Bulk Operations Manual - 01 Sep 2015

Bridge & Deck Procedures Documentation and Filing o SSA Master List 002 – List of SeaTeam Forms, Filing and Distribution o E-mail Reports to SeaTeam o SHIPNET Database - Reporting frequency as per SSA Master List 002 Distribution o Vessels  File copy, either paper or electronic  Documented SHIPNET Database Entry o SeaTeam Office  Original Forms  Monthly Import of updated SHIPNET Database References o CFR 33 o Emergency Contingency Manual o MAPOL o OPA 90 o SOPEP o SMPEP o SOLAS o Ships Security PlanControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 15 of 15

Bridge & Deck Procedures11.0 Stay in Port  Purpose o To provide guidance for the vessels stay in port  Application o All Vessels  Responsibility o Master o Superintendent11.1 GeneralBefore ArrivalBefore arriving at a port the Master should familiarize himself with allinformation available relating to navigation, inward clearance,regulations etc.  The voyage plan should be double checked for correctness and pilot to berth information  The Master and Chief Engineer shall conduct a pre-arrival tour of deck and engine spaces to ensure no significant deficiencies exist  A wipe down of oily surfaces shall be standard procedure after tie upRelationship with AuthoritiesA good relationship with the authorities in the various ports is importantfor both the vessel and the Company. Representatives of the localauthorities should therefore, should always receive the best possibletreatment. For clearance to take place quickly and withoutcomplications, the Master should, ascertain, prior to arrival, that:Controlled Revision: 01 Jun 2014BOM Part A - BDP Doc No. 011STAY IN PORT Approval: WBF Page: 1 of 6

Bridge & Deck Procedures  Crew, customs, stores, personal effect, vaccination and other lists have been prepared  The file of the ship's \"Trading Certificates\" etc., is complete and up to date  Passports, certificates, service books, vaccination certificates, articles and pay accounts are ready for members of the crew who will be signing off  Dutiable articles in excess of permitted quantities have been collected  A gangway watch is assigned to challenge and escort visitorsRelationship with AgentsShips operating on a voyage or consecutive voyage basis will receivethe names of agents from the operator. Ships operating under timecharters will receive the names of agents from the charterers isimportant to establish a good relationship with the agents. If theMaster finds reason to doubt whether the agent is giving the vessel'sinterests full and proper attention, he should investigate the mattercarefully. Any complaint in this respect should be made through thehead of the agency firm. At the same time, a report should beforwarded to SeaTeam.  Owners Agents o The Marine Manager is responsible for the making Agency appointments. o If an Owners' Agent is deemed necessary the Marine Manager shall be advised of the full details of the services required in order to make the appropriate appointment. i.e. Docking, large crew change, repair call, etc. o Office staff shall refer to the Marine Manager for Agency detailsControlled Revision: 01 Jun 2014BOM Part A - BDP Doc No. 011STAY IN PORT Approval: WBF Page: 2 of 6

Bridge & Deck ProceduresRelationship with Ship’s SuppliersIn the case of ship-chandlers, suppliers and service firmsrepresentatives, efforts should be made to maintain the best possiblerelationship on a pure business level. In this way, we are able to actfreely in the event of it being necessary to file complaints concerningwork performed, goods delivered or invoices received.Manning in Port  Either the Master or the Chief Mate must be onboard at all times.  Either the Chief Engineer or the Second Engineer Officer must be onboard at all times.  Sufficient Deck and Engineering Officers are to be onboard in order to take charge during routine operations or in the event of an emergency.  Sufficient ratings are to be onboard at all times in order to operate the vessel safely during routine operations and provide adequate numbers to manage emergencies, including the moving of the vessel if required.Cargo Watch: Personnel on Duty  In ports where the use of a shore watchman or gate guard is not provided, the Master should consult the agent and Ship Security Plan  In port watch routines shall be adequately established to ensure that the safety and security of all deck and engine spaces is not compromised  The deck watch is responsible to ensure that unpredicted changes in environmental conditions and traffic movements are continuously monitored, and early actions taken when necessary, to prevent the vessel breaking-out from its berth; the Chief Officers Standing Orders are to contain guidance on watch- keeping expectationsControlled Revision: 01 Jun 2014BOM Part A - BDP Doc No. 011STAY IN PORT Approval: WBF Page: 3 of 6

Bridge & Deck Procedures While cargo is being transferred, licensed Deck Officer and sufficient personnel shall be on duty to assure safe operation, safety and security of vessel. Under normal circumstances, following are the minimum personnel requirements for the Deck Department:Commencement of Loading / Discharging: Chief Officer + Deck Officer +Cargo Loading / Discharging: a full deck watchCOW Operations: Deck Officer + a full deck watchTopping Off:Towards Completion of Loading / Chief Officer + Deck Officer +Discharging: a full deck watch Chief Officer + Deck Officer + a full deck watch Chief Officer + Deck Officer + a full deck watch  Deck watch as a minimum will comprise of 1 AB + 1 OS + (Pumpman or other qualified watch standard).  Information to Crew Information concerning customs regulations, smoking, traffic in the dock zone, landing cards etc. should be given to the crew members as early as possible.Board Showing Time of Departure  A board showing the ship's estimated time of departure and end of Shore Leave is to be displayed at the gangway, or on the ship’s notice board.Repairs to Machinery  The Chief Engineer must not commence any work that will make engines or vital auxiliaries inoperative without obtaining the Master's consent and local authority's approval.Controlled Revision: 01 Jun 2014BOM Part A - BDP Doc No. 011STAY IN PORT Approval: WBF Page: 4 of 6

Bridge & Deck ProceduresSupplying Information to Outsiders  During inward or outward clearance, the Masters of our ships will be required to give some routine information to the port authorities and others entitled to such information. However, the information given should be confined to essentials.  In connection with accidents or oil pollution etc., media representatives often seek interviews with the ship's officers and crew. The comments made at such interviews may have a harmful effect on subsequent proceedings. Therefore, it is impressed upon Masters that, until special permission has been obtained from SeaTeam, no information other than what is strictly necessary should be given to the public.Information Concerning Next Port of Call  Before leaving port, the Master must ascertain that the ship possesses adequate approach and harbour charts for the next port. All necessary information concerning the next port of call should be procured before departure.  If re-directed whilst at sea, the Master is to immediately ascertain whether adequate information is available concerning the new port of call. If in doubt on any point, he should contact the agent, SeaTeam or the instructing party.Testing of Ship’s Safety Systems  No testing or ‘simulations’ of Emergency Generators, ODM’s, Sewage Plants, launching of Lifeboats, etc shall take place while the ship is loading or discharging, without the express permission of both the Master and the Chief Engineer. o This is to avoid a shutdown, or Cargo Operations interference, which could lead to accidents, pollution or other consequential incidents.Controlled Revision: 01 Jun 2014BOM Part A - BDP Doc No. 011STAY IN PORT Approval: WBF Page: 5 of 6

Bridge & Deck Procedures Documentation and Filing o SeaTeam Form No. BRDG 001 Passage Plan Distribution o Vessels - File Originals References o Ship Security PlanControlled Revision: 01 Jun 2014BOM Part A - BDP Doc No. 011STAY IN PORT Approval: WBF Page: 6 of 6

Bridge & Deck Procedures12.0 Bills of Lading  Purpose o To clearly define the procedure for checking and signing Bills of Lading  Application o All Vessels  Responsibility o Master 12.1 General The legal document in connection with a charter transaction is the Charter Party. Therefore, the Bill of Lading is, normally, a simple form which refers to the terms and conditions of the Charter Party. It is an extremely important document which serves three purposes: • a receipt for the cargo, by the vessel • a document of title through which ownership of the cargo may pass from one party to another • a contract governing the carriage and delivery of the cargo A Bill of Lading should be checked with the utmost care before it is signed. The Captain signs the Bill of Lading on behalf of Owners and not on behalf of Charterers or Shippers. Third parties (charterers or shippers) have limited powers to interfere with the Captain signing it. In particular, the Captain has no authority to sign for goods which he knows have not been shipped, nor has he authority to vary the terms of the Charter Party governing the vessel's employment, and no third party can require him to do so. In specific cases the Bills of Ladings may be issued by the charterers with charterers then assuming the role as the carrier under the Bill ofControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 012BILLS OF LADING Approval: WBF Page: 1 of 8

