systems and onboard installations are, in principle, supplied by the Makers or their Licensees. The competence for the supply to the vessel and spare parts is the following: • Technical Dept. (UT) ⇒ Materials and spares necessary for the ordinary maintenance of all machinery, apparatuses, equipment and systems on board, both deck and machinery, including all ship’s security systems and installations; ⇒ Fire-fighting fixed ⇒ Wire ropes for lifting devices, lifesaving appliances and accommodation ladders. ⇒ Fixed System of: O2, LEL, flammable gas, toxic gas; ⇒ Measurements systems (ullage, interface, temperature) and liquid cargo sample. ⇒ Certified standard measuring of fixed instruments. • Marine Dept. (AR) ⇒ Materials and spare parts necessary to the operation and ordinary maintenance of the navigation and communication GMDSS equipment; ⇒ Navigation bridge equipment; ⇒ Nautical charts and publications, electronic charts (RASTER and ENC) through the Outfit Management System. ⇒ Ship’s library (IMO, ICS, OCIMF, etc.) through the Outfit Management System. ⇒ Life saving appliances; ⇒ Mooring and towing ropes/wires and equipment; ⇒ Ship’s pharmacy medicines, medical equipment and materials. • IT Office (IT) ⇒ Informatic equipment (computers, printers, communication etc.). 7.4.3 – Consummables and provisions The supply of deck and engine consummables and provisions is done by qualified naval suppliers and ship chandlers operating in the vessel’s calling ports, included in the lists kept by Marine Dept. The supply of consumable and stores to the ships is entrusted to the Marine Dept (AR). Engine Department’s requests are examined by Technical Dept. before being forwarded to the suppliers. Deck and engine stores comprise: FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 14 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT • Materials, in general, necessary to the maintenance and service of the vessel, life on board and crew’s comfort, and environmental protection, consumable and expiring, for which the substitution or reintegration is necessary, particularly; ⇒ cleaning and health materials on board; ⇒ accommodation equipment (linen, crockery, etc.); ⇒ tools, bolts and nuts, electrical material; ⇒ plates, iron, bars; ⇒ carpenter material; ⇒ marine equipment (lashings, rope ladders, etc.); ⇒ Personal Protection Equipment (PPE) (overalls, shoes, gloves, helmets, caps, etc.); ⇒ safety equipment spares (lifeboats rations, pyrotechnics, etc.); ⇒ antipollution materials; ⇒ oils and fluids for hydraulic circuits; ⇒ compressed gas for welding, refrigeration, calibration; ⇒ chemicals; ⇒ coatings; ⇒ stationery and office materials. 7.4.4 – Technical assistance The necessary technical services for maintenance, revision and repair of machineries, apparatuses, systems and installations on board, in principle, are carried out by Makers or Licensees, and in any way, by qualified suppliers included in the list kept by Technical and Marine Dept. The competence for the organization of the technical services both on board or in the shore workshops is as follows: • Technical Dept (UT) ⇒ Ship’s structures, machineries, apparatuses, systems and installation on board, both deck and engine. ⇒ Fire-fighting fixed and mobile equipment. ⇒ Portable meters; • Portable cargo gauging and sampling units. • Marine Dept. (AR) ⇒ Navigation and communication equipment; ⇒ Lifesaving appliances; ⇒ Coating of ship’s structures and inner compartments. • IT Office (IT) ⇒ Informatic materials. Normally, technical assistance is carried out on board. When necessary or advisable, ship’s equipment and machinery parts may be sent ashore, to the workshops of the interested makers, to be repaired or overhauled as necessary. 7.4.5 - Documentation In order to promptly check if, and how, materials or technical services requests of the ship are satisfied, it is necessary that the supplies are carefully documented: 1. Request: request sent to the competent Dept. by the Master or Chief Engineer; 2. Order: competent Dept. send the order to the material’s or service’s supplier, with copy to the vessel; 3. Execution and result: boarding note of the material sent on board or evidence of the technical service carried out, sent in copy to the competent Dept. by the Master or Chief Engineer, with the eventual and following correspondence relevant to the quality/quantity of the material supplied or the result of the technical service (Form HSEQ 54) FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 15 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT All contacts between ships, Company and suppliers must be in written form. Any communication that, for urgency is done verbally or by phone, must be followed by regular written confirmation. Documentation must be helden in an orderly manner, both on board, in the Deck and Machinery Section records, and in Company’s offices, in Marine and Technical Depts. records. Particularly, all the documents relevant to the several steps of a complete supply, or of a complete technical service, must be recorded together, in chronological order, to easily verify the effectiveness and promptness of the supply system to the vessel of the necessary resources. As for the records of technical assistance required for the maintenance of life saving and fire-fighting appliances, see the previous § 7.2. Before any items are landed for repair / disposal or Analysis to lab , the Chief Engineer must obtain authorization of the Technical Department. On receipt of authorization the Chief Engineer must raise in AMOS a Requisition Form and prepare together the form TEC 11 . The Requisition Forms must state: a) At which port the goods have been landed. b) With which agent the goods have been landed. c) What goods have been landed. d) Clearly state if the items are being returned for repair/reconditioning or disposal. e) If agreed with technical department, state which company the items are being returned to. 7.4.6 – Materials storage on board – Inventories The materials and spare parts and stores, consumables and provisions must be kept on board as described. Particularly: ⇒ Chemicals: should be kept in a dedicated space identified by