Product Operations Manual - 01 Sep 2015

Bridge & Deck Procedures5.0 Navigational Equipment  Purpose o To specify requirements for use and maintenance of Bridge Navigation Equipment  Application o All Vessels  Responsibility o Master o Navigating Officers o Watchstanders 5.1 General It is stressed that it is vitally important that watch-keeping officers are completely familiar with all navigational equipment on board. Navigational equipment should be checked each watch by the Officer of the Watch to ensure that it is fully operational. Defects should be recorded and brought to the attention of the Master. It is of prime importance that bridge watch-keeping officers acquaint themselves with the contents of operating manuals for equipment, particularly with regard to the setting up of controls and the procedure to be followed in the event of a fault. The Master should ensure that regular maintenance of all navigational equipment is carried out in accordance with manufacturers' instruction manuals. The upkeep and maintenance of individual items of navigational equipment should be the responsibility of a nominated officer, and their operational status should be recordedControlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 1 of 10

Bridge & Deck Procedures5.2 Radar and Automatic Radar Plotting Aids (ARPA)The Master should ensure that at least one radar is available for use bythe Officer of the Watch:• As an instrument for fixing and monitoring positions parallel indexing, etc;• As an aid for assessing the risk of collision;• For practicing plotting, etc.The radar should be switched on in sufficient time before it is requiredin order to establish that it is operating correctly and to adjust it toobtain optimum performanceRegardless of weather conditions, the ship's radar should be operatingat all times to monitor for SART signals and especially in reducedvisibility. The display should be observed as frequently as the prevailingcircumstances require.The life and operating efficiency of radar sets are affected less bycontinuous operation than by frequent switching on and off. If two setsare fitted, at least one should be operating at all times.The performance of the radar equipment should be checked beforesailing and at least once every four hours while radar watch is beingmaintained. Where fitted, a performance monitor should be used forthis purpose.Whenever the ship's radar is switched on and at the commencement ofeach watch if the radar is in operation, the trace should be checkedand, if necessary, adjusted to ensure that it is rotating about the centreof the display. At the same time the alignment of the heading markershould be checked as shown in the operating manual.When using radar for fixing or monitoring the ship's position thefollowing should be checked:• the radar's overall performance• the identity of the fixed objects observedControlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 2 of 10

Bridge & Deck Procedures• gyro error and the accuracy of the heading marker• the accuracy of the variable range marker, bearing cursor and fixed range rings• On true motion, that the display is correctly ground stabilisedWhen operating ARPA, the use of audible operational warning signals todenote that a target has closed to a particular range, or that it istransiting a selected guard zone, does not relieve the Master, or theOfficer of the Watch, of the duty to maintain a proper lookout by allavailable means. When the ARPA is operating in an automaticacquisition mode, such warning devices should be used with caution,especially when in the vicinity of inconspicuous radar targets. Usersshould familiarise themselves with the effect of errors on the automatictracking of targets as described in the ARPA operating manual.When reduced visibility is encountered or expected, a radar plot shouldbe promptly established. A reduction of speed may allow more time forplotting. The high standard of proficiency necessary for the use ofradar in reduced visibility will not be achieved unless regular anti-collision and plotting practice is carried out. The Master should ensurethat all Officers of the Watch practice radar plotting regularly in clearweather, particularly when approaching coastal waters after a longocean passage.5.3 Steering Gear and Automatic PilotThe Officer of the Watch should comply with the requirements for theoperation and testing of the steering gear and the automatic pilotcontained in SOLAS Chapter V.All Deck Watch Officers and Helmsmen must be thoroughly familiar withthe proper method of changing over from one steering mode toanother. The changeover procedures for each vessel shall be postedclose to the helm for ready reference. Any change of steering modemust be supervised by the Deck Watch Officer. Helmsmen are not tomake any steering mode changeover, interfere with, or operate thesteering mode controls unless supervised by the Deck Watch Officer.The Master shall be responsible for training all Deck Watch Officers andHelmsmen in proper procedures for changing over the steering mode.Controlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 3 of 10

Bridge & Deck ProceduresThe off-course alarm, when fitted, should be adjusted to suit theprevailing weather conditions. The alarm should be in use at all timeswhen under automatic steering. If the alarm becomes unserviceablethe Master should be informed immediately. The use of an alarm doesnot in any way relieve the Officer of the Watch from frequentlychecking the course being steered.The auto pilot alarm must be tested at noon each day at sea and priorto entering restricted waters. These tests shall be logged ascompleted.5.4 Gyro and Magnetic CompassIt is recommended that the gyro compass should be run continuously.Should it stop for any reason, it should be restarted and subsequentlychecked before use to ensure it has 'settled' and is reading correctly.Where there is a scheduled power outage then switch the gyro off toprotect it. After any scheduled or unscheduled power outage the gyromust be checked frequently to ensure it has settled.Latitude and speed corrections should be applied to the gyro compassby a designated officer. Repeaters should be synchronised with thegyro at least once a watch. The gyro alarm should be checked daily.As a safeguard against the gyro and gyro repeaters wandering,frequent checks should be made between the magnetic and gyrocompasses. Care should be taken to monitor errors induced by theship's manoeuvring as such errors can reach 5 degrees or more. As faras practicable, compass errors should be checked and recorded eachwatch using either azimuth or transit bearing, or by other terrestrialmethod.All liquid magnetic compasses should be checked regularly for airbubbles. They should be covered at all times when not in use.Magnetic compasses will be adjusted whenever significant deviationoccurs.Where fitted as a standby system, the magnetic compass control of theautomatic pilot should be tested and exercised not less than once aweek and in clear visibility.Controlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 4 of 10

Bridge & Deck Procedures5.5 Chronometers / ClocksWhere necessary, chronometers should be wound daily at the sametime and checked with a radio time signal. The chronometer errorshould be recorded on the ship's chronometer rate card and the Masterinformed of any unusual change in rate. Where quartz or electronicchronometers are fitted, batteries should be changed at themanufacturer's recommended intervals and a record kept.Prior to getting underway, as part of the Bridge Equipment Tests, clocksshall be compared and synchronised, and the synchronisation enteredin the Deck Logbook. Bridge and engine room clocks shall also besynchronised daily at noon and prior to arrival. The engine room mustbe notified whenever necessary to ensure that engine room and Bridgeclocks are synchronised.When it is necessary to advance or retard vessel clocks, all clocks shallbe advanced or retarded at the same time, i.e. the Bridge clock,chartroom clock and engine room clock shall always indicate the sametime. Time zone changes and any time changes due to DaylightSavings Time shall be logged when made.5.6 Echo SoundersThe echo sounder should be used, both when making a landfall and incoastal waters, and particularly in areas where charted depths must betreated with caution.When approaching sounding depths, the echo sounder should beswitched on in ample time, and the operator should ensure that a zeromark is recorded. The echo sounder should be operated on all rangesand scales regularly until a sounding is obtained. Care should be takento check whether units of soundings on the echo sounder are differentfrom those on the chart in use.The time of crossing the more important depth contours should berecorded in the deck log, with the distance recorder readingWhen ever the echo sunder is used a notation should be made on therecording paper of the vessel position and time.Controlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 5 of 10