Bridge & Deck ProceduresLading. If such requests are made by agents/shippers/charterersowners to be contacted immediatelySix points should be checked before the Bill of Lading is signed:• Description of cargo• Date of Bill of Lading• Terms and conditions• Ports of loading/discharging (often unknown)• Payments of freight• QuantityDescription of CargoThe description of the cargo must be consistent with the cargo detailscontained in the mates receipt. No false statements are allowed in theBill of Lading.Usually shippers will require to issue “clean” Bills of Ladings marked:“clean onboard and no clausings will be allowed in the Bill of Lading.Utmost important that in such cases no cargo deemed unclean is loadedand if so that loading is stopped for the unclean cargo to be replacedwith sound cargo requiring no clausing of mates receipt and/or Bills ofLadingDate of Bill of LadingThe Bill of Lading must be dated correctly, as an incorrectly dated Bill ofLading is a fraudulent Bill of Lading.Please note: The correct date is the date on which loading wascompleted.No pre-dating allowed unless approved by owners.Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 012BILLS OF LADING Approval: WBF Page: 2 of 8

Bridge & Deck ProceduresTerms and ConditionsIt is important that the Captain incorporate the terms of the CharterParty in the Bill of Lading.The Bill of Lading should contain the following words: All terms andconditions, liberties and exceptions of the Charter Party, dated asoverleaf, including the Law and Arbitration Clause/Dispute ResolutionClause, are herewith incorporated.We would prefer the date of the charter party between owners andcharterers to be incorporated, however in some cases the date of thecharter party between sub-charterers and shippers are acceptable. Insuch cases owners to be consulted.Ports of Loading/DischargePort or Ports of loading is to be stated correctly. The destination maybe stated as a named port or as a range of ports, however, thedescription of the destination must be consistent with the Charter Partyterms.Payment of FreightFreight is usually payable at the destination, and statements such as\"FREIGHT PAID\" or \"FREIGHT PREPAID\" should under no circumstancesbe allowed in the Bill of Lading unless specific instruction or approvalhas been given by owners, even if vessel is on time charter or sub-leton Time Charter to a third party.Ensure the Bill of Lading contains the clause \"Freight payable as pergoverning Charter Party.” For use when agents are not in possession ofthe acceptable Bill of Lading forms and for issuance of a fresh set of Billof Lading as mentioned earlier, the vessel should maintain a supply ofblank \"CONGENBILL\" Bill of Lading forms.12.2 Standard Procedures for Signing Bills of LadingProcedure for Checking Quantity• Ship Figure (equals) Bill of Lading FigureControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 012BILLS OF LADING Approval: WBF Page: 3 of 8

Bridge & Deck Procedures o Sign the Bill of Lading• Ship Figure up to 0.1% (less than) Bill of Lading Figure o Sign the Bill of Lading• Ship Figure 0.1% - 0.25% (less than) Bill of Lading Figure o Issue Letter of Protest for difference between ship and Bills of Lading figures to shippers o Sign the Bill of Lading• Ship Figures 0.25% - 0.5% (less than) Bill of Lading Figure o Re-gauge and recalculate ship figures o Advise agents, charterers, owners and SeaTeam of the difference o Contact the P&I club and advise of the difference and request instruction o Issue Letter of Protest for the difference between ship and Bills of Lading figures to shippers o Sign the Bill of Lading after receiving instruction from either owners and, or P&I club• Ship Figure more than 0.5% (less than) Bill of Lading Figure o Refuse to sign Bill of Lading o Request Bill of Lading be corrected by shipper by correcting all originals or issuing a complete new set of Bills of Lading o Advise agents, charterers, owners and SeaTeam of the difference o Re-gauge and recalculate ship figures with independent surveyor o Advise owners and SeaTeamControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 012BILLS OF LADING Approval: WBF Page: 4 of 8

Bridge & Deck Procedures o Follow the advice of owners and, or P&I club• Ship Figure up to 0.1% (more than) Bill of Lading Figure o Sign the Bill of Lading• Ship Figure 0.1% - 0.5% (more than) Bill of Lading Figure o Issue Letter of Protest for the difference between ship and Bills of Lading figures to shippers o Sign the Bill of Lading• Ship Figure 0.5% - 1.5% (more than) Bill of Lading Figure o Re-gauge and recalculate ship figures o Advise agents, charterers, owners and SeaTeam of the difference o Contact the P&I club and advise the difference and request instruction o Issue Letter of Protest for the difference between ship and Bills of Lading figures to shippers o Sign the Bill of Lading after receiving instruction from either owners and, or P&I club• Ship Figure more than 1.5% (more than) Bill of Lading Figure o Refuse to sign Bill of Lading o Request Bill of Lading to be corrected by shipper by correcting all originals or by issuing a complete new set of Bill of Lading o advise agents, charterers, owners and SeaTeam of the difference o Re-gauge and recalculate ship figures with independent surveyor o Advise owners and SeaTeamControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 012BILLS OF LADING Approval: WBF Page: 5 of 8

Bridge & Deck Procedures o Follow the advice of owners and, or P&I clubProcedure for signing Bill of LadingAll ship figures must have Vessel Experience Factor (if any) appliedbefore entering this table.If possible have shippers and independent surveyors attend any shipre-gauging.In the cases of extremely small parcels or small parcels in large tanksthen issue protest making reference to this, protest difference and signBill of Lading (refer to P&I club if in doubt).If shippers or charterers become unreasonable due to failure to sign Billof Lading (or refuse to re-issue or correct Bill of Lading) because theMaster is following the procedures in this table then advise that Mastersinstructions are to clause or to endorse the Bill of Lading with shipsfigures: “Vessel’s measurements are stated below, and this Bill of Lading isissued without prejudice to the Owner's rights to rely on saidmeasurements as evidence of the weight or quantity shipped. Vessel'smeasurements on completion of loading are noted as ………….”.Where the vessel is issuing Bill of Lading (discharging to another vessel/ lightering, etc) then the Master is to receive clear instruction from thecharterers for the format of the Bill of Lading and these instructions areto be made known to SeaTeam and the vessels owners.In all cases of doubt, arising from Bill of Lading presented then refers tothe P&I club for instruction.12.3 Blank Bills of LadingThe signing of blank Bills of Lading is not acceptable and if a blank Billof Lading is presented by the Shippers then the Master is to refuse tosign. If this practice is encountered then it is to be brought to theimmediate attention of SeaTeam, Owners and Charterers.The Master is authorised to sign a blank Bill of Lading after receivingwritten instructions from the vessels Owners and advising SeaTeamaccordingly.Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 012BILLS OF LADING Approval: WBF Page: 6 of 8

Bridge & Deck ProceduresMasters are not to sign any blank Bills of Lading on the instruction fromany other party (charterer, agents, shippers, surveyors, etc).12.4 Bills of Lading or Discharge of CargoBills of Lading are the “owners” document and the cargo should only bedelivered against, or in return for, the surrender of an original Bill ofLading, when the Bill of Lading is said to be “accomplished”.• As a matter of good practice, the Master should always seek confirmation from the agent that the delivery of cargo will be made against an original Bill of Lading.• If this is not the case, the Master should immediately contact the owners for instructions.• Under no circumstance should the Master commence discharging unless original Bill of Lading is surrendered or the fact that an owner has accepted an LOI is confirmed.Controlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 012BILLS OF LADING Approval: WBF Page: 7 of 8