special safety signals, fitted with suitable PPE and eye wash cabinet. They should be handled and used taking all precautions detailed in the relevant MSDS (see Section 12.8, § 12.8.9.2); ⇒ Coatings: should be stored in dedicated spaces, fitted with a fixed fire detection and extinguishing system, identified by special safety signs. They should be handled and used taking all precautions detailed in the relevant MSDS (see Section 12.8, paragraph 12.8.9.2); ⇒ Compressed Gases: must be stored in dedicated separated spaces located on an open deck, identified by special safety signs (see Section 12.8, § 12.8.11). Quantity of material’s and its storing on board, should result through suitable Inventories (traditional or computerized) kept by the responsible Deck and Engine Officers, respectively appointed by the Master and CE. Dedicated forms have to be sent to the departments in charge according with the frequency quoted in the form MAR 00 “ MATRIX INDEX OF DECK’S FORMS” and the form TEC 00 “MATRIX INDEX OF FORMS TEC”. 7.5 ANALYSIS OF WATER AND LUBOILS Periodical analysis of boilers water, cooling fresh water and luboils should be carried out in order to prevent malfunctions or damages to the various machineries and systems. Analysis may be carried out on board or/and ashore. Intervals for water and lubricants analysis, are the following: (i) Water tests (Carried out by ship’s personnel): Main Engine: - Monthly Boilers: - Daily. Copy of water analysis results shall be sent to the Technical Dept. every month. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 16 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT (ii) Luboils (Carried out by the Maker in its own laboratories): Full procedural instructions are provided on board and should be closely followed. Samples should be sent for analysis at the following approximate intervals: Main Engine: - Every 3 months Aux Engine - Every 3 months Stern tube: - Every 6 months Steering gear - Every 6 months COP /Deck mach - Every 6 months Cargo hose crane - Every 6 months Emg.cy Diesel Eng - Every year Luboil analysis results are received by the Technical Dept. which sends a copy of the same to the interested vessel. Routine Analysis Reports: Luboil analysis reports indicate deficiencies in samples compared with new oil of the same grade, but these deficiencies do not mean that the in-use oil is no longer fit for further service. There are specific codes to indicate when this is the case and in the absence of any code or instruction to change out the oil, it should remain in service. Where results indicate that the oil is unfit for further service, the cause of the contamination should be investigated, corrective action taken, and the system flushed out and cleaned prior to refilling. Special attention should be given to the cleanliness of diesel engine sumps. Samples should be taken from a system shortly after the oil is replenished. Tests results, and any instructions given on the matter, are recorded in the Machinery Department files and, ashore, in the Technical Department files. Non-Routine Analysis Reports: If, at any time, the quality of the luboil is suspected, a sample should be landed at the next port, for analysis to be carried out with the precise reasons stated. The Managing Office should be informed when and where the sample was landed and the reasons why the lub oil quality was suspected. If the analysis does not reveal any defect, but the symptoms suggest that the oil may be below specification, the Managing Office should issue instructions as to where another sample should be sent for further detailed analysis. Symptoms which should lead to the quality of lub oil being suspected include: • Rusting of exposed metal surfaces in the gear case. • Excessive and persistent foaming of the oil. • Emulsification, discoloration, or tendency to form sludge. On Board Analysis Tec 70 The main engine system oil , the Aux Diesel Engine and the Stern tube oil should be tested on two week basis using the dedicate kit for check “ Visc, water % and TBN “ content detector. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 17 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT Lub Oil Stock Levels The following should be considered when determining lub oil stock levels: a. The stock of luboils should not normally be less than that required for the maximum duration of a voyage which could be achieved with full bunkers carried on board. Even when in receipt of firm orders for a short voyage, there is always a possibility of a change of orders resulting in a longer voyage up to the limit of bunkers on board. b. One complete charge of main engine sump/crankcase oil should always be carried unless otherwise authorized by the Tech Dept. c. At ports where Maker lubricants are not readily available without delay to the ship, in exceptional cases, the Marine Dep . Office will be prepared to approve the purchase of non-Maker lubricants. d. In an emergency, other Oil grades can often be mixed with, or substituted for, the specified grades. This may only be done with confirmation from lubricant specialists and approval should be given from the Technical Office before using mixed grades. 7.6 ASBESTOS The Company is committed to operate asbestos-free ships and according to the operated vessel’s specification and construction yards statements available, all currently managed vessels are free from asbestos material. In case the shipboard personnel has doubt about the presence of asbestos on board thence the DPA must be contacted in order to determine the appropriate handling measures. 