Bridge & Deck ProceduresSOLAS requires the echo sunder be checked against known/charteddepths on each and every voyage.5.7 Speed / Distance RecordersThe speed/distance recorder should be operated as soon as it ispracticable to do so.Readings of distance through the water should be entered in the decklog at the end of each watch and at times of establishing positions(where these are recorded in the deck log) and when course or speed isaltered. Readings should be entered on the chart alongside the ship'sposition.5.8 Electronic Position Fixing AidsElectronic position fixing aids shall be tested and aligned prior togetting underway. Electronic position fixing aids should be employed inconjunction with other available aids to navigation. The Officer of theWatch should be thoroughly familiar with their use and limitations,including the application of corrections to readings.The manufacturer's operating handbook and current navigationalwarnings should be consulted to ensure that proper corrections areapplied.When entering the area of coverage of a particular aid, the equipmentshould be set up in accordance with the operating instructions.Thereafter positions should be checked periodically using other fixingmethods to ensure that the equipment is operating correctly. Positionsobtained when navigating in areas on the limit of coverage of the aid,or where lattice lines are close together and/or at acute angles ofintersection, should be treated with caution.Both D/GPS readings to be logged at least once every four hours forcomparison. At the first available opportunity of a land fix, both GPS tobe compared again with the land fix and entered in the log. Thereafterregular checks for comparison with terrestrial fix to be maintained asthe situation so allows but at least once every four hours as aminimum.Controlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 6 of 10

Bridge & Deck Procedures5.9 General AlarmThe Deck Watch Officer is responsible for and must test the vessel'sGeneral Alarm system prior to getting underway, at noon each day atsea, and prior to entering restricted waters. These tests shall be loggedas completed.5.10 Radios• Prior to getting underway, Bridge V.H.F. radios shall be checked to ensure that they are operational on the proper channel(s).• The GMDSS System to be made operational• The AIS to be made operationalBridge radio equipment use should be restricted to distress traffic,navigational safety, and official Company business. Transmissions shallbe kept to a minimum. With the Master's permission, this equipmentmay be used for public correspondence.Bridge-to-Bridge VHF Channel 13 use is mandatory for all vessels inU.S. Waters.Deck Watch Officers must feel free to use Bridge radio equipment asneeded, especially to determine other vessels' manoeuvring intentionsand to announce their own vessel's intentions.All Deck Watch Officers must know the different VHF channels used forthe services they may need, whether vessel-to-vessel or otherwise.A continuous listening watch shall be maintained at sea on theapproved distress frequencies.5.11 RecordersAll recorders shall be operated on UTC (Coordinated Universal Time -formerly GMT) and shall be kept on when underway, at anchor (andwhile loading or discharging, if applicable). Notations made onrecorder charts shall be made in local time. All recording equipmentControlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 7 of 10

Bridge & Deck Proceduresshall be checked for clock agreement, recording paper and ink supply,and proper printing/marking, as applicable.5.12 RPM Recorder or Bell LoggerThe RPM Recorder or Bell Logger shall be checked for alignment andclock agreement, recording paper and ink supply, and properprinting/marking, as applicable, at the conclusion of each watch, duringpre-arrival testing, and testing prior to getting underway. Checks priorto arrival and getting underway shall be logged as completed in theDeck Logbook.RPM Recorder or Bell Logger tapes shall be operated on UTC andnotations made in local time. Notations shall include details of the portprior to arrival and departure. When completed, these tapes must bedated (start and finish), and the voyage number noted. These tapesand the Bridge Bell Book shall be kept aboard the vessel indefinitely. Ifremoved, a record shall be kept of their removal and return.5.13 Course RecorderThe Course Recorder shall be checked for pen alignment and clockagreement, recording paper and ink supply, and properprinting/marking as applicable, at the conclusion of each watch, andduring pre-arrival testing and testing prior to getting underway.Checks prior to arrival and getting underway shall be logged ascompleted.In the event of a vessel accident, the entire course recorder roll shall beremoved form the recorder even if only partly used, properly identifiedwith the vessels name and date in ink, signed by the Master and DeckWatch Officers on duty at the time of the accident, and retainedpending instructions from Vessel Operations.Course recorder chart entries must be made and initialled as theyoccur, if possible, or at the end of each watch. The entries made shallinclude but not be limited to:• The vessels daily noon position, whether by fix or dead reckoning.• The time and date of pre-arrival testing and testing prior to getting underway.Controlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 8 of 10

Bridge & Deck Procedures• Vessel heading at above times.Used course recorder charts shall be retained on board.5.14 TelephonesThe Deck Watch Officer is responsible for and must test the telephonesprior to getting underway.At noon each day at sea and prior to entering restricted waters, thevessel's telephones shall be tested. These tests shall be logged ascompleted.5.15 Navigation LightsNavigation lights must be tested prior to getting underway using bothprimary and secondary power systems and records of such tests are tobe entered in deck log book. Both bulbs in the running lights shall betested at noon each day.Running lights shall be left on at all times when the vessel is underway.5.16 Signalling EquipmentThird Officers are responsible for the care and maintenance of thevessel’s visual signalling equipment, including all flags, blinker lights,searchlights, distress signals, and flares. They are also responsible formaintaining a current International Code of Signals Book.The vessel's signal flags and national ensign are also the responsibilityof the Third Officer. Proper sets are to be on board and ready for useprior to getting underway and entering port.5.17 WhistlesThe Deck Watch Officer is responsible for and must test the vessel’swhistles prior to getting underway.Controlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 9 of 10

Bridge & Deck ProceduresAt noon each day at sea and prior to entering restricted waters, thevessel’s whistles shall be tested. The whistles must never be testedwhen a nearby vessel could mistake this test for a signal. These testsshall be logged as completed. Documentation and Filing o ICS Bridge Procedures Guide - \"Bridge Check-Lists\" Distribution o Full Management Vessels – File Originals References o ICS Bridge Procedures Guide o Nautical Institute's Bridge Team ManagementControlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 005NAVIGATIONAL EQUIPMENT Approval: WBF Page: 10 of 10

Bridge & Deck Procedures6.0 Under Keel and Overhead Clearance  Purpose o To provide guidelines for establishing minimum Under Keel Clearance. o To ensure vessels navigate with adequate under-keel clearance at all times, making due allowance for all the factors that are likely to reduce the depth beneath the keel. o To provide guidance on determination of minimum overhead clearance for safe navigation under Bridges / Overhead cables  Application o All Types of Vessels o For ocean passage, shallow water, within port limits and while alongside the berth including SBM/CBM mooring.(VIQ 2014.4.8)  Responsibility o Master o Navigating Officers  DescriptionThe Static Draft is the draft when the vessel is not making way orsubject to sea and swell influences, i.e. the maximum draft the vessel hasloaded to. (UKC is a percentage of the Static Draft)The Dynamic Draft is the draft when the vessel is making way andsubject to squat, sea and swell state and increase of draft due to heelwhen turning.To ensure a safe UKC throughout the passage, a minimum UKC must bedetermined on board when planning the passage. A minimum UKC mayalso be stipulated by a competent authority and must be followed in caseswhere the allowance is more than specified below.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 006UNDER KEEL AND OVERHEAD CLEARANCE Approval: WBF Page: 1 of 8

Bridge & Deck ProceduresIt is very important that when the vessel is underway, that the dynamicUKC is assessed very carefully, taking into account the action of the seaand squat. It cannot be over emphasized that reducing the vessels speedcan be very effective in reducing squat.In calculating the minimum UKC, it is important to consider the followingvariable factors:- o Squat o State of sea and swell, and the risk of long period swell waves. o Tidal conditions. o Variation in water level due to barometric pressure or tidal surges. o Dates of surveys / accuracy of soundings, accuracy of tidal information and predictions. o Increase in draft due to heel or trim. o Water density changes. o Stability of sea bed such as sand waves forming. o Depth over pipelines (may reduce available depth by up to 2 meters). o Vessels movement in a seaway, particularly in heavy weather.  Local authority's under-keel clearance requirements, if any.VLCC's transiting the Malacca and Singapore Straits must comply with“Passage planning guide for Malacca and Singapore Straits.” 6.1 Instructions for Under Keel ClearanceSeaTeam instructs that Under Keel Clearance calculations are to be doneusing SeaTeam Form BRDG 010 by all ships. These forms will be filed andretained along with the passage plans. It is essential that Master’s ensurethat their vessels have adequate under keel clearance during all stages ofthe voyage. The company’s requirements for under keel clearance (UKC) are as follows: (i) Open sea passage (FAOP): The minimum UKC in the dynamic condition is 50% of the static draft.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 006UNDER KEEL AND OVERHEAD CLEARANCE Approval: WBF Page: 2 of 8