Bridge & Deck Procedures Documentation and Filing o Bill of Lading - Voyage File Distribution o Vessels - File Copies References o P & I Club Instructions o Master Role in Collecting EvidenceControlled Revision: 01 Sep 2015BOM Part A - BDP Doc No. 012BILLS OF LADING Approval: WBF Page: 8 of 8

Bridge & Deck Procedures13.0 Charter Parties  Purpose o To specify guidelines for vessels on charter  Application o All Vessels  Responsibility o Master o Operations Executive o Fleet Group Manager o Superintendent 13.1 Charter Parties - General Should you come across a C/P form reference which is not available onboard please inform Owners and SeaTeam. Each Charter Party has a commercial Code name, which will be stated in our cable/telex with fixture details for your ready reference. SeaTeam or the owners/ operation department fixture details message will also contain the essence of special conditions and clauses negotiated for the particular voyage, which are of interest to the vessel, such as notice clauses etc. 13.2 Time Charter Under a time charter the vessel is put at charterer's disposal for a certain period of time, usually against semi monthly payment expressed on a daily hire basis. The Time Charter Party contains the terms and conditions agreed upon between owner/charterer, e.g. time and place of delivery and redelivery, trading limits, cargo allowed andControlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 1 of 20

Bridge & Deck Proceduresthe hire. Under a Time Charter the vessel is under the direction of thetime charterers, and they are under obligation to give you allinstructions in writing. The time charterers pay for bunkers, portcharges, pilotage, canal dues etc. While the owner pays only theexpenses pertaining to his own business, e.g. maintenance of thevessel, lube oils, stores, spares and provisions, laundry etc andexpenses incurred in connection with master, officers and crew.Overtime and communication expenses incurred on behalf of timecharterers are, usually, reimbursed at a fixed amount monthly, inaddition to charter hire.Responsibility• Masters will receive all voyage and loading instructions from the charterer. These instructions must be adhered to. Basically the duties of the vessel will be the same as under a Voyage Charter, except that the voyages are performed on behalf of the Time Charterer.• Masters are to copy Owners and SeaTeam the initial voyage instructions received from the charterer. If charterer's instructions are not in accordance with the Charter Party terms you must immediately inform us so that we can discuss/clarify the instructions with the charterers.Bunkers• All fuel and diesel onboard at the time of delivery on Time Charter will be bought by the charterer, who will also be responsible for further bunkering.• When the vessel is redelivered, the charterers will sell all fuel and diesel onboard back. It is normal practice to engage a surveyor to establish the exact quantities of bunkers at time of delivery and redelivery. Nevertheless, the charterer shall be able to get exact information about bunkers onboard at any time during the charter period. o It is still the vessel's responsibility, always to ensure that there are sufficient bunkers onboard, including established safety margins, for the voyage in question.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 2 of 20

Bridge & Deck Procedures13.3 DeadfreightIn the event that quantity supplied by shippers is less than whatcharterer's voyage orders call for, the Captain is to contact charterersimmediately to advise them of the situation and obtain their orders inwriting whether to await further cargo from shippers or completeloading with whatever quantity made available to vessel by shippers.On behalf of charterers lodge protest to shippers regarding the quantityshort loaded compared to quantity called for in the voyage order and inall respect adhere strictly to charterers revised load orders or requestsfor protest to be issued by Captain, If any.• If the quantity of cargo requested by the vessel in accordance with the Charter Party is not supplied, the vessel has the right to claim deadfreight for the difference.• When the Bill of Lading is presented, the Captain should present a protest with the following wording (see SeaTeam Form No. OPRS 021)• \"According to the Charter Party dated........... the vessel is fixed for (quote our fixture/telegram,) however on completion of the loading a short loading of ........ M/T has been ascertained. I hereby formally protest and reserve on behalf of owners all rights, which they have in terms of the governing Charter Party to ensure the timely payment of deadfreight on the quantity short loaded.\"• A representative from the installation should sign the protest and the Calculation of Deadfreight. (SeaTeam Forms No. OPRS 020 & 021)• The Captain should include the deadfreight tonnage claimed in the departure message and copies of the protest and the calculation should be mailed to the vessels operators.• Should the representative refuse to sign or receive the receipt of the protest, the protest should be emailed to the shipper or charterer before departure of the vessel to give this party the opportunity to supply the required additional cargo.• Master to make a remark that “Shippers refused to sign” on the document.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 3 of 20

Bridge & Deck Procedures• An entry should also be made in the logbook saying that the representative refused to sign.• An independent surveyor can be called in to verify your calculation by his separate statement/report in the event charterers' representative refuses to sign your calculation.• When a Captain is notified that the vessel is sub-chartered to a third party, he is to make sure that all instructions received from the new charterers are in accordance with the governing Charter Party and that the instructions do not go beyond the original Charter Party between owners and the original charterers. o The Captain must copy Owners and SeaTeam the initial voyage orders and any changes thereto.13.4 Sub Charter / Sub-LettingIt might happen on Time Charter and very seldom on a Voyage Charterthat the charterers \"sublet\" the vessel to a 3rd party. In such a case,the Captain is acting both as owners' and as the charterers' (T/COwners') representative, and he is to take care of all matters on theirbehalf, bearing in mind always to protect Owners and SeaTeaminterests.13.5 Voyage CharterUnder a voyage charter the vessel is put at charterer's disposal for thecarriage of a full or part cargo from one or more ports to either namedport(s) of destination or port(s) within a certain range at rate(s) andconditions agreed to in C/P.• The charterers are granted a certain amount of time (laytime) within which to load and discharge the vessel. It is normally expressed in tons per day and pro rata for loading and discharging• For time spent in excess of agreed laytime, charterers are charged demurrage.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 4 of 20

Bridge & Deck Procedures 13.6 Freight Earnings Vessels are usually fixed for a round figure tons with masters option to reduce or add up to 5-10 % in masters option. This is a binding agreement on charterers and they are bound to deliver this quantity failing which there will be dead freight payable per above.• It is imperative, subject to charterers voyage orders, that vessel loads maximum cargo available but always subject to quantity stated in Charterers voyage orders and maximum quantity the master is allowed to ask for.• It is important that when charterers voyage orders are received, the Captain calculates max. cargo intake if vessel to load full cargo with due consideration to the restrictions prevailing in loadport/discharge port(s), which weather zones vessel will transit enroute, as well as bunker consumption enroute to the discharge port and possible bunker stem loadport/or enroute, if there is no draft restriction at the loadport, but only restriction being at the discharge port.• If the vessel is fixed on lump sum - owners/vessel are only obliged to lift the cargo as per fixture details and as such we do not have the same incentive to increase the cargo intake as described above, as we do not obtain additional freight for excess cargo over and above what actually fixed.• It is therefore no need to risk to “overload” so that the vessel will not be allowed to transit a canal without being lightened due to excessive draft on arrival. o Ship owners have to pay all operating expenses out of the freight, e.g. port charges, cost of bunkers, agency fees etc. o Possible loss of time enroute due to weather is also for owner's account. o SeaTeam or owners operations department will issue or relay to vessel voyage orders/ instructions to be adhered to.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 5 of 20

Bridge & Deck ProceduresBunkers - Voyage CharterIn order to achieve the most economical operation and optimalpurchase of bunkers, owners will contact vessel giving the intendedbunkering programme for vessel's consideration and evaluation, takinginto account vessel's safety margin for the given voyage. We remindCaptains that it is their responsibility that vessel's safety requirementsare always maintained and vessel is able to perform the voyage inquestion. After receipt of vessel's comments/agreement to thebunkering programme, stem will be placed via owners, who in turn willgive full details of stem to suppliers/agents and vessel.13.7 Notice of ReadinessIt is the Captain's responsibility to notify the charterer or his agent, inwriting, as soon as the vessel has arrived at the Port and is in allrespect ready to load or discharge.This advice is given in the form of a \"NOTICE OF READINESS\" (NOR) byusing SeaTeam Form 012. NOR is also to be tendered to the partiesstipulated in the Charter Party, and or the Voyage Orders, by email ormost appropriate means, upon arrival in port. This NOR, must befollowed up by the printed NOR form which to be signed by charterers'representative upon berthing. Before the NOR may be tendered, thefollowing conditions must be met:(Please study closely the NOR provisions both for loading anddischarging port provided in the charter party or voyage orders).• The vessel must have arrived at the place for loading or discharging as stipulated in the Charter Party and or voyage orders or as near to as the vessel can get with safety. o NOR is to be tendered when arriving at the customary anchorage if not berthing direct. o Any NOR given at end of sea passage to be retendered on anchoring or when all fast repeating the times of first NOR and then giving times for anchoring/berthing o Time and location when giving NOR is to be entered in vessel's log book.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 6 of 20

