Product Operations Manual - 01 Sep 2015

Bridge & Deck ProceduresRecord Book (Part 2) or Cargo Record Book as required by MARPOL 73/78as amendedA detailed receipt or certificate is to be obtained for all slop or dirty ballastdischarges and kept in the Oil Record Book (Part 2).The quantity of oil remaining on board at completion of discharge is to beminimised by thoroughly draining all tanks, pipelines and pumps anddischarging the oil ashore. Stripping of tanks shall be conducted inaccordance with Ship’s P & A Manual, where applicable.Crude oil carriers are to load the new crude oil cargo on top of theprevious cargo unless instructed otherwise by the Company or Charterer.A vessel designated as a Crude Oil Washing (COW) tanker, where possibleand depending on the type of crude, must always carry out a full Crude OilWashing programme, as this helps significantly to reduce the amount ofoil retained on boardAll tank washings are to be stripped to the slop tank provided the tankwashings do not react to different residues and left to settle. Once settledthe water bottom in the slop tank can be carefully decanted, wherepossible, leaving the oil on board. This oil is retained on board and thenext cargo is loaded on top or discharged to reception facilitiesWhile decanting Annex I Slops overboard, Discharge criteria ofRegulation 34 of Annex 1 of MARPOL 73 / 78 shall be satisfied as follow: • The tanker is not with in a special area • The tanker is more than 50 nautical miles form the nearest land • The tanker is proceeding en route • The instantaneous rate of discharge of oil content does not exceed 30 liters per nautical mile • The total quantity of oil discharged into the sea does not exceed for tankers delivered on or before 31 December 1979 as defined in regulation 1.28.1, 1/15000 of total quantity of the particular cargo of which the residue formed a part, and for tankers delivered after 31 December 1979, as defined in regulation 1.28.2, 1/30000 of the total quantity of the particular cargo of which the residue formed a partControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 52 of 60

Bridge & Deck Procedures • The tanker has in operation and oil discharge monitoring and control system and a slop tank arrangement as required by regulation 29 and 31 of this annex.MARPOL Annex II affects all ships carrying Noxious Liquid Cargoes inbulk. Even after careful unloading, final disposal of residues may only becarried out with approved procedures and arrangements. It is necessaryfor tanks that have contained some specified cargoes to have a first rinseat the unloading port, called a pre-wash, and the initial washingsdischarged to shore reception facilities (usually the cargo receivers).When a tank is washed with a washing medium other than water whichwould itself require control if carried as a cargo, discharge or disposal ofthe strippings will be governed by the provisions of MARPOL applyingeither to the washing medium or to the original cargo, whichever are themore severe.Discharge into the sea of cargo residues and tank cleaning products isstrictly controlled. It is recommended that any discharge should be as farfrom land as practicable.While decanting Annex II Slops overboard, Discharge criteria ofRegulation 13 of Annex 1 of MARPOL 73 / 78 shall be satisfied as follow:Ship is en route at a speed of at least 7 knots in case of self propelledship.Underwater discharge not exceeding the designed maximum rate ofunderwater discharge.Discharge made at a distance of not less than 12 nautical miles fromnearest land in a depth of water not less than 25 meters.Category Z residues underwater discharge is not mandatory for shipsconstructed before 1 January 2007.Prewash and tank cleaning requirements are detailed in Regulation 13 andAppendix 4 of annex II of MAPROL 73 / 78, which shall be followed.Jettison of cargo of noxious liquid substances or mixture may be madewhen such discharge is made in accordance to the exceptions given inRegulation 3 of annex II of MARPOL 73 / 78.The above provisions do not apply to the discharge of clean or segregatedballast.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 53 of 60

Bridge & Deck Procedures15.32 STS Personnel Transferring ProceduresIntroductionThe personnel transfer by basket is a method of transporting personnel inexceptional or other circumstances, when no alternative means oftransferring is available or is more impracticable or unsafe. The basketshould be cleaned thoroughly, once a month, and visually inspectedbefore use.The Safety Officer will carry out routine thorough inspections monthly anda manufacturer’s certificate will be held in the rigging and lifting register.15.32.1 Use of Personnel Transfer BasketBilly Pugh baskets are certified for their maximum personnel carryingcapacity. This capacity should be clearly marked on all baskets.The basket is equipped with a circumference bumper to protect personnelon the basket from injury should the basket swing into a fixed object.Personnel will only be allowed to ride on the outside of the basket, facinginwards. The inside of the basket is designed only for lightweight itemssuch as hand baggage or small items. It is not to be used to transportitems that may damage the canvas or ropes, such as heavy toolboxes,items with sharp edges, or grease or chemical containers.Note: Transfers should only be made with the agreement of those persons beingtransferred. Do not transfer injured persons by a personnel basket.15.32.2 ResponsibilityIn general, transfer operations should be conducted duringdaylight hours. However, if Master considers that the conditionsare such that in his experience, i.e. the sea state, visibility andwind speed are acceptable, transfer can go ahead during the hoursof darkness. However, all safety procedures are to be in place aslisted below, the transfer areas are to be adequately illuminatedand the operation is to be under the direction of responsibleperson such as Safety officer / OOW.During or before a basket transfer, it is the Safety Officer’s duty to ensurethat the person has been briefed, trained and that all the stipulatedrequirements (as stated in the current procedure) are adhered to. TheControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 54 of 60