Bridge & Deck Procedures (ii) Restricted waters / Port approaches / Harbour transits (SBE): The minimum UKC in the dynamic condition is 10% of the static draft at the time and place in question; and (iii) Whilst Moored at a berth including when at a SBM or CBM, - The greater of 1.5% of the vessel's extreme breadth or 0.5mIn the event that the vessel does not comply with the above guidelines,the Master is to notify SeaTeam Management Pte Ltd and/or Owners priorto transit.Example: 1. Whilst on full away of sea passage, a vessel has a maximum static draft of 22.0m. Squat at the maximum anticipated transit speed of 13 knots is calculated as 3.0m. Considering sea / swell allowance of 1.0m, and no appreciable list, the dynamic draught becomes 26.0m. The minimum UKC as per this policy is 11.0m, so the vessel requires a minimum charted depth of 26.0 + 11.0 = 37.0m. 2. Whilst making a port approach, a vessel has a maximum static draft of 11.0m. Squat at the maximum anticipated transit speed of 10 knots is calculated as 0.8m. There is no sea, swell, or appreciable list, so the dynamic draught is 11.8m. The minimum UKC as per this policy is 1.1m, so the vessel requires a minimum depth (Chart Datum + tide) of 11.8 + 1.1 = 12.9m. 6.2 Ship's Draught and Manoeuvring InformationThe Master should ensure that the draught of the ship is readily availableto the Officer of the Watch throughout the voyage. The draught should bedisplayed in the wheelhouse and adjusted as necessary to take account ofchanges which occur as the voyage progresses. A nominated officer mustensure that changes in draught due to ballasting (particularly at sea) arecalculated and properly recorded. • A wheelhouse Turning Circle Diagram containing the general ship's particulars and detailed information describing the manoeuvring characteristics of the ship will be permanently posted on the bridge for ready reference. The operational status of propulsion machinery and navigational equipment should be noted next to or on this poster.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 006UNDER KEEL AND OVERHEAD CLEARANCE Approval: WBF Page: 3 of 8

Bridge & Deck Procedures • It should be borne in mind that the ship's manoeuvrability information will not necessarily indicate the performance of the ship at any one time as this performance will vary according to the environmental, hull and loading conditions experienced. 6.3 Bow Cushion / Bank Suction EffectWhen a ship is transiting close to land and has deep water on the otherside, there is a tendency, due to the vessel’s form, for the bow to turnaway or the stern to be pulled towards the land. This is called a Bowcushion or a Bank suction effect and could cause a vessel to violentlysheer away from the course she is following. 6.4 Smelling the GroundThis happens when a vessel in transit passes by a shallow bank on anyside. The resultant effect is for the bow to swing towards the shallowarea. This is known as Smelling the Ground. 6.5 SquatAll officers are to be aware of the effect of “SQUAT” particularly in shallowwaters. Specifically they must recognize that the vessels draft willincrease and trim will change with a subsequent alteration in manoeuvringcharacteristics. The main Shallow water effects that affect a transitingship are: • A ship transiting through shallow waters experiences an increase of draft and this effect is known as ‘Squatting’. Vessels start to ‘Squat’ when the depth of the water decreases to approximately two and a half times the maximum draft. When the squat effect takes place, then: o the ships speed decreases o Propeller ‘paddle wheel’ effect is accentuated due to cavitation of the propeller o Rudder effect is reduced due to cavitation of the propeller o Increases Bow cushion or Bank suction and Smelling the ground effectsControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 006UNDER KEEL AND OVERHEAD CLEARANCE Approval: WBF Page: 4 of 8

Bridge & Deck Procedures o Increases ship interaction effects o Increases vibration effects onboard the ship• Squat effect depends upon the block co-efficient of the vessel and is directly proportional to the square of its speed. Other factors governing Squat are: o The relation between the ship’s draft and the water depth o The ratio between the ships midship underwater section and the channel cross-section.• Vessel’s having a block coefficient (Cb) of less than 0.70 are know as fine formed vessels and have a tendency to trim by the stern.• Vessel’s having a block coefficient (Cb) of more than 0.70 are known as full formed vessels and have a tendency to trim by the head. o A rough mathematical guide for squat calculation can be used as follows:In Open Waters:SQUAT = Cb X v2(kts)(mtrs) 100In Confined Waters:SQUAT = 2 X Cb X v2(kts)(mtrs) 100As can be seen from the above formulae and the following tables Shallowwater and Squat effects are largely dependent on the ships speed. Tominimise these effects, the ship’s speed should be low. SeaTeam hasclear guidelines on under keel clearance requirements and Masters shouldstrictly adhere to the same.• There are instances when the Owners instructions require vessels to deviate from the Management’s under keel Clearance directives whilst being in full compliance with local government regulations. In such cases Masters must exercise extremeControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 006UNDER KEEL AND OVERHEAD CLEARANCE Approval: WBF Page: 5 of 8

Bridge & Deck Procedures caution whilst transiting the areas of reduced under keel clearances, keeping in mind at all times the consequences of Shallow Water effects.A table of Squat Values should be drawn up and posted on the Bridge. 6.5.1: FACTORS AFFECTING UNDER KEEL CLEARANCE 6.6 Overhead ClearanceWhen a river transit involves passage under a fixed bridge or a cable, thevessel is to complete an Overhead Clearance Calculation Sheet.Company policy requires that for a safe transit, the vessel maintain aminimum overhead clearance of 3 feet. Should local regulations require agreater clearance than 3 feet, the vessel shall comply with the localregulation for the transit.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 006UNDER KEEL AND OVERHEAD CLEARANCE Approval: WBF Page: 6 of 8

Bridge & Deck ProceduresIf the vessel is not able to meet the Company's minimum requirement fora 3 feet overhead clearance, the vessel shall immediately send theOverhead Clearance Calculation to the office and apply for ConditionalAcceptance, which may be given if the circumstances of the case permit.The factors that may be taken into consideration are: • Since overhead clearance and under-keel clearance are normally mutually exclusive, an option to take additional ballast on board may be considered, sufficient in quantity to depress the highest point to meet the overhead clearance requirement. • Transiting under the bridge at a time when the tidal height is lower than that used in the calculation, which effectively makes up for the shortfall in the overhead clearance. • The temporary removal or lowering of antennas or other fittings that allow the vessel to meet the overhead clearance requirement. Naturally, any such action should have no adverse impact on the safety of navigation in the prevailing situation.The height of the bridge / cable is nominally given as the vertical distancefrom the water surface at MHWS. This information is available on thecharts.The keel-to-mast height is available from the vessel's drawings; butaccount should be taken of any antennas that have been erected on top,and which have not been included in the drawing.Further, the vessel's draft that is used in the calculation is to be the draftat the frame that corresponds to the position of the aft mast. (It should berecognized that for a vessel trimmed by the stern, the draft at the aftperpendicular will be greater than that at location of the aft mast. Thisimplies that if the draft at the aft perpendicular was used in thecalculation, the vessel would actually have less overhead clearance thancalculated).Vessels should be upright during the transit to avoid errors in thecalculation of the draft and the overhead clearance.Squat is not to be used in the calculation of overhead clearance since anydepression of the vessel's highest point due to this adds to the margin ofsafety.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 006UNDER KEEL AND OVERHEAD CLEARANCE Approval: WBF Page: 7 of 8

Bridge & Deck Procedures Documentation and Filing o SeaTeam Form No. BRDG 010 – “Under Keel Clearance Calculation” o SeaTeam Form No. BRDG 012 – “Overhead Clearance Calculation Sheet” Distribution o Full Management Vessels – File Originals References o ICS Bridge Procedures Guide o Passage Planning Guide - Malacca and Singapore straits o Navigation in US waters – USCG requirements o Bridge Team Management by Captain A J SwiftControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 006UNDER KEEL AND OVERHEAD CLEARANCE Approval: WBF Page: 8 of 8