Bridge & Deck Procedures• The vessel must be actually ready to load or discharge cargo at the specified time. o If the vessel arrives before laydays commence, NOR should be tendered anyway in order to give the charterer the opportunity to accept the vessel earlier and to use the customary 12 hours' turntime, unless otherwise instructed by Charterer. o Note vessel shall not berth or commence loading before laydays commence without Owners approval. o The rules for calculation of laytime vary considerably, the Captain should carefully read the clauses concerning notices, laytime and demurrage in each Charter Party to ensure \"Notice of Readiness\" is tendered at the right time, to be safe, ensure notice is tendered immediately upon arrival load or discharge port. o Please ensure that the governing dates and hours are clearly stated in the \"Statement of Facts\". (SeaTeam Form No. OPRS 013) o It is extremely important that all instructions and notices as per Charter Party and charterers' voyage orders are strictly adhered to. As the Notice of Readiness (NOR) establishes the start of laytime the procedure of establishing same requires correct communication procedure.13.8 LaytimeLaytime means the period of time agreed between the parties in theCharter Party during which the owner will keep the vessel available forloading/discharging free of charge. Laytime normally commences 12hours after Notice of Readiness has been given or when cargo workstarts which ever occurs first but the Charter Party should in each casebe consulted in order to have the correct basis for calculation oflaytime, and runs until completion of cargo work – sometimes also untilfinal draft survey completed or if cargo is fumigated until completionsand sealing. Be sure always to get these last items in the Statement offacts as it is often missed by the agent.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 7 of 20

Bridge & Deck ProceduresThe following does not count as laytime:• Sailing time from anchorage to first berth (all fast/moored)• Bunkering and possible steaming in this connection prior/after loading and discharging, (Unless using waiting time.)• Stoppages ordered by ship for technical reasons.• It is important that the dates and hours governing the periods not counting as laytime are clearly stated in the statement of facts.Another important issue is that laytime in dry cargo is mostly expressedto be weather working days (WWD).This means that during periods when it is possible to work then laytimecounts.If the weather is prohibitive to work then laytime does not count.This in principle also applies to waiting at anchorage, but in practicemaybe as much as the majority of Statements of Facts (SOF) does notinclude rain while at anchor.WWD is not a fixed time as it is possible to load/discharge coal, iron oreetc even though it would not have been possible to load grain.Beware that WWD does not apply to maneuvering.If a vessel has waited at anchorage so that laytime has started it doesnot matter whether the vessel cannot berth due to fog or heavy seas ifit had been possible to work cargo had the vessel been alongside.Following should be done for protection.• While at anchor please make notes of periods of (significant) rain at least on a piece of paper.• On berthing please request the agent to provide a copy of SOF as it looks then.This in order to check whether there are remarks relating to rain/bad weather. If there is none there is no remark then it is OK. If there are remarks it should be checked against own observations and, if excessive, to protest against the remarks.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 8 of 20

Bridge & Deck Procedures• Thereafter the agent should provide details of SOF on a daily basis. This way the master can check whether he agrees rather than to have everything presented for signatures with pilot on the bridge and tugboat alongside. Alongside it should only be periods of actual stop in cargo work due to weather which should appear.There are numerous traps such as stevedore gangs not being ordered or sent ashore due to fear of bad weather which is often recorded in its entirety as bad weather.• With no work intended it is therefore again important to record actual rain periods on a piece of paper.• Master is of course free to make entries in the log book if this is considered appropriate.13.9 Demurrage(It cannot always be expected that a master is fully trained in makinglaytime calculations and the instructions below is therefore to be doneat best of ability).If the charterers do not complete loading/discharging within the laytimeallowed according to the Charter Party, the charterer must pay for thedelay at an agreed rate. The vessel is then said to be working \"ondemurrage\" which means that the laytime has expired. Once thevessel is on demurrage, time counts continuously unless otherwiseprovided in the Charter Party. The Captain must keep a current checkon the laytime being used, and as soon as the laytime stipulated in theCharter Party has been used, the charterers, shipper, receiver, andowners should be notified by telex that the vessel is on demurrage.The following wording should be used for this Notice:• Without prejudice to owners claim for demurrage. \"This serves to notify you that according to my calculation the laytime of (……) hours stipulated in the Charter Party has been used as of (date hour), wherefore the vessel is now operating on demurrage.\" CaptainControlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 9 of 20

Bridge & Deck Procedures13.10 Cargo Quantity and Dead FreightIn Voyage Charter Parties the quantity agreed between charterers andowners may be described in various ways as per the followingexamples:• \"Full cargo 31,000 mton 5 percent moloo\" (more or less in owners option): o Owners guarantees vessel is able to load minimum 29450 mton. o Vessel may demand up to 32,550 m ton. o Possible deadfreight claim to be based on quantity of cargo demanded. If draft should restrict intake, loss of deadweight is for charterer's account. Intake restrictions because of limited cubic capacity is for owner's account.• \"Part cargo 28,000 mton 5 percent moloo basis departure draft loading port 34 feet saltwater.\" o Owners guarantees vessel is able to load minimum 26,600 m ton. Vessel may demand cargo up to 34 feet draft saltwater. Possible deadfreight claim to be based on quantity of cargo demanded. If actual draft should restrict intake to less than 34 feet draft, loss of dead weight up to 34 feet is for charterer's account. Intake restrictions because of limited cubic capacity is for owner's account.• \"Minimum 30,000 mton - charterer's option to complete to full cargo\". o Owner guarantees vessel is able to load minimum 30,000 mton and charterer guarantees to supply at least this quantity. Possible deadfreight to be based on 30,000 mton. If draft should restrict intake below 30,000 mton, loss of deadweight is for charterer's account.• \"Min/Max 30,000 mton\" o mton should be loaded as close as possible.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 10 of 20

Bridge & Deck Procedures o Owners guarantees that vessel is able to load 30,000 mton and charterer guarantees to supply the same quantity. Possible deadfreight to be based on 30,000 mton, loss of deadweight is for charterer's account.• Note that, in all the examples quoted, the charterer has a perfect right to load less than the fixed quantity, and loading instructions from charterer should always be followed to the letter. The significance of the fixed quantity is that the charterer is liable for deadfreight as outlined above.Cargo Capacity - Advice to Loading Port.As freight is calculated on basis of the maximum tonnage within thelimits of the fixture, it is very important to inform the port of loading ofthe vessel's total loading capacity. Please, therefore, include thefollowing in arrival notices to the agent in every loadport:• \"Please inform suppliers: Vessel's Cargo Capacity :......... Metric tons, estimated draft departure loadport .......... feet .........inches salt/freshwater estimated draft arrival discharge port ....... feet.....inches salt/freshwater\".• In practice, the master will be requested to provide a loading plan in good time before arrival with cargo intake information.13.11 Stay In Port• Load Port Arrival o The commencement of laytime requires tendering of Notice of Readiness. It is therefore essential that this notice is given at the earliest possible time preferably upon arrival at the pilot station unless this is obviously unreasonable in which case NOR should be tendered as soon as Master considers vessel to be in the right position.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 11 of 20