Bridge & Deck ProceduresSafety Officer is responsible for the training of personnel regarding theprocedure/requirements before and during basket transfers. It isrecommended that when it has been established a solo transfer mightcause unnecessary distress to the individual, or the individual isparticularly inexperienced, then he is accompanied by an experiencedcrewmember.15.32.3 Procedure(a) Master of the VesselThe Master of the Vessel who is to receive or transfer personnel to thesupply vessel, will ensure that: • The landing area offers sufficient clear space to effect landing and raising the basket safely. • He and his crew are familiar with the transfer procedures. • The vessel has a satisfactory station keeping capability. • The deck crew is fully briefed. • The vessel is ready to stop the propellers immediately if someone falls into the water. • The persons to be transferred are adequately briefed and fit to be transferred. • Radio contact is established between himself, the crane driver and the responsible person in charge of the transfer arrangements on the vessel.(b) Crane DriverThe Crane Driver will ensure that: • The crane is fully operational. • The wind speed is satisfactory for crane operations. • He has full view of the banks man and the transfer deck. • Adequate communications are established.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 55 of 60

Bridge & Deck Procedures(c) Banks man and Safety officer / OOWThe Banks man and the Cargo Supervisor will ensure that: • The basket has a tag line. • The transfer procedure is understood. • They are clearly identifiable as banks man and Cargo supervisor. • The personnel basket is correctly positioned and used. • The transferees are fit for transfer and understand the procedures. • Proper communications have been established. • Respectively they have a full, clear view of the transfer area.(d) Personnel being transferredPersonnel being transferred will: • Ensure that they understand the transfer procedure. • Agree to be transferred. • Understand the safety equipment being used. • Observe all instructions from those in charge of the operation15.32.4 Safety Equipment and Rescue ProceduresIndividuals are always required to wear a buoyancy aid and a safety hat inaddition to normal full PPE.All buoyancy aid should be equipped with suitable means of illuminationduring night transfers. A rescue boat must be available for immediatelaunching should a person fall into the sea during the transfer.Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 56 of 60

Bridge & Deck Procedures15.32.5 TrainingPersonnel will be transferred by basket in greater safety and with lessapprehension if they have had some training in the techniques involved.Such on board training involving deck crew should be maintained in HSQE012.15.32.6 Emergency SituationsDuring personnel basket transfers, there may be instances whereby theGeneral alarms are sounded. In such instances, the following actions mustbe taken.On hearing this alarm, the priority will be to land any personnel in abasket as safely as possible. If the basket is nearer the supply vessel,then personnel should be put down on that. If the basket is nearer thedeck of own vessel, then personnel should be safely put down on board.Once the safe deposit of the transfer personnel has been completed, theCrane Driver and associated crew members will make their way to theirmuster points. The Crane Driver and Banksman will be equipped withradios and should report into the CCR their latest status in such situations15.33 Equipment And ReagentsReagent • Pure methanol (500ml/bottle) • Pure water (distillate water) • Acetone (500ml/bottle) • 2% agno3 solution (500ml/bottle) • 20% hno3 solution (500ml bottle) • 10ppm (0.01 mg/ml) chlorine standard solution (500ml/bottle) • 0.02% kmno4 solution (500ml/bottle) – store in dark place and keep cool temperature.Instrument • Funnel x 1 • Plastic bottles (500ml x 2 bottles for methanol washing / pure water dropping) • Nessler – tube (100ml x 6pcs) • Pipette (5ml x 4pcs for agno3/hno3/cl/kmno4 respectively)Controlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 57 of 60

Bridge & Deck Procedures • Disposable vinyl gloves (200 sheets /1 case) • Shoe covers • A.P.H.A. color standard (no. 3, 5, 8, 10) for color test • Black colored plate (for testing turbidity of hc/cl) • White colored plate (for testing turbidity of color) • Flash light15.34 List of Abbreviations Used in Chemical TradeBCH - Code for the Construction and Equipment of Ships CarryingDangerous Chemicals in Bulk – ships built before 1st July 1986COF - Certificate of FitnessCHRIS Code - Chemical Hazards Response Information System(Database maintained by the USCG)EmS - Emergency Schedules to MFAGESD - Emergency Shut DownFOSFA - Federation of Oils, Seeds and Fats AssociationIBC Code - International Code for Construction & Equipment of ShipsCarrying Dangerous Chemicals in Bulk (Ships built after 1st July 1986 )ICS - International Chamber of ShippingIMDG Code - International Maritime dangerous Goods CodeIMGS - International Medical Guide for ShipsISGOTT - International Safety Guide for Oil Tankers and TerminalsLEL - Lower Explosive LimitLFL - Lower Flammable LimitMARPOL - International Convention for the Prevention of Marine Pollutionfrom ShipsMFAG - Medical First Aid Guide (for use in Accidents Involving DangerousGoods)MSDS - Material Safety Data SheetsControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 58 of 60