Bridge & Deck Procedures7.0 Ballast Operations  Purpose o To outline recommendations and requirements for ballasting a vessel  Application o All Vessels  Responsibility o Masters 7.1 Ballast Quantity Efficient ballasting can reduce stress and corrosion, and improve the vessel’s performance. This can add up to 1/2 knot on the vessel's speed. Ballasting quantities and patterns are directly controlled by the ship and is one of the most important ways a Master can control the vessel’s propulsion efficiency.  Minimum quantities of ballast are to be taken. Sufficient ballast must be taken on to submerge the propeller, maintain the vessel's maneuverability, avoid excessive vibration, operate within stress limitations, and retain sufficient bow immersion to avoid undue slamming.  Before taking on heavy weather ballast, the vessel's speed should first be reduced. Only when sea conditions are such that a speed reduction alone is not sufficient to reduce pounding, heavy weather ballast should be taken on.  Speed reduction: o Improves vessel motion o Saves propulsion fuelControlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 1 of 10

Bridge & Deck Procedures o Eliminates the need to burn extra fuel for ballasting and de- ballasting operationThe amount of ballast required to enable the vessel to ride sea conditionssmoothly will vary with weather conditions. When it is necessary toballast cargo tanks to achieve a safe condition for the vessel. In suchcases the ballast is only to be loaded into cargo tanks designated for thispurpose by the Class Certificate or approved ship’s Loading Manual, Trimand Stability Book or Dedicated CBT Operations Manual.These tanks are normally provided with necessary corrosion protectionand structural reinforcement. No departure from the approved manualrequirements is permitted without Company approval.The ballasting is normally carried out at discharge berth during or aftercompletion of discharge and the following precautions must be taken intoaccount:• All relevant tanks, lines and pumps are to the thoroughly drained of cargo and the tanks crude oil washed, if applicable, before loading of ballast water.• The cargo tanks venting system must be correctly set up for the required operation.• The lines are to be checked by the responsible officer and a cargo pump is to be used and a vacuum obtained prior to opening sea valves. The vacuum is to be maintained on the pump suction side until a proper discharge pressure is obtained and ballast is filling to the required tanks.• The overside area is to be observed during each opening of sea valves. Clean ballast is to be loaded and dirty ballast discharged as soon as the voyage circumstances permit.On vessels classed as SBT, ballast must only be loaded into segregatedballast tanks. Where the Master considers that additional ballast isnecessary as permitted by MARPOL 73/78, then the regulatoryrequirements are to be complied with.If it is necessary to mount special spool pieces in order to carry outballasting of heavy weather cargo tanks, the spools are to be removed assoon as such ballasting is completed.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 2 of 10

Bridge & Deck ProceduresHeavy Weather ballast discharge ProceduresVerify that the Slop tanks have adequate space available for receivingthe last part of heavy ballast.Allow sufficient time any oil to to separate in the tank. Then take an oilwater interface to establish a level to which tank may be dischargedwithout any risk of discharging oil.Pump some of heavy weather ballast water into Slop (p) for use ineductor for subsequent stripping of the heavy weather ballast tanks.Discharge to heavy weather ballast into the sea under the closeobservation of the ODME and visual observation of the effluent.Continue as long as ODME permits. Reduce the pump speed in the endto avoid oil being sucked in due to Vortex effect.Direct remaining into the Slop tanks and Strip dry the tanks and linesused.Conclude the final discharge of Slops using the decanting method.Ducted PropellersShips fitted with ducted propellers require deeper aft drafts than lightballast if maximum power is to be used without excessive vibrations.This draft can be established by experience and recorded on board.7.2 Distribution of BallastBallast is to be evenly distributed to minimize stress. Tanks, wheneverpossible are to be either empty or fully pressed up; slack tanks are tobe avoided.A good stern trim will give good propulsion efficiency. Stern trim is notto be excessive so as to hinder the operations of pumps in the engineroom, or interfere with the readings of boiler water level gauges in theengine room, or cause the bow to pound. Optimum trim can be foundby experience.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 3 of 10

Bridge & Deck ProceduresTo ensure that the maximum time is spent on ballast passage atoptimum draft and trim, tank cleaning and changing ballast is to becompleted as soon as practicable after discharge.It is desirable to keep ballasting at discharge terminals to a minimum.The two main advantages are:  Reduction of berth occupancy costs.  Reduction of ballast pumping time; therefore saving fuel.The primary required departure condition is to have the propellerimmersed. Vessels trading to the Mississippi and other U.S. Gulf portsmay be limited by air draft. Trimming the vessel by the stern reducesthe mean significantly.After departure, ballast may be adjusted to suit the prevailing weatherconditions etc.7.3 Recording Ballast InformationDeck Log BookThe following entries are to be made in the deck log book of ballastingincluding tanks used, lines and places.  On all vessels requiring a ballast change due to quarantine requirements o The Port where the initial ballast was taken and quantity. o Time of commencement of ballast change and position. o Time of completion of ballast change and position.Oil Record BookAll details of ballasting operations into cargo or fuel tanks are to beentered.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 4 of 10

Bridge & Deck ProceduresBallast RecordFor evaluating optimum ballast condition, and corrosion control, theabove will prove invaluable.7.4 Pollution Prevention Requirements – BallastBallasting is considered by the company to be a critical operationwhere:-  There is a high risk of transporting water containing living organisms that may constitute a natural disaster if released in a coastal area other than where the organisms were found.  Oil may be introduced onto the sea via deballast operationsThe special care procedures required for pollution prevention whencarrying out ballasting operations is highlighted below:  Masters are reminded that proper stability considerations must be in place before any mid-ocean ballast exchange takes place. The complexity of exchange sequences on certain vessels pose very real safety concerns as human error and equipment failure could potentially endanger the vessel.This part of the procedure applies to the overboard discharge of ballastwater or contaminated water from tanks, holds and spaces in the cargoarea.For overboard discharge of engine room bilge water or tank ship slopsrefer to the current MARPOL requirements for the type of vessel.The requirements of the IMO Ballast Handling Guidelines, MARPOL andthe companies Ballast Management and EMS Manual are to be compliedwith.This will include the proper operation and use of any oily waterseparators or detection units and overboard ballast decontamination orsediment removal devices (if fitted).Additionally port state, local authority, national regulations and, orterminal directions are to be complied with.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 5 of 10

Bridge & Deck ProceduresThe company requires that:Ballast handling is to comply with instructions in the vessels operationalmanuals, MARPOL P&A manuals and the companies BallastManagement Manual.Stresses and Bending Moments when ballast handling must alwaysremain within limits.Trims and lists should not become extreme or dangerous.Ballast must be checked or inspected to stop or reduce the potential foroil pollution into the sea by ballast water and the following guidelinesemphasised:  Prior to arrival in port ballast pipes and dedicated ballast sea- chests are to be flushed through to ensure no discoloured water will be sighted on start up of de-ballast operations.  Prior to any deballasting: o A visual inspection of the ballast water is to be carried out to ensure there is no oil on top. This may be done visually, electronically (UTI, MMC, etc.) or by other methods (sampling the surface with clean white rags, etc.). o A notice to this effect is to be permanently marked at the ballast pump controls. o Sampling via tank sounding pipes may not be a proper indicator of oil contamination where the sounding pipe is solid. o Where manhole covers or tank vents heads are removed then these must be properly re-secured after inspection. o Where inspection is by overflowing to confirm no oil on top then ensure the tanks are not over pressurised. o A stock of oil finding paste is to be carried onboard. o The Masters prior approval of each ballast operation is required in all casesControlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 6 of 10