Bridge & Deck Procedures• Waiting at Anchorage (if applicable) o If, after tendering NOR, vessel is instructed to wait at anchorage, vessel should anchor as near as possible to the eventual berth with minimum deviation from the direct line to berth. If the actual anchorage involves deviation of significance from the direct line to berth, Master should estimate how much longer time the shifting from anchorage to berth takes compared with direct proceeding to berth. The actual time to anchor will be performed in the \"turntime\".• Turntime o Most Charter parties will provide for the first 12 hours after tendering NOR as Charterers free time for preparations. This time will run continuously until expired, unless cargo work o commences before expiry of 12 hours after NOR in which case laytime may commence on commencement of cargo work .• Shifting from Anchorage to Berth o This time is Owners time and shall not count as laytime. It is important to observe that shifting is a word for movement and starts with actual departure from anchorage and ends with vessel being \"all fast\" in berth normally FWE. o Many SOF will show only time for pilot boarding and if departure from anchorage occur after pilot boarded, it is essential that time for departing anchorage is reflected in the Time Sheet, otherwise Charterers will want time deducted from an earlier time. o It should also be observed that all fast is the time of FWE or similar and not when gangway is down which is a different matter. Time of departing anchorage and time of all fast should always be quoted in messages to Owners. As shifting is Owners time it should be as fast as possible.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 12 of 20

Bridge & Deck Procedures o If the vessel leaves anchorage, but must slow down or interrupt the voyage because there is an unexpected delay for previous vessel to leave berth etc., a remark should be made in respect of duration of interruption/time lost in slowing down as Owners will then charge this lost time against Charterers.• Pre-loading Time o Apart from eventual clearance of the vessel, this is a period of mixed activities such as shore/ship planning of cargo operation, holds inspection when applicable. If these activities are permitted during clearance formalities, Master should not accept any reference in Time Sheet for delay caused by vessel's clearance by simply referring to \"cargo preparation/work being effected without interruptions\".• Deballasting o Deballasting time is Owners time, but only if master must stop loading due to fast loading bringing vessel to her marks.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 13 of 20

Bridge & Deck Procedures• Loading o This is Charterers' time unless there is something wrong with the vessel causing delay.• Discharge Port Arrival o The commencement of laytime requires tendering of Notice of Readiness. It is therefore essential that this notice is given at the earliest possible time preferably upon arrival at the pilot station unless this is obviously unreasonable in which case NOR should be tendered as soon as Master considers vessel to be in the right position.• Waiting at Anchorage (if applicable) o If, after tendering NOR, vessel is instructed to wait at anchorage, vessel should anchor as near as possible to the eventual berth with minimum deviation from the direct line to berth. If the actual anchorage involves deviation of significance from the direct line to berth, Master should estimate how much longer time the shifting from anchorage to berth takes compared with direct proceeding to berth. The actual time to anchor will be performed in the \"notice time\".• Notice Time o Most Charter Parties will provide for the first 6 hours after tendering NOR is Charterers free time for preparations. This time will run continuously until used, unless the vessel is all fast in berth before expiry of 6 hours in which case laytime will commence from all fast in berth.• Shifting from Anchorage to Berth o This time is Owner's time and shall not count as laytime. It is important to observe that shifting is a word for movement and starts with actual departure from anchorage and ends with vessel being \"all fast\" in berth normally FWE. Many Time Sheets will show only time for pilot boarding and if departure from anchorage occurs after pilot boarded, it isControlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 14 of 20

Bridge & Deck Procedures essential that time for departing anchorage is reflected in the Time Sheet, otherwise Charterers will want time deducted from a previous time. o It should also be observed that all fast is the time of FWE and not when gangway is down, which is a different matter. Time of departing anchorage and time of all fast should always be quoted in messages to Owners. As shifting is Owner's time it should be as fast as possible. o If the vessel leaves anchorage, but must slow down or interrupt the voyage because there is an unexpected delay for previous vessel to leave berth etc., a remark should be made in respect of duration of interruption/time lost in slowing down as Owners will then charge this lost time against Charterers.• Discharging• Time between Discharging and Disconnecting of Hoses o This time spent for various activities including inspection for obtaining dry certificate etc. This time is Charterers' time.• Disconnecting of Hoses o Disconnecting of hoses is charterers' time and when hoses disconnected, vessel is considered to be fully at Owner's disposal. This is normally the time when laytime ends. This time should always be quoted in messages to Owners.• Time between Hoses Off and Sailing o This time is Owner's time.13.12 Off HireAll Time Charter parties contain, in the main body of the document, an\"Off-Hire Clause\" whereby the ship's Owners, or Owner's Agents, maybecome liable for any deficiencies, or defaults on the part of the vessel,its crew and/or equipment.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 15 of 20

Bridge & Deck Procedures• These penalties may be incurred by any kind of vessel, regardless of type or trade, i.e. tanker, bulker, dry cargo, etc. on Time Charter.• Of particular concern are the agreed, or stated, performance criteria. Vessels may incur penalties for both over-performing and under-performing. The exact wording of all clauses, especially the Rider clauses should be carefully examined to ensure that vessels perform according to the terms of their C/P's.• It is the responsibility of the Marine Manager to review all C/P and advise Fleet Group Managers, Superintendents and Masters during pre-joining meetings of the terms of the C/P for the respective vessel.• The Marine Manager should keep all Off-Hire records for the SeaTeam managed fleet. He is also responsible for reviewing Off- Hire and performance claims received by charterers. The Marine Manager will report Off-Hire figures to the Manageing Director and Senior Manager HSQE every quarter on a specific format.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 16 of 20

Bridge & Deck ProceduresDry-dockingIn the duration of a Time Charter, Owners have the right and obligationto drydock the vessel at regular intervals within time limits mutuallyagreed upon. Charterers require notice of the Owners intention to dockthe vessel. Charterers may nominate a port for delivery of the ship fordocking in which case the vessel will be off-hire from time of arrival atsuch port until drydocking is completed and vessel ready in everyrespect to resume service at that port. This may vary pending the typeof C/P.• The Marine Manager is to advise Fleet Group Managers and Superintendents of the relevant Off-Hire clause to be applied in connection with each docking.• If the Owners require the vessel, instead of proceeding to the offered port, to carry out a periodical docking at a port of their own choice, the vessel will be off-hire from the time she is released to proceed to the special port until she next presents for loading in accordance with Charterers' instructions. It is usual for charterers to credit owners, in this instance, with the time which would have been taken on the passage at the service speed had the vessel not proceeded to drydock.On & Off-Hire / Re-Delivery Surveys• On-Hire Surveys are carried out at the time of the vessel's delivery to Charterers, usually at the commencement of a Time Charter.• Off-Hire Surveys are carried out prior to re-delivery of the vessel, from the Charterers back to the Owners, on the last voyage.• On/Off-Hire surveys are usually held jointly by Owners and Charterers, by one independent surveyor, with the costs being shared equally. However, it cannot be over stressed that the onus is on the Master, as Owners' Representative, to carefully check the C/P clauses in every case and to ensure that remaining fuel and diesel oil represent a true account of the facts, in the Owners' best interests.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 17 of 20

Bridge & Deck ProceduresOff Hire Reporting• Each Superintendent is to keep a record of \"Off-Hire\" time for his vessels, based upon information received from the ships via SeaTeam Form No. OPRS 025: \"On/Off-Hire Statement\". A copy shall be given to the Marine Manager, who shall keep full statistics and records for the entire SeaTeam managed fleet.• All times, dates and R.O.B.'s should be as accurate as possible. I.e. two decimal places. An explanation should accompany each report.• A copy of each On/Off-Hire report is to be passed to the Marine Manager for his analysis, comments and filing. Every quarter an “On/Off-Hire” report covering the total fleet is to be prepared by the Marine Manager and submitted to Senior Manager Technical.• Notification and explanations of any \"On/Off-Hire\" periods are to be immediately sent to the Owner by the Fleet Group Managers and thereafter to be included in the Quarterly Management Report.13.13 Checking and Signing of Statement of FactsThe Statement of Facts is a very important document, and as suchmerits special attention. For bulkers, SeaTeam Form No. OPRS 013shall be used.The Laytime calculation and hence demurrage or dispatch on voyagecharters, and also off-hire due to winch breakdown, or other causesattributed to the vessel, when on time-charter are based on theinformation shown on the Statement of Facts.Hence, it is of the utmost importance to record accurately, in yourvessel's log book, all the activities taking place such as:• Date and time of arrival at roads and in port (at berth)• Date and time Notice of Readiness was tendered and accepted• Date and times that loading or discharging commenced, number of gangs, and at what holds cargo work is performed.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 18 of 20