7.7 Lock Out – Tag Out Procedures General In order to prevent incident caused by the accidental starting of equipment during maintenance, a lock- out/tag- out procedure is to be adopted and used on energy isolating devices. The procedure is to be followed: • Prior to work involving maintenance of machinery or equipment; • When machinery or equipment is out of service; • When maintenance is being carried out in close proximity to potentially dangerous equipment. Wherever possible equipment is to be locked-out. A lock-out system may be in the form of a clasp with padlock, a wire seal or other similar devices which would offer physical restraint from opening an energy source. The locking device will also be accompanied with a tag. Where lock-out is not possible, tags are to be used on their own and affixed to the energy isolating source to warn potential users. Tags must be clearly legible, recognizable and contain wording such as: DO NOT START, DO NOT OPEN, DO NOT ENERGISE etc and have space for signatures and also a brief description of the equipment and work. In addition to locking and tagging out, additional safety precautions should also be taken wherever possible such as removing valve handles, levers etc in order to act as a secondary barrier to accidental start. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER JANUARY 2017 0 18 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 7 MAINTENANCE OF THE SHIP AND EQUIPMENT Procedure A responsible officer is to determine when lock-out or tag-out is required using form SAF 08. He will locate and identify isolating devices to be certain which switch’s, valve’s, or other energy isolating devices apply to the equipment in question. More than one energy source (electrical, mechanical or others) may be involved. He will prepare and sign the tag and then submit it to the Chief Engineer for verification, signature and logging. No work is to commence until the tag is in position and signed by the person carrying out the task, a responsible officer and the Chief Engineer. The responsible officer must also advise all relevant personnel that a lock-out/tag-out system is in place along with the reasons thereof. All personnel, including any contractors/riding squads, are to comply with the procedure. No-one must attempt to start, energize or use equipment that is locked or tagged out. Care must be taken after equipment is stopped and isolated that any stored energy (e.g. springs, hydraulics, steam or water pressure etc) is either released in a controlled manner or restrained by methods such as repositioning, blocking, bleeding etc. Steps should be taken to ensure that energy previously stored is not allowed to re-accumulate during the work or maintenance being carried out. Once the responsible officer is satisfied that all precautions have been taken, the locks and/or tags will be positioned as required and the time logged. Record Keeping The Chief Engineer is responsible for maintaining a lock-out/tag-out program and must identify all equipment requiring lock-out/tag-out when equipment is out of commission/in-operative for maintenance or damage. The Chief Engineer must establish and maintain a LOG 20 Lock-Out / Tag-Out Work Permits Log for Deck/Engine machinery. This log will record: • Number of operation. • Date and Time equipment was locked out and/or tagged out. • The name of the Responsible Officer who performed the lock out/tag out. • Which piece of equipment was locked out/tagged out (eg. Grinder). • Reason why it was locked out/tagged out. (eg. Grinder has no shields) • Date & Time lock-out/tag-out was removed. This log will be sighted on a monthly basis by the Master who should sign the page/s as verification and also by visiting superintendents to ensure compliance with this procedure. Returning Equipment to Normal Operating Condition After work has been completed and the equipment is ready for normal operation, the Responsible Officer shall check to ensure that everyone is clear of the machinery or equipment, all tools have been removed from the work site, guards have been replaced and any operating controls have been placed in the “neutral” or “off” position. The Responsible Officer will remove the lock-out/tag-out devices and restore power to the machine. When it is verified all functions are operating properly, the Responsible Officer shall return the lock-out/tag-out devices to the Chief Engineer who shall enter the time into the lock-out/tag-out log book. The Master and all relevant personnel will be advised that normal operating conditions have been restored. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 1 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS ISM Code 8 EMERGENCY PREPAREDNESS 8.1 The Company should identify potential emergency shipboard situations, and establish procedures to respond to them. 8.2 The Company should establish programmes for drills and exercises to prepare for emergency actions. 8.3 The SMS should provide for measures ensuring that the Company’s organization can respond at any time to hazards, accidents and emergency situations involving its ships. It is essential that all persons serving onboard the vessel receive proper and effective familiarisation and training and are frequently exercised in emergency drills and procedures. The frequency of drills held on board the vessel is dictated by SOLAS and Italian Safety Regulations (DPR 8.11.91, n. 435). In some cases port state legislation e.g. OPA 90 in USA imposes additional requirements upon the vessel. It is the Masters responsibility to ensure that the frequency and nature of the drills held on board meet the requirements of all legislation appropriate to the vessel and it’s trading area. Drills should also cover all scenarios listed within the SOPEP in a 12-month period. This has the benefit of ensuring that all personnel on board become familiar with the SOPEP and highlight any areas where improvements or additional training may be required. Every six month the SOPEP drill must be carried out in conjunction with the Head Office and the Technical Advisor carrying out one of the following scenario: 1. Collision with a Ship 2. Grounding 3. Explosion 4. Collision with a wreck The above-mentioned drills should be focused, not being limited to, on structural damage. A Drill and Exercise Matrix (Form “DRILL SCHEDULE SAF 21”) is available in order to identify different exercise scenarios and to assist in forward planning. The form is also to be used as a vessel record of drill dates. An updated copy of the a.m. form is to be sent to HSEQ dept. every month. A Drill and Exercise Report (Form “EMERGENCY DRILLS AND EXERCISE REPORT”) is to be completed after each drill is carried out. It acts as a record as well as giving the opportunity to make observation or comments on the drill with a view to making improvements in future drills. A copy of “EMERGENCY DRILLS AND EXERCISE REPORT” is to be sent to HSEQ dept. which will place it in the archives. 