Bridge & Deck ProceduresNLS - Noxious Liquid SubstancesOCIMF - Oil Companies International Marine ForumP & A Manual - Procedures and Arrangements ManualPPE - Personal Protection EquipmentPPM - Parts Per MillionPVC - Poly Vinyl ChlorideRVP - Reid Vapour PressureSMPEP - Shipboard Marine Pollution Emergency PlanSOPEP - Shipboard Oil Pollution Emergency PlanSCBA - Self Contained Compressed Air Breathing ApparatusSOLAS - International Convention for Safety of Life at SeaSTEL - Short term Exposure LimitTLV - Threshold Limit ValuesTWA - Time Weighted AverageUFL - Upper Flammable LimitVRP - Vessel Response Plan ( US requirement )VRU - Vapour Recovery UnitWHO- World Health OrganizationControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 59 of 60

Bridge & Deck Procedures Documentation and Filing • SeaTeam Form - \"Ship Shore Safety Check-List\" • Cold Work Permit • Cargo Piping Schematic - Posted near Cargo Control Room • Cargo Transfer Procedures - Ship / Cargo Specific basis example content in OPS Document No. 020 • Oil Record Book / Cargo Record Book Distribution • Full Management Vessels – File Originals References • International Safety Guide for Oil Tankers and Terminals (ISGOTT) • OCIMF Ship to Ship Transfer Guide • USCG Regulations • 33 CFR • 46 CFR • MARPOL 73/78 • Tanker Safety Guide (Chemicals) • International Code for the Construction and Equipment of Ships Carrying Dangerous Chemicals in Bulk (IBC Code) • MEPC.2/Circ 10, Annex xx (where xx is the latest edition) • FOSFA List of Banned Immediate Previous Cargo • FOSFA List of Acceptable Previous Cargo • IMO – “Crude Oil Washing Systems” • Tank Cleaning Guide by Dr A. Verwey • International Medical First Aid Guide • Medical First Aid Guide for use in Accidents Involving Dangerous Goods (Supplement to IMDG Code, MFAG) • Emergency Schedule (Supplement to IMDG Code, EmS) • Procedures and Arrangements Manual • Ship’s “COW Operations and Equipment Manual” (Approved by Class) • Equipment makers manual for cargo and ballast pump. • Equipment maker’s manual for Tank cleaning system. • Ship’s “VOC Manual” (Approved by Class) • Ship’s “Vapour Recovery Manual” (Approved by Class) • BDP Checklist BDC 015 – STS Personnel Basket Transfer ChecklistControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 015CARGO TRANSFER PROCEDURE Approval: WBF Page: 60 of 60

Bridge & Deck Procedures16.0 Statutory Certificates and Records  Purpose o To specify guidelines on the maintenance and upkeep of statutory certificates and records  Application o All Ships  Responsibility o Shipboard Management Team o Technical Superintendent 16.1 Certificates Renewal The Master is to ensure that the vessel has all the necessary certificates for the intended trading pattern and that they are valid. Before a certificate expires, renewal must be applied for in ample time. The Master shall keep a separate file for the vessel's \"Trading Certificates\" with a list of the contents showing issuing date and validity (File Index 4.1). Any recommendations or conditions of class issued in connection with renewal, annual or intermediate surveys are to be complied with, immediately, and SeaTeam is to be advised of their imposition and correction. • Every COC is to be entered in the ShipNet Database as a Non- Conformity with alert & closure dates set to activating in advance expiry of the COC Class and Statutory Surveys Separate files shall be maintained for class quarterly and annual status reports, surveys reports and correspondence with the Flag State. See File No 4.2 5.1 and 5.2. Specific attention is drawn to the Liberian FlagControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 016STATUTORY CERTIFICATES & RECORDS Approval: WBF Page: 1 of 3

Bridge & Deck ProceduresState Annual Safety Inspection. On Liberian Flagged vessels, theMaster must ensure that the annual safety inspection is carried out asper Liberian Maritime Regulation 7.191 (ref.: RLM-300). The Master isto ensure that class and statutory surveys are carried out within thedue dates. The Master is to coordinate this with the superintendentand Fleet Group Manager. The Fleet Group Manager and superintendentare to be advised immediately of any defects, deficiencies and damagesaffecting class or a certificate.Notification of Expiry DatesOn the date which a class certificate expires, (windows taken intoconsideration) classification of the ship and all other class certificateswill be suspended automatically. The result of this is that the ship'sinsurance cover will become invalid. Therefore, the Master is toregularly review the certificate situation with the Chief Engineer andwithin the Sunday message advise of any certificate which are due toexpire within the next four (4) weeks.16.2 Multiple Load Line CertificatesFor any change of freeboard: • Only one set of marks shall be visible on the ships side and the associated load line certificate shall be displayed at all times • The remaining load line marks shall be properly obliterated with paint and the remaining load line certificate (s) not being used, shall be kept away from the one in use; and • An official entry shall be made in the official log book every time the load line mark has been changed • Other statutory certificates with indication of deadweight not corresponding to the international load line certificate in use, shall also be kept away from the one in use. • If not required to be recognized by a RO (Class), as is the case for Honk Kong Flag, vessels, Masters are to refer to and maintain copy of the flag circular on Multiple Load linesControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 016STATUTORY CERTIFICATES & RECORDS Approval: WBF Page: 2 of 3