Bridge & Deck Procedures o A check of tanks adjacent to ballast tanks to be made to ensure no transfer has occurred.  On commencement, during and on completion (stripping of tanks) of de-ballasting the area around the vessel is to be checked for signs of oil.  All those involved in the ballasting process be aware of procedures and ensure the Chief Officer’s instructions are followed properly.To Note:The vessel must at no stage be placed in danger to accomplish therequirements for ballast control. This includes stress and bendingmoment limits, the placing of chemicals (e.g. calcium hypochlorite) thatmay damage the vessel or toxic or dangerous chemicals that mayinjure the crew.Where the Master is encountering difficulty complying with local orinternational rules the company is to be consulted for assistance.It is company policy not to discharge oil or contaminated water otherthan what is permitted by current law (MARPOL). Furthermore wherewater from oil tanker cargo spaces is discharged it must be through anODME device. If any oil pollution is suspected then all operations are tocease and the vessels oil pollution emergency action plan is to beactivated.7.5 Marine Infestation – BallastingThe company advises Masters and those in charge of ballastingoperations that if ballast replacement procedures are not properlyfollowed then the risk of infestation to another environment is greatlyincreased and the company stresses that this is not acceptable.Several countries in the world have experienced problems with marineorganisms being transferred in ships ballast water that has resulted inharm to local marine life (e.g. affecting fisheries, etc.)In an effort to control infestation, some countries are implementinggovernmental control of ballast water discharges within theirControlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 7 of 10

Bridge & Deck Proceduresjurisdiction by introducing regulation to allow quarantine officials tosample ballast water for analysis. Where infestation is found in ballastwater heavy penalties for ships or restrictions on ballast discharge maybe imposed.Where Masters are not familiar with ballast requirements in the nextport then the company, port agents or charterers are to be consultedfor relevant port information and regulations.Ballast Water Treatment (BWT) Equipment refers to equipmentwhich mechanically, physically, chemically or biologically processesballast water, either singularly or in combination, to remove, renderharmless or avoid the uptake or discharge of harmful aquatic organismsand pathogens within the ballast water and associated sediments.Ballast water treatment equipment may operate at the uptake ordischarge of ballast water, during the voyage, or at a combination ofthe events.The Ship staff involved with the operation of BWT should be trainedonboard in safe operation, maintenance procedure and hazardsinvolved with the system fitted on board.Training should include the following: General introduction to the BWT including Operational Manual, Emphasis on the recognition of hazards involved and posted warnings, Awareness of the properties of the chemicals / gases produced / introduced to the ballast water. o Some systems produce Hydrogen which is highly inflammable o Others introduce Nitrogen which could cause Oxygen depletionWhen BWT is used on board a vessel, a risk assessment is to be carriedout prior Ballast Tank Entries and all hazards including those associatedwith BWT should be considered.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 8 of 10

Bridge & Deck Procedures7.6 Oil Pollution - Ballasting – Segregated (SBT) Systems - Tankers The company expects ballasting to be carried out in conjunction with cargo operations to minimize port operation periods. In general overflowing of ballast tanks is not considered good practice and overflowing: o Should never be undertaken within port limits. o May be undertaken for special purposes (e.g. flow through ballast change, close up class surveys, etc.) and after all risks have been addressed (e.g. over pressurization of the tank, etc.) through satisfactory completion of a Risk Assessment7.7 Oil Pollution - Sea Chest Valves - TankersThere is a high potential for pollution from a leaking sea-chest valvetherefore the following precautions are to be taken:- Reference the ICS/OCIMF Manuals:-  Prevention Of Oil Spillages Through Cargo Pump room Sea Valves  International Safety Guide For Oil Tankers & Terminals (ISGOTT), Chapter 6.9A sea-chest test and drain system installed between the inner andouter sea chest valve is to be installed as per the guidance in theICS/OCIMF Manuals - Prevention Of Oil Spillages Through Cargo Pumproom Sea Valves.The sea-chest valves are to be tested before arrival at loading portsand the results recorded. This will include draining of the sectionbetween sea-chest valves to indicate if any water has entered throughthe outboard valve.Note – The requirements of this section are applicable only when thesea-chest is connected directly to the cargo pipeline system.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 9 of 10

Bridge & Deck Procedures7.8 Navigation Bridge VisibilityWith regard to ballast water exchange procedures, the 1st July 2010sees the Introduction of an amendment to SOLAS Chapter V Regulation22 regarding \"Navigation Bridge Visibility\".As a consequence of this amendment, any increase in blind sectors orreduction in horizontal fields of vision resulting from ballast waterexchange operations is to be taken in to account by the Master beforedetermining that it is safe to proceed with the exchange.As an additional measure, to compensate for possible increased blindsectors or reduced horizontal fields vision, the Master must ensure thata proper lookout is maintained at all times during the exchange.If the Master feels that compliance with such requirements presents asafety risk to the crew and the vessel, he must clearly document thesafety reasons for not undertaking ballast exchange and notify thisoffice and the local agent of port call in advance. Documentation and Filing o Deck Log Book o Oil Record Book Part A o Port Log o Ballast Management Plan Distribution o Full Management Vessels – File Originals References o ICS/OCIMF Manuals o ISGOTT o MARPOLControlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 007BALLAST OPERATIONS Approval: WBF Page: 10 of 10

Bridge & Deck Procedures8.0 Vessel Moorings  Purpose To specify requirements for the safe and efficient mooring of vessels and maintenance of ropes.  Application All Vessels  Responsibility Master Chief Officer Watch-keepers8.1 GeneralGood ship mooring management requires a thorough knowledge ofmooring principles as well as knowledge about the safe operation of theequipment on board. The safety aspects of mooring operations arecovered within COSWP Ch. 25 and OCIMF MEG Ch. 6, which areincorporated by reference must be adhered to, hence this section coversthe operational considerations of mooring and associated maintenancerequirements.The Master is responsible to ensure the vessel is adequately moored inaccordance with OCIMF Guidelines detailed in the Publication “EffectiveMooring”, whose requirements are herewith incorporated by reference.8.1.1 Mooring ManagementParticular attention must be given to the correct application of winchbrakes as well as the maintenance of moorings, brakes and associatedequipment. A key element in safe and successful mooring is planning.Planning must take into account not only the mooring layout of the vesseland the berth but also the prevailing and expected conditions of theControlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 008VESSEL MOORINGS Approval: WBF Page: 1 of 6

Bridge & Deck Proceduresweather, tide, currents and traffic movements. This information should beobtained by all available means including radio information, nauticalpublications, and advice from port authorities.Mooring arrangements and planning are to be discussed with the pilotbefore coming alongside and the information relayed to the officers incharge of the mooring stations.When planning a mooring operation it is important to ensure that ropesand wires are not used on the same leads or bollards and that they do notcross in contact with each other. Wherever possible, mooring lines shallbe of the same size and type. However where this is not possible, then alllines in the same service should be of the same material (e.g. spring linesall wire and breast lines all synthetic).The overall mooring pattern naturally effects the load distribution toindividual lines. Excessive loads in individual mooring ropes can lead tostraining or even eventual parting of a mooring line and must be avoided.In general, the mooring pattern should be symmetrical with good, efficientleads so as to ensure a balanced load distribution among the lines forvarying wind and current conditions.Before entering a port (if weather permits) and prior to sailing, a mooringsystems survey is to be carried out. This survey is to be carried out by theChief Officer and must include a full visual examination of the emergencytowline (if fitted), the anchor releasing mechanism and the mooring lines.In addition, all winches are to be tested and where applicable oil levelschecked. Steam winches must be prepared in ample time. Where mooringtails are fitted to the ends of wires by means of either a Tonsberg orMandal shackle, the fitting must be checked to be correct prior to use.On successful completion the examination and prior to entering or gettingunderway the following log entry is to be made: “Mooring System Surveyas required by 33 CFR 157, 435 (2) carried out and all items found to bein satisfactory condition and ready for use.”During mooring operations there must be sufficient personnel at eachmooring station to carry out the operation safely and effectively. At timesof high operational demand, such as during repeated back to back STSoperations, Masters may call upon Fitters and Engine Rating(s) asrequired to assist in safe mooring.Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 008VESSEL MOORINGS Approval: WBF Page: 2 of 6