8.1 Emergency situations The Company has identified those potential shipboard emergency situations which pose a threat to: - safety of human life at sea; - protection of marine environment; - safety of the ship and her cargo; - Company’s and Customer’s interests; - property of a third party. As for the preparedness to respond to threats to the ship’s security caused by criminal actions, refer to Section 12.7 – Ship’s security, of this manual. The crew’s main duty, in case an emergency occurs aboard a vessel, is to do their best to minimize its consequences. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 2 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS The Master must promptly notify the Designated Person Ashore – DPA (see Chapter 3, § 3.6) of the occurrence of any shipboard emergency situation. 8.2 Safety Familiarization of the Crew Every new crew member shall be supplied with all his personal safety equipment and with suitable instructions on the basic ship’s emergency arrangements and procedures. The Safety Officer takes care of the familiarization of new crew members. Its initial part shall be carried out before sailing while the entire programme shall be completed within 72 hours from joining the vessel. The training check- list shall remain filed in the Safety Familiarization for the whole duration of the trained seafarer service on board the vessel. 8.3 Collecting evidence Collecting evidence is a most important aspect of the management of any emergency situation or marine accident, in order to be able to cope with any claim or litigation arising in courts as well as any inquiry by Flag or Port/Coastal States authorities, and to protect the interests of the ship, her cargo, the Company, and the lawful rights of the Master and all personnel however involved. It forms also the basis for the internal incident investigation and analysis required by the Company’s SMS (See Chapter 10, § 10.5). Some basic aspects must be given due attention:  Logbooks, kept in an accurate and orderly way, particularly the Navigation Logbook – Giornale Nautico - Libro III and the Engine Logbook – Giornale di Macchina (See Chapter 14, § 14.4) are prima facie evidence before all courts and inquiring bodies, both in Italy and abroad.  Important evidence is supplied by the recordings of the following equipment: - Course recorder. - Echo-sounder. - Engine controls data logger (or Bell Books). - Barograph.  Voyage Data Recorder (VDR): Its purpose 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 marine accident (navigation, manoeuvring, mooring/unmooring) the Master must: - 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 (specially fitted VDR equipment only).  In case of pollution, all spilt oil should be sampled, safety permitting. Any oil observed on the water, while the vessel is at anchor or berth, should be sampled if possible. Samples should be properly marked, with date and location, and sealed, and always be made in duplicate. Samples will be most valuable if the sampling is authenticated by someone not part of the crew.  As for the alcohol and drugs testing procedure following a serious marine incident, se Section 12.8, § 12.8.6.3(vi). Useful information and directions on this subject are contained in the Nautical Institute publication The Mariner’s Role in Collecting Evidence, available on board all ships (See annex to Chapter 6, publication # 303). FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 3 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS 8.4 Handling the media In the event of a fleet vessel being involved in a major incident, the actions of the Company in terms of responding to enquiries from the media can influence the name and prestige of the Company, either negatively or positively, including the potential and future business, but more importantly can affect the legal liabilities imposed upon individuals on board and ashore as well as the Company. To ensure that information issued by the Company is consistent and accurate only the General Manager or nominated deputy(one of the members of its Emergency Response Team (See Section 8.5, § 8.5.2.4) has the authority to communicate with third parties. The General Manager or his duty is responsible for handling all communications with the media on the incident. Anyway, Media advisor (MTI Network) is contracted by Fratelli d’Amico Armatori in order to assist in statement preparation, general media handling and to offer advice. The ERT will be in contact with the media advisor in order to advise them of the incident so that they can prepare an initial press release. It is of prime importance that all employees are constantly reminded that any queries from the media are to be directed to the Responsible for contacts with the media. Master and bridge team should be aware that the media try to telephone their vessel to obtain information during, or following, an incident or accident. This is happening with greater frequency during casualty and pollution situations. It is not recommended that any information is provided via this channel. Instead the Masters ensure that their ship management office is immediately notified of the media interest and the following message given to the caller: “Thank you for your call. Everybody on board the ship is extremely busy at the moment dealing with the current situation. We have to free up this line immediately but we are happy to give you the number of our management office who will be able to help you (give the telephone number). Thank you (close the line).” 8.5 – GENERAL EMERGENCY 8.5.1 – GENERALS SOLAS 74/78 and Italian Safety Regulations (DPR 8.11.91, n. 435) identify the following emergencies: 1) Fire on board 2) Man overboard 3) Abandon ship 4) Emergency steering from steering-gear compartment. 