Bridge & Deck Procedures Documentation and Filing o SeaTeam Form No. TECH 046 – Certificates & Surveys Distribution o Full Management Vessels – File Originals References o NilControlled Revision: 01 Sep 2015PCM Part A – BDP Doc No. 016STATUTORY CERTIFICATES & RECORDS Approval: WBF Page: 3 of 3

Bridge & Deck Procedures17.0 Deck & Cargo Gear Maintenance  Purpose o To specify requirements for Cargo Gear Register  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate17.1 General Deck MaintenanceGeneral deck maintenance is the responsibility of the Chief Mate & thedeck officers & senior ratings (Bosun & pump man) are to coordinatemaintenance under his direction.Maintenance includes:  Load line, pollution control & safety equipment & fittings.  Safe access ways, ladders, passages, etc.  Cargo handling & preparation equipment.  Corrosion protection & cosmetic housekeeping (painting & greasing).  Tanks, void spaces, cargo & ballast spaces.  Vents, openings & hatches.  Mooring, anchoring, lifting equipment.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 1 of 15

Bridge & Deck Procedures17.2 Cargo Gear Register  The cargo gear register must contain a “rigging plan” that lists where all lose gear is being used, i.e. which blocks, hooks, swivels etc. are being used with which crane etc.  All lifting gear must be certified and the certificate must be on file, ready for inspection when required. The certificate lists the identification mark on each item of gear.  Annual examinations must be done at least every 12 months. A competent person such as Master, Chief Engineer or Chief Mate can do this provided the certificate of class does not have notation referring to the cranes. It is recommended that this be done at the time of annual surveys ad the attending surveyor should be asked to stamp the cargo register.  Every 5 years the cargo gear must be load tested and this must be recorded in the cargo gear register. This can only be done by Class surveyor. Some confusion occurs at this point as the proof loads required for loose gear is greater than that of the crane. However, if the block, hook etc is permanently attached to the crane, it is not considered as loose gear.  Every 5 years, all loose gear must be tested and thoroughly examined by Class. According to Class, thorough examination may be sufficient and testing is at the attending surveyor’s discretion. Hence, it is possible that after thorough examination, he will not require further testing, or testing of one set of gear or testing of all loose gear. However, this is not acceptable under Australian Marine orders. Therefore, during docking the master and superintendent should take the opportunity to test all loose gear to avoid the possibility of future problems that could prove costly.  Ships staff, prior to arrival at any port where ships cargo gear will be used should use Checklists and SeaTeam Form 033.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 2 of 15

Bridge & Deck Procedures17.3 Tank InspectionsForm Tech 041 is standardized form that allows development of tankspecific inspection records  Inspection of Cargo Tanks completed on a 30 month interval  Ballast tanks and voids completed on a 12 month interval.The Chief Officer is responsible to maintain tank specific records inaccordance with the established schedule17.4 Mooring EquipmentMooring equipment maintenance and upkeep is the responsibility of theChief Officer. The ShipNet Planned Maintenance System should be theprimary tool utilized to monitor and record completion of works requiredalthough certain forms will be needed and should be attached andimported in the system when used as records.17.4.1 Mooring Winch Brake TestsBrake Holding Capacity (BHC) tests are required to be carried outannually at rendering power in accordance OCIMF Mooring EquipmentGuidelines by using the following procedure:  After rigging the BHC test equipment, the brakes on the drums of the winch should be tightened as much as possible.  The hydraulic jack should then be pumped up to a power equal to 60% of the MBL of the mooring ropes  The brake should then be released slowly till it starts to slip.  A breakable plastic cable tie should then be fastened around the threads of the spindle of the braking device to mark the correct torque setting, so that the brakes can be tightened to this reference mark (to ensure that brakes slip at 60% of the MBL)Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 3 of 15

Bridge & Deck Procedures17.5 Gas Detection InstrumentsGas detection instruments require special attention as the equipment isoften scrutinized by Port State and Vetting Inspectors. It is extremelyimportant that deck officers know and can basic procedures for onboardcalibration. Should there be any doubt function or procedure, theinstrument should not be used until guidance is obtained from the HSQEDepartment:  All portable gas monitoring equipment is to be serviced and calibrated annually by an authorized manufacturer’s agent  Only half the inventory of portable gas detection instruments should be landed for shore calibration at any one time, in order to ensure at least one set of each type instrument is retained onboard for crew use  Always refer to the manufacturers instruction manuals when preparing to calibrate a specific instrument  Each vessel must have a full set of English language instruction manuals for each type of Gas Detection Instrument carried  All vessels must maintain an inventory of Gas Detection Instruments and accessories for the vessel type as specified on Master-List 014 - Minimum Inventory of Gas Detection Instruments  Instrument calibration should be checked as recommended by the manufacturer  Only accessories and equipment of same maker may be used for instrument calibration17.5.1 Calibration ProcedureGenerally, to calibrate a Gas Instrument:  Inflate a test bag (a balloon like device with a hose and hose crimping clamp) or use a manufacturer provided regulator and hose to connect span gas to inlet side of the instrument via suction hoseControlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 4 of 15