Bridge & Deck Procedures• Dates and times of any interruptions such as bad weather, Stevedore meal times, breakdown of shore gear, breakdown of ship's gear, strike by stevedores, gang availability, cargo availability etc.• Date and time that loading or discharging completed into each compartment.• Date and time that securing of cargo (if any) completed.• Date and time that shore gear is removed and stevedores disembarked.• Total cargo loaded or discharged per ship's and shore figures Draft - fore and aft and amidships.• Date and time pilot boarded and vessel left berth.• Any other relevant and important information• Bunkers and fresh water ROB on completion of loading or dischargingBefore signing the statement of facts, the master is required to check itcarefully, item by item, and satisfy himself that the statementscontained are accurate and correct and in agreement with any logentries. If there is any discrepancy at all, it must be corrected on thespot, before signing the master must endorse the statement of factswith any remarks as to any discrepancies. If there is any blank spaceon the last page of the statement of facts, under the signature ensurethat a cancelling line is drawn across the page, so that no additionalremarks can be made after it has been signed.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 19 of 20

Bridge & Deck Procedures Documentation and Filing o Charter Party Information - Masters File o SeaTeam Form No. OPRS 008 – Notice of Readiness o SeaTeam Form No. OPRS 013 – Statement of Facts o SeaTeam Form No. OPRS 020 – Deadfreight Statement o SeaTeam Form No. OPRS 021 – Letter of Protest o SeaTeam Form No. OPRS 025 – On / Off Hire Statement o Quarterly Management Report o Fleet Group File Copy - Original to Owners Distribution o As per SSA Masterlist No. 002 References o Master Role in Collecting EvidenceControlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 20 of 20

Bridge & Deck Procedures14.0 Dry Cargo Operations  Purpose o To specify bulk carrier procedures  Application o Bulk Carriers  Responsibility o Master 14.1 Preparation of Ship for Each Voyage Study carefully the provisions of the charter party and SeaTeam’s or operators instructions regarding cargo requirements, securing, dunnage, cleanliness, stowage, separation, handling, ventilation vessel’s stability, etc. Reference should be made to the vessel’s “Cargo Securing Manual”, IMDG Code and other publications as necessary. In cases of deadweight cargoes (bulk, bagged etc.) carry out a draft survey yourself (deadweight survey) to ensure that cargo quantity loaded per shore figures corresponds to your calculation, otherwise Mates' receipts or Bills of Lading will have to be endorsed as follows: • \"Ship's Figures per Draft Survey ....... Tons\". • Ensure that Bills of Lading for all bulk cargoes contain the notation \"Weight, measurements, quality, condition, quantity, value unknown, but said to be......\" • If you ever load deck cargo, always get prior approval from SeaTeam’s office. Bills of Lading must contain following: o \"Deck Cargo Loaded and Carried At Charterers / 'Shippers' Risk. Any Expense, Vessel, Owners, Master Not Responsible.\"14.2 Preparation of Vessel for LoadingControlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 1 of 17

Bridge & Deck Procedures • The vessel's holds or tanks should be thoroughly clean, dry, odourless and well ventilated as per the requirements of each particular cargo. • The vessel's bilges should be clean and dry, lines, sounding pipes and other service lines in good order and protected against velocity at which some high density cargo is loaded (IMSBC Code 2.2) • The ballast spaces should be pumped out. • Obtain as much information as possible about the cargo to be loaded, as regards dunnage, stowage, handling, ventilation, moisture content, angle of repose, and any other special characteristics which a particular cargo may have, e.g. some cargoes emit toxic fumes self heating and some are liable to oxidation which reduces oxygen in the holds (Ref IMSBC Code s Para 3.2) • Make sure that adequate and correct dunnage, in good condition, is used for each particular cargo. • The deck officers should be well briefed in advance as to the above and they should supervise the loading operations. • Prevent the structure being over stressed (IMSBC Code Sec. 2) stowage and segregation must be planned in advance.14.2.1 Hold cleaningRegardless of the previous cargo, all holds should be thoroughlycleaned by sweeping, scraping and high-pressure sea water washing toremove all previous cargo residues and any loose scale or paint, payingparticular attention to any that may be trapped behind beams, ledges,pipe guards, or other fittings in the holds.Prior to the commencement of the hold-cleaning, a quick safety pre-brief meeting should take place, which should include all the personnelwho will be involved in the hold cleaning. During the pre-brief the hold-cleaning schedule should be discussed and the equipment andchemicals to be used must be fully explained and the safety data sheetsControlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 2 of 17

Bridge & Deck Proceduresunderstood by all involved. Basic safety routines should be establishedand the wearing of suitable attire throughout the hold cleaning must beof paramount importance.The wearing of oilskins, safety shoes/safety sea boots, eye protection,hand protection and safety helmets complete with a chin strap, shouldbe made mandatory during the hold cleaning process. • A Dangerous Work Permit should be completed daily whenever chemicals are used. • Strict adherence to the Material Safety Data Sheet is essential to safety of the crew • Prior to high pressure hold washing, excess cargo residue on the tank top should be removed by hand sweeping and lifted out of the holds via the use of a portable mucking winch. A good working relationship with the stevedores at the discharge port may help to expedite this operation. • After all excessive cargo residue has been removed then the holds can be washed with salt water using a high pressure hold cleaning gun, supplemented by the deck air line to provide increased pressure. This is the most commonly used method of hold cleaning, however the hold cleaning gun normally requires two seamen to safely control the increased water pressure. • To prevent cargo claims due to water ingress, all hatch seals (both longitudinal and transverse), hold access lids and seals around the hatch sides should be chalk marked and water tested using deck wash hoses. The water ingress system and alarms should be verified operational. o Tests for water tightness and testing of water ingress system and alarms should be recorded in the deck log14.2.1.1 Grain PreparationOne of the most difficult hold cleaning tasks is to prepare a ship for agrain cargo after discharging a dirty or dusty cargo such as coal or ironore, particularly if the last cargo has left 'oily' stains on the paintworkor other deposits stubbornly adhering to the steel surfaces.Controlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 3 of 17

Bridge & Deck Procedures • The bulkheads will require a 'degreasing chemical wash' and a fresh water rinse in order to pass a grain inspection. • The degreasing chemical used should be environmentally acceptable for marine use, and safe to apply by ships staff. • Product safety data sheets of the chemical should be read, understood and followed by all persons involved with the environmentally friendly degreasing chemical. • To avoid taint problems, fresh paint should not to be used in the holds or under the hatch lids at anytime during the hold preparation, unless there is sufficient time for the paint to cure and be free of odour as per the manufacturer's instructions. Freshly painted hatches or hatch covers will normally result in instant failure during the grain inspection, unless the paint has had time to cure • On non-working hatches, remove all cargo remnants, loose scale and flaking paint from the underside of the hatch lids and from all steelwork within the hold, provided safe access can be obtained. Then commence washing the underside of the hatch covers using liquid soap (such as teepol), followed by a fresh water rinse with a high-pressure water gun. • The hatch rubber seals should also be washed to remove cargo grime. However, caution is required to ensure that the hatch rubber seals are not damaged by the high pressure from the fresh water gun.Operational checks:Prior to commencing the grain clean the master should check andconfirm the following: • If the previous cargo is likely to cause problems during the cleaning voyage, the master must advise his operator well in advance, so that sufficient cleaning time, manpower and materials can be planned.Controlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 4 of 17