Bridge & Deck ProceduresMooring equipment must be operated by competent persons and caremust be taken to ensure that excessive loads do not arise on moorings.Personnel must never stand in rope bights and when moorings are understrain must not stand in “snap back zones” (See COSWP Annex 25.1).Operators must be prepared to immediately slack back any line whichcomes under excessive strain and to this end care must be taken toensure that lines do not become jammed. Inexperienced personnel mustbe carefully supervised.Mooring management is also important while the vessel is alongside, andit is essential that the vessel staff obtain the latest tidal, weather andtraffic movements from relevant sources. Regular rounds are to be carriedout and moorings tended as required. Moorings are to be tightened orslackened in such a way that ensures the ship does not move position orcomes off the fenders or quayside. Adjustment must also ensure thatsevere loads are not placed on individual lines.Tides are to be calculated to determine both the height and times. Wherea large tidal change is expected, additional crewmen are to be placed onduty in order to tend to the moorings, particularly when the ropes or wiresare turned up on bitts. Failure to have sufficient hands on deck may resultin the vessel coming off the quay and breaking away. In extreme tidalsituations, consideration is to be given to stopping cargo so that personnelcan concentrate on the mooring operation at the change of tide.Where there is a danger of losing control of moorings, cargo operationsare to be halted, the Master advised and additional crew called to assist.The Master has the authority to call for tug assistance should he feel thatthe situation requires this.8.1.2 Mooring Equipment Power SuppliesPower supplies for mooring equipment including steam, hydraulic orelectric types, are to be periodically inspected and monitored to ensureeach power supply is sufficient and adequately protected. Routines forperiodic inspection are to be detailed in the Chief Officers StandingOrders, and/or entered in the Ship-Net PMS System. Any identifieddeficiency is to be entered in the Ship-Net System as a Technical Incidentfor Superintendent Review and follow-up.8.1.3 Mooring Component AgeThe following guide should be applied to component age:Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 008VESSEL MOORINGS Approval: WBF Page: 3 of 6

Bridge & Deck Procedures  Mooring tails – These should be replaced at least every 18 months unless experience and/or inspection indicates a longer or shorter life is warranted.  The maximum time period that a mooring tail can be used on board is restricted to 30 months and beyond which the tails must be removed from service.  Mooring ropes – These are to be thoroughly inspected at least once every three months for the various types of damage that can be sustained. Excessive amount of damage as well as wear and tear on the working part of the rope indicates that renewal is required. No short splices are permitted.  Winch-mounted synthetic lines are to be end-for-ended every two years unless inspection dictates a shorter period.  Mooring wires – A renewal program is to be commenced when wires are 5 years old, unless condition on close inspection allows longer or shorter service. Wire ropes should be end-for-ended at each routine dry-docking (OCIMF MEG Appendix C).In addition the inspection points noted in the OCIMF Mooring EquipmentGuidelines are to be observed and wires removed from service if thedescribed conditions exist.8.1.4 Mooring Component CertificationCertificates must be available for all wire ropes, synthetic lines, links andtails and kept in the Chief Officer’s files. Either the certificates or aMooring Equipment Register should be annotated with the date therope/wire was put in service, date of end for ending and the specific winchto which they are fitted. Pertinent dates are to be either included in theShip-net Certificates Module or in the Tech 040.8.1.5 Lightening EquipmentVessels that engage in offshore lightening shall be provided withsufficiently strong messengers of sufficient length for ship operations.Sufficient chain stoppers (min 4) shall also be available.8.2 MaintenanceThe Chief Officer is to ensure that regular inspections and maintenanceare made of all mooring equipment components, especially with respect toany safety devices fitted to equipment, at intervals as detailed in the PMS.Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 008VESSEL MOORINGS Approval: WBF Page: 4 of 6

Bridge & Deck ProceduresAll work and inspections carried out is to be recorded and detailed spareparts lists are to be maintained. The Chief Officer must maintain a file ofall mooring equipment certificates and survey reports.Wire ropes are to be lubricated during this inspection using a recognizedwire rope lubricant. On no account are homemade lubricants to be used asthese can lead to pollution claims against the vessel. Particular attentionmust be made to ensure that lubricant is penetrating through the innerlayers to prevent internal corrosion that will result in failure of the wire.The maintenance of all mooring equipment, including the greasing ofwires, is to be recorded in the vessel’s planned maintenance program.All wires and ropes stowed on drums must have canvas covers availablefor use at all times when the vessel is at sea to protect them from theeffects of weather, sea and sunlight.Each winch brake must be tested individually and tests carried out prior tothe ship’s delivery (new builds) with subsequent tests carried out annuallyto ensure the correct braking efficiency is maintained.For existing vessels entering management, the first BHC test must becarried out within the first 30 days of management.This winch brake testing is to be recorded in the vessel’s PlannedMaintenance System and the Chief Officer’s files. Furthermore, winchbrakes should be tested after installation or repair work carried out onequipment or upon any evidence of premature brake slippage or relatedmalfunction.Winch brakes should be set to render at 60% of the mean breaking load(MBL) of the rope or the winch capacity, whichever is the lesser. Newequipment is normally designed at 80% MBL but has the capability to beadjusted down to 60%.Brake holding values and corresponding torque values should be obtainedfrom the manufacturer’s books or plans. The rated Brake Holding Capacityis only achieved with one layer of line on the tension section of the winchdrum (split drums). Operation with additional layers will decrease thebrake holding capacity.Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 008VESSEL MOORINGS Approval: WBF Page: 5 of 6

Bridge & Deck ProceduresFor vessels without split drums / undivided winches, it is essential that thenumber of layers of rope to achieve the rated BHC is understood andclearly marked on the winch.All brake testing is to be subject to a risk assessment and only carried outunder the supervision of a senior officer familiar with the test procedureand operation of the winches.Care must be taken to ensure that the brakes are kept in good conditionand clean. Oil, moisture, or heavy rust on the brake linings or brake drumcan reduce the holding capacity by up to 75%.  Documentation and Filing • Certificates for Ropes & Tails • Masters File • Form TECH 040 - Quarterly Mooring Equipment Report  Distribution • Full Management Vessels – File Originals  References • OCIMF - Mooring Equipment Guidelines (current edition) • • OCIMF - Effective Mooring • Code of Safe Working Practices for Merchant SeamenControlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 008VESSEL MOORINGS Approval: WBF Page: 6 of 6

Bridge & Deck Procedures9.0 Deck Log and Bell Book  Purpose o To outline procedures for use of the Deck Log and Bell Book  Application o All Fully Managed Vessels  Responsibility o Master 9.1 Deck Log Book Entries Standing Orders The Deck Logbook is the vessel's primary operating record and to be used continuously both at sea and in port. Particular care must be taken to ensure all entries are neat, correct, and as complete and concise as possible. The Master and Chief Mate are to review and sign the log daily. • Deck Logbook entries shall be made in English except as otherwise required by national law. • Deck Logbook entries shall include standard meteorological data which must be carefully assessed. In port, weather notations should be made for substantial phenomena such as storms, strong wind, heavy rain etc. and records kept every four hours as per sea watches. • The Deck Logbook, when filled, should remain on board indefinitely, stored in a safe but convenient location.Controlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 009DECK LOG AND BELL BOOK Approval: WBF Page: 1 of 4