Bridge & Deck Procedures  Release the clamp or open the regulator and induce the fuel/air concentration of span gas (as listed on the can), and verify the instrument reads the same concentration as the gas induced when reading the appropriate scale  If the same reading is achieved, the meter is in calibration  If not, the span adjustment screw must be rotated until the meter reads the same concentration as the span gas is induced to achieve calibrationOxygen MetersOxygen meters are instruments that detect the percentage oxygen in theatmosphere. Because Oxygen is present in air, oxygen meters may becalibrated in ambient air as follows:  Turn the unit power on, allow to warm-up, and a reading of 21% should be obtained in normal outside air  If the meter reads 21% in normal air, the meter is in calibration  If not, the span adjustment screw must be rotated until the meter reads 21% while in normal air  It should be noted that Oxygen meters used to check oxygen levels in an inert atmosphere (such as a cargo tank) should be zeroed with 99.9% Nitrogen in order to confirm calibration and the validity of the sensorMulti-Gas Detector Tubes and PumpsMulti-gas tube type detectors are used to measure specific quantities ofknown airborne toxins. The Drager bellows pump and detector tubes arethe company standard. To Calibrate a Drager type instrument:  Perform a leak test of the bellows by squeezing the bellows fully closed and inserting an un-opened tube  If the instrument does not expand within the time specified in the user’s manual, the instrument the pump is in calibrationControlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 5 of 15

Bridge & Deck Procedures Detector tubes are calibrated by the volume of air in the bellows in relation to a specific number of pump compressions needed to achieve a correct reading for a specific contaminant Refer to the instructions provided in the tube box to determine the number of strokes required17.6 Loading/Stress ComputerThis instrument is provided to supplement the stability booklet for thevessel. It allows the responsible officer responsible; to carry out thevarious complex calculations required ensuring the ship is notoverstressed or damaged during the loading, discharge o carriage of thenominated cargo. It will also permit the assessment of damage stability.  The Master and Chief Officer will make themselves aware of the worst case damage stability condition within the stability booklet.  It is Company policy that test conditions must be run and records of results maintained as soon as possible after a change of Chief Officer and at least every three months and in any case prior to the vessel proceeding to dry-dock.  The frequency and records of such tests are to be recorded in the vessel’s planned maintenance system.  Where tests reveal significant errors, the Company is to be advised immediately.  When online gauging of tank contents is not fitted, the loading computer is to be regularly updated in order that stresses, draft and trim can be monitored throughout loading and discharge operations.17.7 P/V ValvesPressure/Vacuum valves are designed to protect cargo tanks and providefor the flow of gas in or out of the tank to avoid excessive vacuum or overpressurization of the tank. P/V Valves should be set to operate in advanceof the liquid pressure/vacuum breaker.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 6 of 15

Bridge & Deck Procedures  P/V valves are to be clearly marked with their high pressure and vacuum opening pressures.  Valves are to be inspected regularly and thoroughly overhauled and de-carbonised as specified by the manufacturers’ instructions.  In addition, annual testing of each PV valve is to be carried out in the workshop to ensure that both sides of the valve open at the specified pressure and vacuum. All such maintenance is to be recorded in the PMS System.17.8 Flame Screens  Flame gauzes/screens on P/V valves, Hi-Jet type valves, vapour lines, mast risers, purge pipes, p/v breakers and on ullage ports are to be inspected every three months and replaced as necessary.  Flame screens on ballast tank and bunker tank vents must be inspected every six months and replaced, as necessary.17.9 P/V BreakerEvery inert gas system is required to be fitted with one or morepressure/vacuum breakers or other approved devices. These are designedto protect the cargo tanks against excessive pressure or vacuum and musttherefore be kept in perfect working order by regular maintenance inaccordance with the manufacturer’s instructions.  These are liquid filled type; it is important to ensure that the correct fluid is used and the correct level maintained for the density of the liquid used. The level can normally only be checked when there is no pressure in the inert gas deck main. Evaporation, condensation and possible ingress or sea water must be taken into consideration when checking the liquid condition, density and level.  In heavy weather, the pressure surge caused by the motion of the liquid in the cargo tanks may cause the liquid in the pressure/vacuum breaker to be blown out. When cold weatherControlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 7 of 15

Bridge & Deck Procedures conditions are expected, liquid filled breakers must be checked to ensure that the liquid is suitable for low temperature use, and if necessary anti-freeze is to be added.  The P/V breaker(s) are to be clearly marked with their high pressure and vacuum opening pressures, the type and volumetric concentration of antifreeze (if water filled type), and the minimum operating temperature.17.10 Deck Seal & Non-Return Check ValvesOn vessels fitted with an inert gas system it is a requirement to maintaina positive seal between the cargo tanks and the inert gas generationplant. This is accomplished by the use of a non-return valve and a DeckWater Seal. The water seal and non-return valve ensure that the cargotank atmosphere cannot leak back to the engine room or inert gasgenerator.  In vessels fitted with a Venturi type “Dry” deck water seal, particular care must be taken with inspections of the Venturi non return valves and/or orifice plates, as applicable, to ensure that there is no corrosion or damage which would allow excessive carry over of water into the inert gas piping system and cargo tanks.  Filters in the system must be removed regularly for inspection and repair if necessary.  When vessels are trading in cold weather areas it is essential that deck seal heating systems are checked as being operational.  During carriage of flammable cargoes, including when there is a presence of flammable slops onboard, the deck seal pump shall be kept operational on a continuous basis and all alarm systems relating to the pump pressure, or level of water in deck seal, shall be kept in full operation.  Deck seals and non-return valves shall be opened up at periods not exceeding 12 months for inspection of all internal parts, venturies etc.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 8 of 15