8.5.2 – Preparedness A training programme and scheduled drills, technical checks, tests and maintenance of all ship’s appliance and equipment are provided in order to assure that the ship and her crew are prepared to respond to such emergencies. Performance of drills is subject to the risk assessment process (see Chapter 12). SMS PROCEDURES § 8.2 Safety Officer Training. § 8.3 Crew Familiarization. § 12.1 Risk Assessment Plan. § 14.5 Muster List. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 4 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS Fire Control Plan. Survival Craft Launching Instruction Placards. Life Saving Signals Placard. Emergency Steering Change-over Procedures Placard. RECORD OF OPERATIONS SMS § 8.2 – 8.3 Safety Familiarization file. § 14.4 Fire-fighting Service Logbook – Giornale del servizio antincendio. Drills Logbook – Giornale delle esercitazioni. General and Accounting Logbook – Giornale Nautico - Libro II. Navigation Logbook – Giornale Nautico - Libro III. Engine Logbook – Giornale di Macchina. GMDSS Logbook – Giornale GMDSS. SMS MANUALS § 6.4.2 Fixed Fire-fighting System Manuals. Steering Gear Manual. Emergency Generator Manual. § 14.5 Fire-fighting Training Manual. Fire-fighting Operational Booklet. Life Saving Appliance Training Manual. Life Saving Appliance Maintenance Manual – including LSA Monthly Inspection Checklist. Annex to Chapter 6 IMO – Standard Marine Communication Phrases (SMCP). # 114 - # 402 IMO – Pocket Guide to Cold Water Survival. SMS CORRESPONDENCE FORMS == None SMS RULES § 6.2 DPR 8.11.91, n. 435 - Rules for the safety of navigation and human life at sea. – Regolamento per la sicurezza della navigazione e della vita umana in mare. SOLAS 74/78 – International Convention for the Safety of Life at Sea. Annex to Chapter 6 IMO – International Life Saving Appliance Code (LSA Code). # 101.A - # 101.B IMO – International Code for Fire Safety Systems (FSS Code). FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 5 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS 8.6 – POLLUTION AND RISK OF POLLUTION 8.6.1 – GENERALS An oil spill from a ship can result in the pollution of the surrounding waters. Spilled oil may consist both of the ship’s fuel (IFO, Gasoil) and of her cargo (crude oil, oil products). According to circumstances, oil spills may be • either operational • or resulting from casualties. 8.6.2 - Prevention National and international regulations in force for pollution prevention are detailed in the subsequent Section 12.3. In the the process of risk assessment of all ships' activities (see Chapter 12), • navigation and seamanship, • engineering, • maintenance, • cargo-related operations, due consideration must always be given to the potential hazards to the environment. 8.6.3 - Preparedness Scheduled pollution drills, to be carried out both on board and jointly with shore involved parties, are prescribed in order to ensure and ascertain that the ship, her crew and the shoreside organizations are prepared to respond to such emergencies. Furthermore, pollution prevention & fighting are one of the subjects to be discussed during the periodical meetings of the Ship’s Emergency and Antipollution Team (see Charter 4 - § 4.7) 8.6.4 – ACTION SMS PROCEDURES § 14.5 Shipboard Oil Pollution Emergency Plan (SOPEP). Vessel Response Plans (VRP) – (OPA-90 & States). § 12.1 Risk Assessment Plan. § 8.4 Collecting evidence. § 8.5 Handling the media. SMS RECORD OF OPERATIONS § 14.5 Shipboard Oil Pollution Emergency Plan (SOPEP). § 14.4 General and Accounting Logbook – Giornale Nautico - Libro II. Navigation Logbook – Giornale Nautico - Libro III. Engine Logbook – Giornale di Macchina. GMDSS Logbook – Giornale GMDSS. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 6 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS SMS MANUALS § 6.4.2 Technical manuals. § 14.5 Instructions to Master about Stability. Instructions to Master in case of Leak. Damage Control Plan and Booklet (*) [SOLAS 74/78 - II-1/B-4,19]. IGS Manual. Annex to Chapter 6 P&I Club – Rules & Correspondents (Current Year Edition). # 301 - # 302 # 303 Capt. Ivor R. Salter - Business & Law for the Mariner. NI – The Mariner’s Role in Collecting Evidence. (*) Only for ships the keel of which has been laid after 01 January 2009. SMS CORRESPONDENCE FORMS § 14.5 Shipboard Oil Pollution Emergency Plan (SOPEP): – Section 7: Reporting Forms. § 4.7 Minutes of the Shipboard Emergency and Antipollution Team. SMS RULES § 6.2 Legge 31.12.1982, n. 979 - Provision for the protection of the sea. – Disposizioni per la difesa del mare. D.L.vo 6.11.2007, n. 202 - Accomplishment of directive 2005/35/CE relevant to pollution by ships and consequent sanctions – Attuazione della direttiva 2005/35/CE relativa all’inquinamento provocato dalle navi e conseguenti sanzioni. MARPOL 73/78 - International Convention for the Prevention of Pollution from Ships. Annex to Chapter 6 USCG Publication # 515 – Volume 1: 33 CFR – Navigation and Navigable # 109 Waters. 8.7 – BREAKDOWNS AND SHIPBOARD EMERGENCY SITUATIONS 8.7.1 – GENERALS The Company has identified some breakdowns and emergency situations which could possibly happen on board vessels: 1. Collision. 2. Grounding. 3. Flooding. 4. Bad weather damages. 5. Structural failure. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 7 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS 6. Fire on board (accommodation, tanks area and cargo tanks, cargo pump room, 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. 