Bridge & Deck Procedures• As soon as the ship starts cleaning preparations, the master should make regular daily reports of the hatch cleaning progress to the operator.• If the after-peak is to be used for the carriage of additional fresh water - confirmation that the after-peak tank can be discharged via the deck service line and, if after-peak is 'filled' with fresh water, the ship can still maintain the minimum bow height as per classification rules. (Details in stability book).• The ship has fully operational mucking winch.• All bilge sounding pipes and temperature sounding pipes (if fitted) are clear with no 'old' sounding rods or any obstructions or blockages.• All sounding pipes have a fully operational screw thread and the gasket is in good condition i.e. sounding cap that can be screwed down tightly to prevent water ingress.• Advise the superintendent if there are any problems with the ship's ballast pumps, educator (s) or general service pumps.• The ship has a 'grain certified' paint certificate for inside the hatches.• All hatch corner drains and non-return valves are working correctly and are complete in all respects.• All hatch ladders on fwd and aft bulkheads are in good condition to allow safe access for all personnel.• All hold bilge plates have all the securing bolts fitted and the ships approved ballast holds have the blanks. This is often a spectacle piece which can be rotated on deck.• All ballast line hold cover plates have all the bolts fitted and they are all in good condition.• All hatch access lids can have a hatch seal or padlock fitted after loading, to prevent unauthorised entry into oxygen depleted area.Controlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 5 of 17

Bridge & Deck Procedures • No infestation is onboard. This includes all the storerooms, as these areas are also liable to be inspected by grain inspectors. • Approved grain stability books onboard and the pre-calculated load conditions (using appropriate grain shift moments) have been completed. In some ports, these calculations have to be approved by the local authorities. • Prior to closing the hatch covers, all the hatch track-ways should be swept clean, then carefully hosed down. If a compressed air gun is used, it should be used with caution and suitable safety equipment should be worn to ensure both face and body protection.14.2.1.2 Lime-WashingHold structures must be protected against aggressively corrosivecargoes, for example salt and sulphur. Lime-Washing is used as aprotective coating before loading such cargoes. Lime-Washing is aphysical barrier application – so the thicker it is, the better theprotection, but the more difficult it is to remove. Effective barriersagainst corrosive cargoes are: • Paintwork in good condition • Lime-Washing • Hold blockThe more intact the paintwork, the less lime-wash or hold block isrequired. A typical voyage instruction for loading sulphur, for example,will be: “The ship to be presented for loading with holdsclean/swept/dry/lime-washed and free from residues of previouscargoes, suitable in all respects to receive bulk sulphur to thesatisfaction of shippers and charterers. Hatch covers to be in asatisfactory condition to ensure water-tightness.”Lime (or calcium hydroxide) is manufactured from crushed andpowdered limestone. The problem with lime-wash is that it is difficult toremove, posing a similar problem to a light cement residue. Analternative is ‘hold block’, which is a transparent and environmentallyfriendly product.Controlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 6 of 17

Bridge & Deck Procedures • Lime mixture: prepare 200 litre empty drums with about 50/75kg of lime plus 2.5kg of sugar. Fill the drum with hot or warm freshwater and mix thoroughly. A handymax bulk carrier will use about 1,200kg to 1,500kg of lime. • For a ship without paintwork intact, 600kg of lime can be used in a 10,000 cubic metre hold. The mixing quantities will vary according to the condition of the paintwork and other factors. The master should always ensure that he has sufficient lime onboard. Lime application: The mixture is to be applied with a roller or a spray to a height as calculated by the stowage factor. A thicker coat is then applied to those parts of the hold lacking good paint covering, such as the tank top. Special attention paid to areas behind frames and to inaccessible places. No bare metal should be visible. Sometimes a second coat may be applied if, during drying, rusting is visible through the lime-wash, as this may stain certain cargoes. • Lime coating removal: Use high-pressure water washing and possibly caustic or citric acid cleaning chemicals. Hold block: The supplier should be consulted for the application rates, which depend on the hold condition. • The hold block is easily removed using the manufacturer’s hold wash. • Freshwater rinse - Once the wash-down is judged successful and all residues have been removed, the holds and hatch covers should be rinsed with freshwater to remove any dried salts that have become deposited in the hold structure as the seawater previously used has dried. • Disposal of bulk cargo wash down residues- Care should be taken when disposing of both cargo residues and wash down water to ensure that the requirements of MARPOL 73/78 Annex V are strictly followed.14.3 Load Port to Discharge Port14.3.1 During LoadingControlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 7 of 17

Bridge & Deck Procedures • Make sure that sufficient lighting is provided for night work in order to avoid cargo damage and injuries to stevedores or crew. • Correct and proper separations are to be used. • The cargo must be properly marked, packed and labelled, there should be no sign of any leakage or wetness, and the cargo is in no way damaged prior to loading. If the charterers or shippers insist on loading it in a damaged condition, you MUST place them on notice immediately in WRITING. Inform them that you will endorse the Mates' Receipts and Bill of Lading accordingly. A deck log entry should be made in this connection. SeaTeam and the P&I Club should be advised soonest of the situation. • The cargo must be properly handled, stowed and secured. • Watch weather conditions during loading, and stop loading operations and cover the holds if adverse weather conditions prevail which may damage the cargo. o Consult your local P&I representative should you need any advice or information. • To minimise the extent of dust, to protect moving parts of deck machinery, navigation aids and for personal health: o Follow the National Requirement, if any o Air-con on re-circulation mode o Test before entering any enclosed space • Safety of Personnel and ship must be borne in mind (Ref. Sec. 3 IMSBC Code s.)During the Voyage • Make sure that the correct ventilation is carried out during the voyage, according to the requirements of each cargo. (IMSBC Code - 3.5.1).Controlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 8 of 17

Bridge & Deck Procedures • If ventilation is necessary and it is interrupted during the voyage due to adverse weather conditions, this fact should be recorded in the vessel's deck log book, stating date and reason for interruption, also record when ventilation is resumed. When ventilation is interrupted due to weather, wind force recorded in vessel's log book should be force 8 and above. • The vessel's bilges and double bottom ballast tanks should be sounded every day and the soundings recorded in a special book. If any sounding is found to change appreciably then the bilge or double bottom tank in question should be sounded at very regular intervals and this fact should be recorded in the deck log book together with action • Care must be taken for cargoes which may liquefy during the voyage (Refer IMSBC Code Sec. 7) • From time to time, it may be necessary for an officer to go into the holds and inspect the lashing, shoring and securing of the cargo to ensure that it is tight and no shifting has occurred. This will depend, of course, on the kind of cargo carried. Similarly, if any deck cargo is carried, ensure by regular checks that lashings are tight.During Discharging • The officer on watch should supervise discharging to ensure that the correct cargo is being discharged in each port, if discharging at more than one port. • That the cargo is properly handled by the stevedores • Watch weather conditions during discharging and record any stoppages due to weather in the vessel's log book. • Weather conditions. • Take precautions against dust, explosion, toxicity, and oxidation, depending on the type of bulk cargo.Controlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 9 of 17

Bridge & Deck Procedures • General cargo care notes - the above-mentioned information is in order to avoid or minimise damage to cargo and it mainly refers to general cargo, although a lot of it also applies to bulk cargoes.14.3.3 Damage to Cargo • When damages occur, in spite of all the precautions and care taken, then the following procedure should be adopted in order to enable us to protect the Owners' interests in each case: • Study the Charter Party carefully for each voyage and note whom you should notify. • If you have loaded a general cargo and damages occur during loading, then make sure that the Mate's Receipts and Bills of Lading are properly and effectively claused in the following example: o Steel coils loaded No 1 tweendeck port side forward o Identification marks o Serial number o Rust stained, bands broken o Steel plates loaded in, No 4 lower hold aft, starboard side o Identification marks o Serial number o Oil stained or partly rust or rusty, as the case may be. o In order to support your remarks in the Mate's Receipts and Bills of Lading, you may also take photographs of the damaged cargo involved. o In every case, do not accept cargo which is damaged prior to shipment.Controlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 10 of 17