Bridge & Deck Procedures17.11 Tank Gauging Equipment  The components of all cargo and ballast tank level gauging equipment are to be operationally tested prior to every cargo operation and inspected/cleaned as required, according to the maker’s instructions.  Comparison readings between fixed and portable gauging systems should be taken at regular intervals throughout the loading/discharging periods in order to ascertain any discrepancies between the systems.17.12 Safety Devices & SystemsBilge Alarms  Pump-room bilge alarms are to be tested weekly and prior to every cargo operation.Pump Suction Strainers  The continued efficient operation of cargo pumps requires that the pump suction strainers are kept clean as follows:- o Main cargo pump suction strainers are to be opened up for inspection and cleaning at least once every YEAR. o Cargo stripping pump suction strainers are to be opened up for inspection and cleaning at least once every SIX months on a ballast voyage and in particular after tank cleaning has been completed. o Ballast pump suction strainers are to be opened up for inspection and cleaning at least once every year.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 9 of 15

Bridge & Deck ProceduresPump Safety Devices  Cargo and ballast pump safety devices are to be tested at least once per loaded voyage, just prior to the first discharge port, or monthly on voyages of short duration before commencement of discharge. On satisfactory completion of the tests an appropriate log entry is to be made.Tank Cleaning Equipment  Tank cleaning machines, when not being used regularly, are to be checked in accordance with the manufacturer’s instructions.  Tank cleaning hoses are to be checked for electrical continuity before each operationCargo Tank Pressure AlarmsSome vessels may be fitted with tank pressure alarms as an alternative tosecondary venting. These alarms must be set at a level higher than thePV Valves  The pressure that the alarm activates must be clearly indicated in the CCR o As a general rule, tankers should set the alarms at 10% above the design opening settings of the p/v valve.  If a vapour recovery system (VRS) is fitted, a pressure alarm will be fitted in the vapour return line. This must be set to actuate before the p/v valve design pressures. The USCG requires this alarm to be set to 90% of the designed p/v valves actuation settings. Full details of the VEC system will be in the ship specific Vapour Emission Control (VOC) Manual.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 10 of 15

Bridge & Deck ProceduresPressure and Temperature Gauges  All manifold and other pressure instrumentation within the cargo system is to be checked annually for calibration and records of such calibration maintained onboard.  In lieu of calibration, comparison readings may be taken to provide a practical cross reference.High Level Alarms  Alarms shall be properly set and tested prior to each cargo operation. For this purpose they shall not be set to higher level than 95%.Tank Overfill Alarms  All tank overfill alarms shall be tested, prior to each cargo operation according to makers manual.  Tank overfill alarms are to be switched on and operational during all cargo operations. Log entries are to be made confirming the above, with any defects being advised to the office immediately.  The audio and visual alarm positions on deck must be clearly identified with a stencil of 50mm height in black letters on white – “TANK OVERFILL ALARM”. If each tank has a different alarm the tank must also be identified.17.13 Tank Radar Systems  All vessels fitted with tank radar ullage systems are to make routine cleaning of radar antennas as per maker’s instructions.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 11 of 15

Bridge & Deck Procedures17.14 Oil Discharge Monitoring & Control Equipment  Vessels fitted with equipment for monitoring the discharge of effluent from slop tanks must ensure that this equipment is operational before any discharge is made. The operation of this equipment must be in accordance with the approved “Oil Discharge Monitoring and Control Systems Operation Manual”.  A system check according to the manufacturer’s manual is to be carried out at intervals not exceeding one month.  Printed records from the monitoring equipment must be retained on board.17.15 Portable Gauging & Sampling Equipment  Every vessel must be provided with a minimum of three units capable of closed measuring of ullages and temperatures. At least one unit shall also be capable of determining interface readings for determining cargo quantity.  Each instrument shall be calibrated by an independent organisation once per annum.  Earthing requirements of the instrument must always be complied with, as per the manufacturer’s instructions.  Every tank vessel shall also be provided with a closed sampling and dipping devices.17.16 Valves Valve integrity is essential in maintaining a fully operational and reliable cargo pipeline system and hence, the operation of a tanker. All vessels must carry out a valve function test every 6 months to check the following:  That all valves operate throughout their full rangeControlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 12 of 15

Bridge & Deck Procedures  That all valves close fully  New vessels must, in addition, carry out this test prior to arrival at the first load port  To ensure that valves are not leaking all valves are to be pressure tested whenever it is practicable every six months.  This will require the Chief Officer to draw up a comprehensive test programme, which allows the checking of all valves in the system.  When a valve is overhauled or replaced after maintenance, then a check is to be made to ensure that the valve is fully operational, opening and closing correctly and that the actuator and remote indicators are registering the correct position of the valve.Sea Suction and Overboard Valves Prior to every loading and discharge port the pipes between the double sea suction and overboard valves in the cargo system are to be drained of water and air tested.  Air pressure up to maximum of 3.5 kg (exercise care so as not to exceed the pressure) where pressure will be steady if there is no leakage of the valves.  Tests are to be entered in the ‘Deck Log Book’.  Any leakages detected are to be immediately advised to the Company.  This test is not required if physical blanks are used in the line. After completion of testing the air pressure is to be reduced to zero.Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 13 of 15