8.7.2 - Preparedness 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). The purpose of the checklists is to give a fast guidance for the performance of the first immediate operations and procedures to be carried out in order to protect the safety of the ship, her crew and the marine environment in the occurrence of one of the foreseen emergencies, or in case of particular operations or circumstances. Wherever necessary, the checklists contain specific references to: • Muster List (see Section 8.5); • SOPEP and VRP (see Section 8.6); and they shall be used in conjunction with the above documents. Training of ship’s personnel in the use of the checklists is achieved by Monthly Safety Meetings of the Crew. (see Chapter 5, § 5.3.2.1(v)). Furthermore, their content is examined and discussed during the periodical meetings of the Ship’s Emergency and Antipollution Team (see Chapter 4, § 4.7). SMS PROCEDURES § 8.3.1.1 Emergency & Special Conditions Checklists File § 12.1 Risk Assessment Plan SMS RECORDS OF OPERATIONS § 14.4 General and Accounting Logbook – Giornale Nautico - Libro II Navigation Logbook – Giornale Nautico - Libro III Engine Logbook – Giornale di Macchina GMDSS Logbook – Giornale GMDSS FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 8 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS SMS MANUALS § 6.4.2 Technical manuals § 14.5 Instructions to Master about Stability Instructions to Master in case of Leak Damage Control Plan and Booklet (*) [SOLAS 74/78 - II-1/B-4,19] IGS Manual Emergency Towing Booklet [SOLAS 74/78 - II-1/3-4] Annex to Chapter 6 ICS/OCIMF – Perils at Sea and Salvage – A Guide for Masters. # 112 - # 113 # 114 - # 301 ICS - Guide to Helicopter/Ships Operations. # 302 - # 303 IMO – Standard Marine Communication Phrases (SMCP) P&I Club – Rules & Correspondents (Current Year Edition). Capt. Ivor R. Salter - Business & Law for the Mariner NI – The Mariner’s Role in Collecting Evidence (*)Only for ships the keel of which has been laid after 01 January 2009. SMS CORRESPONDENCE FORMS § 4.7 Minutes of the Shipboard Emergency and Antipollution Team § 5.3.2.2(iii) On-board Training – Monthly Safety Meetings of the Crew SMS RULES § 6.2 RD 30.3.1942, n. 327 - Navigation Code - Third Book - Title IV – Codice della Navigazione - Libro Terzo - Titolo IV. DPR 8.11.91, n. 435 – Rules for safety of navigation and human life at sea – Regolamento per la sicurezza della navigazione e della vita umana in mare. SOLAS 74/78 – International Convention for the Safety of Life at Sea. MARPOL 73/78 - International Convention for the Prevention of Pollution from Ships. 8.8 – ASSISTANCE AND SALVAGE 8.8.1 – AUTHORITY OF THE MASTER 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 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 § 8.9.2), the Master should not hesitate to request or render assistance, acting in full autonomy and with the highest authority. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 9 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS 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, o copy of which can be found in the ICS/OCIMF publication Perils at Sea and Salvage - A Guide to Masters (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. 8.8.2 – SAFETY OF OPERATIONS In order to ensure the safety of the demanding tasks involved in ships' salvage and assistance at the best, basic emergency operations must be subjected to a preliminary risk assessment (see Chapter 12). SMS PROCEDURES § 8.3 Collecting evidence. § 8.4 Handling the media. § 8.8.1 Authority of the Master § 12.1 Risk Assessment Plan SMS RECORD OF OPERATIONS § 14.4 General and Accounting Logbook – Giornale Nautico - Libro II Navigation Logbook – Giornale Nautico - Libro III Engine Logbook – Giornale di Macchina GMDSS Logbook – Giornale GMDSS SMS MANUALS § 6.4.1 IMO/ICAO – International Aeronautical and Maritime Search and Rescue Manual (IAMSAR) – Volume III § 14.5 Recovery of Persons from the Water. § 14.5 Emergency Towing Arrangements (ETA) Booklet Annex to Chapter 6 ICS/OCIMF – Perils at Sea and Salvage – A Guide for Masters. # 112 - # 113 # 114 - # 302 ICS – Guide to Helicopter/Ship Operations. # 303 IMO – Standard Marine Communication Phrases (SMCP). Capt. Ivor R. Salter - Business & Law for the Mariner. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 10 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS NI – The Mariner’s Role in Collecting Evidence. SMS CORRESPONDENCE FORMS === None SMS RULES RD 30.3.1942, n. 327 - Navigation Code - Third Book - Title IV – Codice della Navigazione – Libro Terzo – Titolo IV. § 6.2 SOLAS 74/78 – International Convention for the Safety of Life at Sea. 8.9 – EMERGENCY RESPONSE TEAM (ASHORE) 8.9.1 – GENERALS A prompt response of the Company’s shore organisation and a good co-ordination of its action with the Master’s, are of paramount importance in successfully responding to any shipboard emergency situation. 8.9.2 – EMERGENCY RESPONSE TEAM (ASHORE) On receiving news of a shipboard incident or emergency situation, the Emergency ResponseTeam shall be summoned as soon as possible to meet in the operation control room of the Company’s head office. The General Manager shall ensure that a suitable facility within the office is allocated to respond to a ship-board emergency. Such a facility will be equipped with suitable communications equipment, computers and visual aids. The GM is also responsible for ensuring that the relevant office personnel are trained in their respective emergency response roles. 8.9.2.1 – Incident Notification - Collecting information As a rule, shipboard incidents or emergency situations which may cause a serious and imminent danger to life, the environment or the ship and her cargo, are notified by the Master to the Company in the following way, using the contacts and communication systems detailed in the annex to Chapter 3 - part f. • Incidents: Initial notification to the DPA; • Security-related incidents: Initial notification to the CSO. Were it not possible to contact the DPA, the Master will call their deputies or another person of any one of the ERT members who, in turn, will inform all concerned people. All Company's key-persons carry a regularly updated pocket Emergency Response Manual (see Chapter 15, § 15.2.1) containing information (shore and ship's contacts and phone numbers, ships' particulars, basic instructions, scratch log, etc.) necessary for the management of urgent and emergency calls, wherever and at any moment. In order to collect all information about the reported incident, the recording form provided by IMO Resolution A.851(20)-MPcontained in the SOPEP (Format 1 – Initial Notification page 1 and page 2), both on board and ashore, as well as in the Emergency Response Manual, should be used. See Table 8.9.a. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 11 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS INCIDENT REPORT (Resolution A.851(20) – MP) AA Ship name NN Time of next report (if agreed) BB Date/time of event (LT-UTC) PP Cargo on board CC Position (Lat/Lon) QQ Defects / Damages DD Position (Bearing/Distance from a navigational RR Description of pollution (if applicable) mark) EE True course SS Weather /Sea conditions FF Speed TT Local Agent LL Route info(including ports of departure and XX Action taken / Assistance needed destination) MM Communications ZZ Confirm end of report Table 8.9.a It should be borne in mind that, in case of incidents, the master often has to operate in a highly charged and \"time-sensitive\" situation, and that current regulations and contingency plans require a huge volume of reporting and operational information from his part. Ship's communications, particularly the initial notification, shall be managed by the Master and their duration shall be as short as possible, so to avoid keeping the ship's communication equipment busy more than the strictly necessary time. If possible, subsequent contacts with the ship shall be pre-arranged between the Master and the person called who must wait in place until the ERT becomes operational. In any case, the shore mean of communication used by the Master for his initial notification (e.g. the DPA's mobile phone) shall be kept always free, ready to receive any subsequent call, at least until the ERT has become operational. If possible, a different mean of communication, like another mobile phone, a fixed phone, etc., shall be used to summon the team and to relay the notification received to concerned people and organizations. 8.9.2.2 – Activation of Emergency Response Team (ERT) The DPA, or the person receiving the initial contingency call will first ensure that the Master has reported the incident as per SOPEP (Format 1 – Initial Notification page 1 and page 2). The receiver of the call will instruct the Master to call back on the same number at a defined time. The receiver of the call will alert the members of the ERT, as far as practicable in the order listed in the below table 8.9.b. The decision to activate the ERT is taken by the ERT Leader (usually the General Manager or DPA or, in their absence, the person receiving the initial call). The ERT Leader will continue in this duty until clearly and officially relieved. It is his responsibility to obtain, as clear as possible, all information and updates of the situation, until the ERT has gathered. Once the ERT is assembled, the Master will be called and given updated emergency contact numbers for the ERT. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 12 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS The Company emergency number provided by Company and inserted in the Company SMS Annex to Chapter 3, must be always available on the bridge of the Ship. All correspondence relating to any emergency must be sent to the emergency email address: [email protected] The operation control room is provided with different telephone lines. One line must be dedicated for the Ship/ERT calls. All the other calls are to be switched to the telephones located inside the adjoing rooms. The ERT Leader is to discuss with the ERT the facts known to them and may call for additional information from the vessel, other individuals or organsations before deciding on any course of action. Individual logs of actions and telephone calls are to be maintained by all members of the ERT. The decision to close these logs will be taken by the ERT Leader. This will normally be when the situation has stabilised and presents no further risk to safety of life, environment or the property. Table 8.9.b 8.9.2.3 – Tasks and roles of the ERT personnel The DPA (Response Co-ordinator) is responsible for: - Ensuring that Emergency Response Plans are available onboard and in the Office. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 13 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS - Ensuring that the Company's shore-based Emergency Response Plan suitably reflects those of the vessels and for verifying its effectiveness. - Ensuring that members of the ERT are aware of their responsibilities. - Ensuring that Emergency Response drills between the vessels and the Office are carried out at appropriate intervals. Members of the Emergency Response Team (ERT) shall: - Be aware of their duties as members of the ERT in case of emergencies. - Participate in ship–shore emergency drills and other Office or onboard drills. All members of the ERT and their deputies have received appropriate training in order to be able to execute properly their assigned tasks. In case of an emergency situation occurs, their associated positions/responsibilities are as follows: EMERGENCY SUBSTITUTES / SUMMARY OF DUTIES RESPONSE TEAM STAND-INS MEMBERS *General Manager Chartering/Operations • In charge of the Emergency Response Manager Team • Deciding upon & directing response • Keeping the Owner closely advised throughout • Facing the media • Liaison with Legal & Insurance Department. • Making necessary back-up arrangements in the event of a prolonged emergency (Early consideration is to be given for the provision of back-up ERT members in cases where the incident is expected to runfor more than 12 hours in order that all ERT members, including substitutes, can be adequately rested as required) • Supervising the team co-ordination and offers assistance as may be required • Allocating the necessary resources and funds • Keeping ERT members appraised of updates and changes during the incident • Issuing V.Reports and updates • Deciding when to stand down the ERT • Holding a review meeting after the incident is over *Designated Person Deputy DPA • Response Co-ordinator Ashore • Liaison with vessel • Liaison with Flag Administration • Dealing with Local Authorities • Contacting vessel’s Emergency Response Services (e.g. salvors, etc.). • Organising salvage assistance if required • Facing the media, as instructed by the General Manager. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 14 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS EMERGENCY SUBSTITUTES / SUMMARY OF DUTIES RESPONSE TEAM STAND-INS MEMBERS • Ensuring that the ERT members are relieved from all other routine duties if the nature/extent of the emergency dictates so. • Contacting and mobilising any other Company’s personnel and/or specialists as may be necessary. • Transfer of responsibility for further action as necessary, once the situation is under control. • Co-ordinating reports from all sources. • Liaison with towage, rescue organisations, ITOPF, terminal or other parties in the vicinity of the incident. • Advising the vessel on safety matters. • Discussing planned course of action with General Manager. • Logging all important events. • On site attendance if required. * Chartering/Operations Commercial Operator • Commercial Co-ordinator Manager • Liaison with Rescue Coordination Centre (RCC) • Liaison with Agents (appointing protective agents if required) • Establishment and maintenance of contact, as necessary, with Charterers. • Dealing with cargo related problems • Determining nearest safe port of refuge • Contact P&I Club, Hull and Machinery Underwriters and all financial institutions related to the vessel. • Discussing planned course of action with General Manager. • Communicating with involved oil majors where applicable *Marine Manager Marine Sup/dent • Marine Co-ordinator • Deciding on marine resources required by the ERT • Co-ordinating any chart supplies required by the ERT • Co-ordinating communications with Oil Spill Response Organisations and Qualified Individual • Co-ordinating communications with the Coastal State • Arranging drug and alcohol testing *Technical Manager Technical Sup/dent • Technical Co-ordinator • Ensuring that appropriate and timely advice is given to Master and Chief Engineer. FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 15 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS EMERGENCY SUBSTITUTES / SUMMARY OF DUTIES RESPONSE TEAM STAND-INS MEMBERS • Dealing with technical matters with the vessel and Yards/ workshops. • Providing vessels drawings and technical data as required. • Co-ordinating communications with the Classification Society. • On site attendance if required. • Assisting all team members in their duties as directed / necessary. • Contacting vessel’s Emergency Response Services (ERS). • Liaison with pertinent authorities. • Contacting equipment manufacturers where necessary. • Damage stability calculations. *Crew Manager Crew Operator • Crewing Co-ordinator • Dealing with crew matters. • Co-ordinating communications with the Manpower Supply Office. • Arranging travel tickets as required. • Liaison with the Next of Kin, relatives of the Officers and crew involved. • Handling all reporting to and communications with other parties concerned with matters related to crew. • Monitoring seafarer welfare. • Deciding on the need for further crewing resources required by the ERT. Technical Sup/dent Technical Sup/dent • On site attendance if required. • Incident/accident investigators. • Supervising the vessel’s ERT co- ordination and offers assistance as may be required. Legal & Insurance Chartering/Operations • Dealing with all matters relating to Manager insurance • Liaison with Salvage Association, Underwriters, P&I clubs, etc. as necessary. • On site attendance if required. Supply Controller Technical Manager • Obtaining supplies / spares / equipment required by the vessel or ERT. IT Manager • IT Co-ordinator • Assists with Emergency Room electronic devices setup • Assists Response Coordinator as required. • Ensures that the communication between Office and Vessels is smooth and uninterrupted. • Ensures that the Equipment in the Emergency Crisis Room is in good order FRATELLI d’AMICO ARMATORI S.p.A. - ROMA

Issued by: Approved by: Date Issue Page HSEQ DEPARTMENT GENERAL MANAGER January 2017 0 16 of 18 SAFETY MANAGEMENT MANUAL According to IMO Resolution A.741(18), as amended – ISM Code CHAPTER 8 EMERGENCY PREPAREDNESS EMERGENCY SUBSTITUTES / SUMMARY OF DUTIES RESPONSE TEAM STAND-INS MEMBERS (testing of all equipment at least once every three months). • Keeping a record of the tests carried out. • Monitoring, printing and numbering the emails. Administrative Assistance Secretariat • Assists in communication with third parties. • Handling the telephone calls. • Keep records. * Note: Permanent ERT members The contact details of all ERT members and their substitutes are available in para. 8.9.8 of the present Section. 8.9.2.4 – RECORD OF MEETING One of the team members, so appointed by the ERT Leader, will record the proceedings of all meetings, by keeping their minutes. 8.9.3 – ON-SCENE TEAM According to circumstances, the Emergency ResponseTeam may decide to send to the spot one or more shore people, of adequate position and competence, to follow the developments of the situation and to protect the Company's interests. It should however be borne in mind that, according to national and international regulations in force, the Master is always the only responsible person for the ship and her crew, and the sole legal Company's representative. 8.9.4 – INCIDENT REVIEW Once the decision to close the Incident Log has been taken, the ERT under the chairmanship ofthe General manager is to hold a review meeting to establish the undermentioned points and: • The root causes of the incident, if known. • The consequence of the incident. • The management of the incident. • The incident log. • The implications of the incident for the Company’s procedures. • The lessons to be learnt and effectiveness of the contingency planning. • Recommendations on any necessary corrective actions. • Implementation of the recommendations. • Review of any official report by the flag state on the incident if applicable. 8.9.5 – RECORDS OF INCIDENT To ensure that records are readily retrievable a unique file for each incident is to be created and all correspondence including reports referring to the incident shall be copied to this incident file. 8.9.6 – DRILLS A major Emergency Contingency Drill, choosen from the ones listed in the SHIP'S SIX MONTH DRILL MATRIX, is to be carried out in conjunction with a nominated vessel at least once per annum and this should include third parties. During the exercises the participation of a significant number of individuals may be also allowed. In order to test the effectiveness of communications and mobilisation FRATELLI d’AMICO ARMATORI S.p.A. - ROMA