Bridge & Deck Procedures9.2 Official Log BookSome Flag States have an Official Log Book, which is separate to theDeck Log Book. The Official Log Book should contain important facts.Matters concerning crew for example, discipline, illness, warnings,dismissal, etc shall be entered in the Official Log Book. As prescribedby flag state authorities.Official and Deck Logbook entries when referring to the sameoccurrence must be identical / similar wording.9.3 Bridge Bell Book EntriesOrders to the engine room must be recorded. Where orders ofresponses are not recorded automatically by data logger then eachmovement shall be entered in the Bell Book. Timings of each \"standbyengines\" and \"finished with engines\" shall also be recorded in theBridge Bell Book. All notations must be made in pen.The officer keeping the Bridge Bell Book and the Master must sign it atthe end of each watch or Bridge assignment.Concise notations are required and are to include, but are not limitedto:• Signals given to the engine room and their corresponding times• Name of the Pilot or Mooring Master and time of boarding• Name of each tug and its \"alongside,\" \"made fast, \" and departure times• Events of navigational importance such as “passing fishing boat piers”, “dredge ahead,” “moored vessel,” etc• The vessels position when in buoyed channels (e.g. entering/exiting, passing turn buoys, major construction/wharves, etc.)• Any unusual event such as \"anchoring,\" \"approaching fog bank,\" avoiding traffic,\" etcControlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 009DECK LOG AND BELL BOOK Approval: WBF Page: 2 of 4

Bridge & Deck Procedures• In circumstances when the master is in doubt as to the pilot’s action it should be discussed and a notation made in the bell book - in extreme circumstances where the master overrides the pilot, this shall be recorded• All other information pertinent to the vessel’s movement9.4 Method of Entries• On ships fitted with automatic loggers the date, time and port will be marked on the recorder chart prior to arrival and departure.• All entries made in the Deck Logbook, Bridge Bell Book, or on the Course Recorder shall be made in ink.• If an error is made in the Deck Logbook, Bridge Bell Book, or Course Recorder, corrections shall always be made by drawing a single line through the error and writing above or below the incorrect entry. The correction shall be initialled by the officer making it.• No erasures shall ever be made in any of the aforementioned documents. Under no circumstances will liquid paper be used.In summary, it is difficult to record too much information and after theevent, it is too late to switch on the echo sounder or note the time thevessel left the channel and accidents are always unexpected.Controlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 009DECK LOG AND BELL BOOK Approval: WBF Page: 3 of 4

Bridge & Deck Procedures Documentation and Filing o Deck Log Book o Official Log Book (on some flags) o Bell Book - File on Bridge Distribution • Full Management Vessels - File Originals References o Flag RegulationsControlled Revision: 01 Jun 2013PCM Part A - BDP Doc No. 009DECK LOG AND BELL BOOK Approval: WBF Page: 4 of 4

Bridge & Deck Procedures10.0 Operational Reporting  Purpose o To specify standard requirements for vessel reporting  Application o All Vessels  Responsibility o Master o Senior Manager, Technical o Superintendent o Fleet Manager o Marine Manager o Quality Assurance Manager o Insurance Manager o Company Security Officer 10.1 General SeaTeam shall be kept fully informed of ship's movements, operation, condition, maintenance, safety, all incidents and accidents, and other situation or conditions. The vessel is for normal and routine communication with SeaTeam, and others ashore, to use the most convenient and cost-effective means of communication, preferably E-mail, keeping in mind the urgency and volume to be sent. The messages sent by telex/fax/E-mail should be short and precise. Do not connect several times per day, combine them and connect only as necessary. With SeaTeam • During office hours, SeaTeam’s office in Singapore can be contacted by email, phone, or faxControlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 1 of 15

Bridge & Deck Procedures • After office hours and during weekends, the Superintendent in charge of the vessel can be contacted by phone. If he is not available, the Fleet Manager or Marine Manager can be contacted • The office phone and fax and after office hours telephone numbers can be found in the Emergency Contingency Manual, SOPEP and Vessel Response Plan • The Master should report to SeaTeam by phone, telex or email if he has no reply on his first attempt to contact the assigned superintendentWithin the ShipThe Master should ensure that his officers and crew are properly informed inrelation to their duties, safety and operational matters, and that he himself isproperly informed of all matters relating to the operation of the vessel. • The normal line of communication should be through the chain of command • The Master should use the weekly Planning Meetings, Safety Committee meetings, memos and other ways he deems necessary to inform and get feedback • The Master should ensure that all verbal agreements and orders made to SeaTeam and third parties are confirmed in writing10.2 Reporting to SeaTeam ManagementThe following shall be reported immediately or as soon as practicable to theFleet Group, Marine Manager, Designated Person, and Company SecurityOfficer or Insurance Manager when appropriate: • All accidents where crew (or other persons onboard) are injured or killed • Incidents of collision (with other vessels, groundings, docks, navigation buoys etc.) • Incidents of pollution whether own ship or other ship generated (oil or alleged oil spills, air, noise, garbage, chemicals, etc.)Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 2 of 15

Bridge & Deck Procedures• Security incidents or problems o All other incidents (stowaways, robbery, piracy, allegations made against own ship, etc.)• Major technical and safety deficiencies, damages identified by either routine testing and checking or through breakdown including those items requiring notification to class and or flag state authorities o Any structural defect that affects the seaworthiness of the ship o Any sub-standard condition or critical equipment breakdown o Any Major Non-Conformity or Significant Problem• Changes in statutory and trading certificate status• All reports, records and deficiencies from class society survey inspection, port state control, flag state inspection, ITF (or other trade union) inspection, cargo terminal inspection, oil major vetting inspection, other non-statutory body inspection and harbour authority inspection. If no deficiency or finding is recorded then this is also to be reported. o The results of all inspections, audits, and surveys• Any difficulties experienced with government or port authorities o Submit the Intertanko Feedback Form• Daily position reporting• Port arrivals and departures• Deviations from planned voyages (weather, breakdown, piracy, distress call assistance, etc.)• Summarised departure cargo information and port log• Any deviations from planned and approved cargo procedures (stowage changes, shortages, loading/discharge sequence changes, etc.)Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 3 of 15

Bridge & Deck Procedures • Tank or Hold cleaning difficulties including any non-acceptance of nominated tanks or holds • Any difficulties experienced with terminal representatives, cargo surveyors, stevedores and stevedores “safety officers”, receivers, shippers, oil major vetting inspector and agents • All near misses or hazardous occurrences • Any identified crew incompetence or substance abuse • All cargo defects and claims • Safety Committee Meeting MinutesThis listing is not exhaustive and the Master is advised to bring any matterthought to be important to the attention of SeaTeam whenever it iswarranted.Masters are advised to use the most practicable communications methodavailable in the situation at hand. If using the telephone then a writtenconfirmation of the message with any agreements reached is to be forwardedas soon as practicable after the call is completed. Master shall co-ordinatewith SeaTeam for reporting to owners, charterers and any others(governmental agencies, media, crew families, etc) for further reportingrequirements.Masters and those making reports shall use the correct form and formatwhen making and sending reports. Your attention is drawn to section MasterList 002 for reporting requirements and submission of forms and SeaTeamForm HSQE 024 for reporting deficiencies, non-conformities, improvementproposals and customer’s complaints.Reporting To Owners and CharterersIn order to satisfy owners and charterers, Masters are advised that allproblems, incidents or any unplanned events (however minor they mayappear) are to be reported to SeaTeam for remedial action and attention assoon as practicable after discovery. SeaTeam will advise the owners orcharterers except in cases indicated below where the Masters may inform theowners or charterers directly but copy SeaTeam in on the message. • Daily position reportingControlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 4 of 15