Bridge & Deck Procedures17.17 Pipelines Vessel’s Oil Transfer system should be tested to 100% of their rated working pressure (Sometimes referred to as Maximum Allowable working pressure- MAWP) at least annually. Oil transfer systems should be tested to 1.5 times their rated working pressure at least twice within any five –year period. It is envisioned that the 1.5 times MAWP test will be conducted during the drydock periods at the discretion of the owners or operators. Vessel’s Oil transfer system includes the discharge pump and piping between the pump and the vessel’s manifold, excluding any non-metallic hoses. Federal Regulation 33 CFR 156.170 states that static liquid pressure test is required for marine transportation related pipelines handling oil to ensure their integrity and safety. Pressure testing should be a hydrostatic test, pressure testing using compressed gas or inert gas is not acceptable. MAWP can be assumed to be either the pressure at which the transfer piping relief valve is set or, where no relief valve(s) are fitted , the maximum discharge pressure that can be developed by the vessel’s pump or , the designed working pressure of the pipe. For centrifugal pumps this is the pressure developed by the pump at zero flow conditions. Pipelines should be marked with date of test & test pressure.  Test criteria: o Test pressure shall be maintained for a minimum of 10 minutes and held for such additional time as may be necessary to conduct the examination for leakage. o The pipe and all joint sections must maintain the test pressure for the duration of the test without damage or permanent distortion. o For pipe that can be visually examined, leakage should be physically checked. o Immediately after completion of the pressure test, it is important in cold weather that the lines, valves, and fittingsControlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 14 of 15

Bridge & Deck Procedures be drained completely of liquid prone to freezing to avoid damage to the pipeline o On satisfactory completion of the test a suitable Deck Log entry is to be made. The entry required is as follows: “Deck cargo lines tested to … (insert test pressure)”. o The pressure used and the date is to be stenciled on each line adjacent to the manifold on both sides of the vessel. Documentation and Filing o Cargo Gear Register - Masters Office o SeaTeam Form No. TECH 039 – Checklist for Cargo Gear o SeaTeam Form No. TECH 002 – Equipment Calibration Record Distribution o Full Management Vessels – File Originals References o Class Rules o Instruction Manuals (Class approved pump certificates, Piping diagram, Cargo Oil Handling System) o International Safety Guide for Oil Tankers and Terminals (ISGOTT) o CFR 33 parts 125 to 199Controlled Revision: 01 Jan 2015PCM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 15 of 15

Bridge & Deck ChecklistsChecklist 001 - BRIDGE FAMILIZATIONTo be completed by joining Deck Officers Ok Has the operation of the following equipment been studied and fully understood? Bridge and deck lighting Emergency arrangements in event of main power failure Navigation and signal lights, including: Searchlight Signalling lamp Morse light Sound and signalling appliances, including: Whistles Fog bell and gong system Safety Equipment including: LSA equipment including pyrotechnics, EPIRB and SART Bridge fire detection panel General and fire alarm signalling arrangements Emergency pump, ventilation and water-tight door controls Internal ship communications facilities, including: Portable radios Emergency 'battery-less' telephone system Public address system External Communications Equipment, including: Automatic Identification System (AIS) VHF, GMDSS, MF/HF equipment and e-mail Alarm systems on bridge Echo sounder Electronic navigational position fixing systems Gyro compass/repeaters Magnetic compass Off-course alarm Radar including ARPA Speed/distance recorder Engine and thrusters controls Ship security alert equipment Steering gear including manual, auto-pilot and emergency changeover and testing arrangements (See guidance on Steering gear test routines in ICS Bridge Procedures Guidelines annex A7) Automatic track-keeping systemControlled Revision: 01 Jan 2015PCM Part B - BDC Checklist No. 001BRIDGE FAMILIZATION Approval: WBF Page: 1 of 2

Bridge & Deck ChecklistsECDIS and electronic charts, if fittedIBS functions, if fittedLocation and operation of ancillary bridge equipment (e.g. binoculars,signalling flags, meteorological equipment)Stowage of charts and hydrographical publicationsLocation of EPIRBMOB signal and buoysRudder Angle Indicators (Convention Size Ship)Voyage Data Recorder (VDR/S-VDR)Rate of Turn IndicatorUnmanned Machinery Space (UMS) controls, alarms, and indicators onthe bridge, procedure for use and acceptance when notified by the EOWthat engine room is entering UMS ModeOther Checks as may be required by Master or Navigation Officer:Controlled Revision: 01 Jan 2015PCM Part B - BDC Checklist No. 001BRIDGE FAMILIZATION Approval: WBF Page: 2 of 2