Bridge & Deck Procedures • In every case of damage to cargo done by stevedores, or pilferage by stevedores, make sure that you issue in writing the proper damage or pilferage reports. Date, time, number of hold involved, number of bags, cases, boxes etc with identification marks and serial numbers, name of officer present at the time, should be clearly stated, a copy of these reports should be given to the stevedores concerned, the Agents, Shippers and or Receivers, Charterers, Super Cargo and SeaTeam’s Insurance Manager. A deck log book entry should be made. Pilferage by crew is forbidden and any offenders should be properly punished. • Do not fail to advise your local P&I representative in each port where cargo damages occurred and to give them copies of any damage reports and to provide them with all details and necessary information. Depending on the extent of the damage, a survey may be arranged by the P & I club. (See Insurance Section) o Where practical photograph all damaged. o OPS Form 006 Stevedore Damage Report should be completed and submitted to the Technical Superintendent for review and action where appropriate 14.4 Dangerous Cargoes Masters of Bulk Carriers are instructed to adhere to the safety guidelines provided in the attached “Shipboard Cargo Handling Safety Guide” published by the Hong Kong Marine Department, herewith incorporated by reference as a part of the HSQE System• The safety guidelines and requirements of the International Maritime Solid Bulk Cargoes Code (IMSBC Code ), IMDG Code, and BLU Code are likewise incorporated and are to be complied with during any loading or unloading of cargo.• In all cases a risk assessment should be prepared unless and existing risk assessment is available in the E-Library, has been reviewed by the Master & C/O and content deemed adequate• If in doubt, the HSQE Department should be contacted for guidanceControlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 11 of 17

Bridge & Deck Procedures 14.4.1 Fumigation Safety Masters of Bulk Carriers are instructed to adhere to the safety guidelines provided in the attached “MSC.1/Circ.1264 Recommendations of the Safe Use of Pesticides in Ships Applicable to the Fumigation of Cargo Holds” published by the IMO.• Never assume that ship's holds are gas-tight. The vessel must he examined and tested before loading to establish its condition.• Do not ignore the smoke detection system. Many of these systems bring air samples from each hold to the bridge. Under certain weather conditions, ventilation will not be complete and the air and gas can fill the bridge. Even running the smoke detection system for an hour or so can cause gas leakage.• Gas can travel through electrical conduit from a hold and this possibility should not be ignored. Check for every possible route of gas leakage.• If using gas-proof sheeting he sure that all tears are sealed before covering the gas-proof sheet with the weather proof tarpaulin. The weather proof tarpaulin is not gas-proof.• Dragging the weather-proof tarpaulin over the edge of the gas- proof sheets can pull the gas-proof sheet loose. Care is needed in this operation.• Do not use phosphine on grain that was loaded during rain.• Explain the safety rules to the crew before every fumigation so they will realise the importance of avoiding exposure to the gas.• Aeration must be checked at the bottom of the hold by instruments to assure safe worker re-entry. Do not depend on merely uncovering the hold and sampling from the top of bagged commodities.• If power ventilation is available for the holds, it should be run during the aeration. Do not depend merely opening the hatch to aerate methyl bromide from a ship's hold. If the ship is notControlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 12 of 17

Bridge & Deck Procedures equipped for power ventilation of the hold it is necessary to have a portable forced ventilation system.• When chloropicrin is used as a warning agent do not depend on the odour of chloropicrin alone to provide safety. Chloropicrin and methyl bromide may be sorbed and may disperse at different rates.• Do not depend on a given amount of time for aeration to be completed. Only tests with instruments can confirm that the gas level is below the TLV.• Do not assume that the ship has adequate respiratory protection. Check its presence and condition. Be sure key people on board know how to use this equipment.• Be sure that gas monitoring equipment is on hoard and that someone on hoard knows how and when to use it. Risk Assessment In all cases consideration is to be given to cargo and ship specific safety considerations. When dangerous cargo is load or cargo fumigation is required, hazard controls are to be summarized through production of a risk assessment to communicate dangers to the crew.• Copy of the risk assessment is to be sent to the HSQE Department for review and concurrence of adequacy. 14.4.2 Oxygen Depleting Cargoes Organic materials are subject to decomposition over time, principally due to either microbiological (anaerobic or aerobic) or autoxidative processes. Various gaseous products are then formed including carbon monoxide (CO), carbon dioxide (CO2), hydrogen sulfide (H2S), and hydrocarbons. When organic materials are stored in confined spaces, these decomposition products will accumulate in the air and may eventually reach toxic levels. Oxygen depletion will occur, simultaneously. The cargo holds and communicating spaces in bulk carriers are examples of confined spaces where such toxic atmospheres may developControlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 13 of 17

Bridge & Deck Procedures Extreme caution is to be taken when loaded with oxygen depleting cargoes:• Mark all Australian Ladder / Deck Access Hatches with “Danger Lack of Oxygen Warnings” “No Entry Without C/O Permission”.• Ensure all Australian Ladder / Deck Access Hatches are pad-locked to prevent unauthorized access• Conduct a Safety Meeting with Stevedore Foreman on arrival to reiterate the hazards and precautions required• All holds to be tested for O2 content prior to permitting stevedore access; Oxygen meter hose to be extended to the lowest point in the hold (lack of oxygen should be expected)• Ventilate as required to obtain 21% O2 prior to allowing hold access to Stevedores• Personal O2 Alarm to be worn by at least one stevedore entered the hold – If stevedore does not have unit, ship is to loan one piece for this purpose• Confined Space Rescue Drill to be carried out• Document hazards and controls in a Risk Assessment and ensure content is discussed with crew prior to discharge. 14.4.3 Direct Reduced Iron DRI properties and dangers DRI in either form is similar to other steel structures in its susceptibility to rust (re-oxidise) in the presence of oxygen. The rate of oxidisation is dependant, to a greater or lesser degree, on the moisture content of the DRI and the atmosphere in which the DRI is carried. The oxidisation process generates heat, which in bulk cargoes of DRI can be significant. The process of oxidation is accelerated in the presence of moisture and is substantially increased if the water contains dissolved chlorides, as is the case with seawater. The sponge-like structure of DRI also inhibits the dissipation of heat and DRI in bulk can therefore heat rapidly in isolated pockets.Controlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 14 of 17

Bridge & Deck Procedures• Fines are now defined as particles up to 6.35mm (¼”) in size.• Cargo spaces shall be clean, dry and free from salt and residues of previous cargoes. Wooden fixtures and combustible materials shall be removed.• The carrier’s representative is to have reasonable access to stockpiles and loading installations for inspection.• Prior to loading, the shipper shall provide the Master with a certificate issued by a competent person stating the cargo is suitable for shipment and that it conforms with the requirements of the Code in terms of particle size, moisture content and temperature.• A similar certificate shall be provided after loading relating to the whole consignment.• The shipper shall provide comprehensive information on the cargo and safety procedures to be followed in the event of an emergency.• No cargo shall be loaded or transferred during precipitation and non-working hatches shall be kept closed.• The cargo shall not be accepted when its temperature is in excess of 65oC, or its moisture content exceeds the permitted value, or if the quantity of fines exceeds the permitted value, where appropriate.• The cargo temperatures shall be monitored during loading and recorded in a log.• The cargo shall be trimmed in accordance with the relevant provisions of the Code.• Adjacent tanks other than double bottom tanks shall be kept empty during the voyage.• Weather tightness shall be maintained throughout the voyage.• The bilge wells shall be clean and dry and protected from ingress of cargo.Controlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 15 of 17