Bridge & Deck Procedures • Port arrivals and departures • Deviations from planned voyages (weather, breakdown, piracy, distress call assistance, etc.). • Summarised departure cargo information and port log • Any deviations from planned and approved cargo procedures (stowage changes, shortages, loading/discharge sequence changes, etc.) • Tank Hold cleaning difficulties including any non-acceptance of nominated tanks or holds • Any difficulties experienced with terminal representatives, cargo surveyors, stevedores and stevedores “safety officers”, receivers, shippers, oil major vetting inspector and agents • Messages Required By Charterer Parties o Masters must careful observe the voyage orders and charter party requirements to ensure that the reporting requirements are followedWhere charterers have placed their own manuals on board with details ofreporting requirements Masters are requested to comply fully.Masters are advised to use the most practicable communications methodavailable in the situation at hand. If using the telephone then a writtenconfirmation of the message with any agreements reached is to be forwardedas soon as practicable after the call is completed.Masters attention must be drawn to the fact that hard copies ofcommunications are the only recourse against any further actions orpenalties started against the vessel after the event. Failure to send andrecord hard copies of telephone calls may result in serious problems forSeaTeam and the vessel’s owner.10.3 Reporting as Required by lawMaster’s attention is drawn to the following: • Obligatory reporting as per SOLAS chapter V Regulation 2Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 5 of 15

Bridge & Deck Procedures • Mandatory reporting as per MARPOL Protocol 1 • Mandatory reporting as per USCG requirements when calling US Ports • Mandatory and voluntary ballast management reporting o Masters are to confirm with agents Ballast Water Management recording and reporting procedures prior to arrival at the next port and ensure compliance with local regulations.10.4 Reporting, Report Forms and RecordsSSA Master List 002 is a List of the Standard Forms used by SeaTeam. • Forms are computerised and latest versions are to installed in the computer(s) onboardDistribution, Filing, Frequency of Reporting • SSA Master List 002 also shown is the frequency with which these forms are intended to be used. • As not all ships are commercially managed by SeaTeam. Cargo documentation and forms are only to be sent to SeaTeam when instructed to do so by SeaTeam’s Marine Section.10.5 Routine ReportingPlain LanguageIn order to avoid misunderstandings always use plain language and keepabbreviations to a minimum.Cable CommunicationIn case of malfunctioning of vessel’s e-mail immediately phone or telex,SeaTeam, who will then instruct vessel by phone or telex which informationneeded. This applies only to the quite lengthy load and discharge telexes.Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 6 of 15

Bridge & Deck ProceduresDeparture Message • Sailing time, port cargo loaded/quantity, bunkers onboard (ROB) FO/DO (mt), Bunkers received FO/DO (mt), and ETA next port, name of port o Example: MV \"X\" sailed from Rotterdam 15/12 at 0700 after loading 35467 metric tons of naphtha for New York. Bunkers onboard (ROB) 812 fuel oil and 52 mt diesel oil. Bunkers received (RCV) Nil. ETA New York 25/12 morningDuring Voyage • Every Day o All vessels shall report their Noon Position whilst at sea.Table 10.5-1: Noon report SeaTeam Form BRDG 002Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 7 of 15

Bridge & Deck ProceduresOrder Changes • When ever voyage orders or destination change, SeaTeam should be notified as soon as practicable.Arrival Message • Arrival time • Name port • Bunkers onboard • FO / DO mt (By actual soundings in port) • Consumed on voyage • average slip • observed and logged speed • RPM • (All to be given as totals / averages for voyage) • ETD (to be sent as soon as possible upon arrival)In Port • Report any major change in estimated time of departure. (Update regularly during long port stay).10.6 Reporting for Vessels Arriving or Departing from USA96 Hour Advance Notice of Arrival to USCGReference is made to CFR33 160.211 (Notice of arrival) where theMaster is to ensure that the Captain of the port or place of destinationControlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 8 of 15

Bridge & Deck Proceduresis duly notified at least 96hrs prior arrival or entering that port or place.The message format is given in the above mentioned regulation. • Notice of departure is to be tendered as per CFR 33 160.213. • Generally, these messages are sent to the Captain of the Port by the agent. However, Masters are to ensure that same are tendered as required.Mandatory Ballast Water Report • Mandatory Ballast Water Management reporting form is transmitted to the USCG Prior to arriving at first USA Port o Email address: [email protected] NotificationThe appropriate Qualified Individual in the United States is to benotified prior to each arrival in accordance with the procedures listed inthe OPA 90 VRP. SeaTeam contracts Qualified Individuals inaccordance with OPA 90 requirements.Masters are advised to refer to the VRP onboard and identify the QIOSRO and salvage operations designated for the vessel..10.7 Year End Reporting • The total lube oil received for last quarter (e.g. October to December) • Fax or e-mail the December Wages Accounts, Bonded stores and Master’s cash statement10.8 Other ReportsMaintenance • All maintenance work and repairs carried out shall be recorded and reported to SeaTeam as instructedControlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 9 of 15

Bridge & Deck Procedures • Other testing, inspections and repairs shall be recorded and reported monthly to SeaTeam, normally via ShipNet reports modules • Should critical systems, alarms or equipment become defective, or require planned or unplanned maintenance, the temporary change, (such as taking critical equipment out of service), must supported by a Risk Assessment, and reported to the company together with the estimated time line indicating the duration of the planned effect o The Fleet Manager is responsible for review or Risk Assessments and approval any planned shut-downs of critical systems, alarms or equipment o For Bridge Equipment the Marine Manager must review the Risk Assessment and concur prior to any planned shut- downs of critical systems, alarms or equipmentCrew Changes • Any changes to crew, both off signing and on signing is to be reported immediately after departure to SeaTeam. This applies to additional personnel, family members, riding crew and othersLube Oil ROB / Victuallings• On a quarterly basis (i.e. 31/03, 30/06, 30/09, 31/12), Master must advise SeaTeam the followingo Victuals ROB as at the end of each quartero Lube Oil ROB as at the end of each quarter• The reporting deadlines for the above quarterly information are as follows:o March 1st Aprilo June 1st Julyo September 1st OctoberControlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 10 of 15

Bridge & Deck Procedures o December 1st January10.9 Monitoring ReportsShipboard ReportingFor monitoring scheduled reporting, SSA Master List 002 and, orSHIPNET or other similar approved software onboard are to be referredto.Office Monitoring • The extent and frequency of reporting is stipulated in SSA Master List 002 • The Marine Manager and/or HSQE Manager will monitor the ship's position reporting and cargo and ballast plans • The Accounts Department will monitor financial reporting and advise the Fleet Group Manager and Senior Manager Technical should problems arise in order to facilitate liaison between accounts and the Master • The Marine Personnel Section shall also monitor specific requirements as will Insurance, Safety and Training and Operations • All other report monitoring is the responsibility of the Technical Superintendent, including: o Results obtained from the laboratories are to be advised to the ship in a timely manner with comments as appropriate and confirmation of their receipt obtained if necessary o Superintendents are to ensure that representatives of the chemical supply company visit their ships and independently check all relevant systems onboardControlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 11 of 15

Bridge & Deck Procedures o Test result records received from the ship are to be copied to the relevant chemical company for their review and comments o Fleet Managers are responsible for ensuring the Superintendents are monitoring reports and taking appropriate action • The Managing Director and Senior Manager HSQE are to be advised of deficiencies, defects, damages, any serious disturbances among Officers and crew and any incidents of a serious nature o The Classification Society and Flag State will be notified when appropriate o Reported operational problems, damages, defects, accidents and incidents should be reported to the owner by the Fleet Group Manager or superintendent after consultation with and as advised by Managing Director or Deputy. • In addition to the formal reporting above Superintendents are to monitor that onboard inspections as required, i.e. Structural, Cargo and Ballast Tanks inspections are performed and recorded as required, 12 months for ballast tanks & 30 months for cargo.Distribution of ReportsReports from the vessels shall be distributed to the Superintendent incharge of the vessels. He shall go through the reports, initiate action ifdeemed necessary and inform Fleet Group Manager and or othermanagers as relevant.10.10 AMVERAll ships shall report to AMVER ship reporting system. The onlyexemption is vessels in inter-island trade in Indonesia and or on shortcoastal voyages where Master deems this impractical.Controlled Revision: 01 Sep 2015PCM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 12 of 15