Bridge & Deck ChecklistsChecklist 002 - PREPARATION FOR SEA Non-conforming items are not to be ticked; The Master is to be Ok notified and a log entry made regarding actions taken1. Has a Passage Plan for the intended voyage been prepared2. Anchors3. Bridge movement book, course and engine movement recorder4. Echo sounder5. Electronic navigational position fixing systems6. Is AIS and HF/MF switched on and functioning correctly?7. Is VHF switched to high power?8. Gyro compass and repeaters (bridge & steering gear room)9. Magnetic compass and periscope10. Radar(s)11. Required AIS data input made, speed and distance recorder(s)12. Clocks synchronized13. Has the following equipment been tested and found ready for se:14. Window wipers and clear view screens15. Bridge and engine room telegraphs (all stations)16. RPM indicators17. Emergency engine stops18. Thruster controls and indicators, if fittedCommunications equipment, including19. Bridge to engine room and mooring stations20. Portable radios21. VHF communications with Port AuthorityNavigation and signal lights, and sound signals including22. Searchlight, signaling lamp, morse light23. Whistle24. Fog bell and gong systemSteering gear, including25. Manual, auto-pilot and emergency changeover arrangements26. Rudder indicators27. Off-course alarmHas the ship been secured for sea, including28. Cargo and cargo handling equipment secured29. All hull openings secure and water-tight30. Cargo details availableControlled Revision: 01 Jan 2013PCM Part B – BDC Checklist No. 002PREPARATION FOR SEA Approval: WBF Page: 1 of 2

Bridge & Deck Checklists31. Stability calculations available and draft displayed32. All crew onboard33. Are necessary personnel sufficiently rested34. All shore personnel ashore and stowaway search completed35. Are pilot disembarkation arrangements in place36. BNWAS is switched on /activated37. Other Checks:Controlled Revision: 01 Jan 2013PCM Part B – BDC Checklist No. 002PREPARATION FOR SEA Approval: WBF Page: 2 of 2

Bridge & Deck ChecklistsChecklist 003 – PREPARATION FOR ARRIVAL IN PORT Ok1. In preparing the passage plan for arrival in port, has a pre-pilotage information exchange taken place? (see annexes A1 and A2)2. Has the passage plan been updated following receipt of the Shore- to-Ship Pilot/Master Exchange form and all latest navigation warnings?3. Has ETA been sent with all the relevant information required by local regulations (e.g. details of dangerous/hazardous goods carried)?4. Is it necessary to rearrange cargo/ballast?Has the following equipment been prepared and checked?5. Course and engine movement recorders6. Clock synchronisation7. Communications with the engine control room and mooring stations8. Signalling equipment, including flags/lights9. Deck lighting10. Mooring winches and lines, including heaving lines11. Pressure on fire main12. Anchors cleared away13. Stabilisers and log tubes housed, if fitted14. Has the steering gear been tested, has a manual steering been engaged in sufficient time for the helmsman to become accustomed before manoeuvring commences? (see annex A7)15. Have the engines been tested and prepared for manoeuvring?16. Has the Pilot Card (see annex A3) been completed and are the pilot embarkation arrangements (see annex A5) in hand?17. Have VHF channels for the various services (e.g. VTS, pilot, tugs, berthing instructions) been noted and a radio check carried out?18. Has the port been made fully aware of any special berthing requirements that the ship may have?19. Is the power available for the operation of Bow Thrusters, Controls on Bridge20. Other Checks:Controlled Revision: 01 Jun 2013PCM Part B - BDC Checklist No. 003PREPARATION FOR ARRIVAL IN PORT Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 004 - PILOTAGE Ok1. Immediately on arrival on the bridge, has the pilot been informed of the ship’s heading, speed, engine setting and draught?2. Has the pilot been informed of the location of lifesaving appliances provided on board for his use? Have details of the proposed passage plan been discussed with the pilot and agreed with the master, including:3. Radio communications and reporting requirements4. Bridge watch and crew stand-by arrangements5. Deployment and use of tugs6. Berthing/anchoring arrangements7. Expected traffic during transit8. Pilot change-over arrangements, if any9. Fender requirements10. Has a completed Pilot Card (see Annex A3) been handed to the pilot and has the pilot been referred to the Wheelhouse Poster? (see annex A4)11. Have the responsibilities within the bridge team for the pilotage been defined and are they clearly understood?12. Has the language to be used on the bridge between the ship, the pilot and the shore been agreed?13. Are the progress of the ship and the execution of orders being monitored by the master and officer of the watch?14. Are the engine room and ship’s crew being regularly briefed on the progress of the ship during the pilotage?15. Are the correct lights, flags and shapes being displayed?16. Other checks:Controlled Revision: 01 Feb 2010PCM Part B – BDC Checklist No. 004PILOTAGE Approval: WBF Page: 1 of 1

Bridge & Deck Checklists OkChecklist 005 – PASSAGE PLAN APPRAISALHave navigation charts been selected from chart catalogue,including:1. Large scale charts for coastal waters2. Appropriate scale charts for ocean passages3. Planning charts4. Routeing, climatic, pilot and load line zone charts Have publications been selected, including:5. Sailing Directions and pilot books6. Light lists7. Radio signals8. Guides to port entry9. Tide tables and tidal stream atlasHave all navigation charts and publications been corrected upto date, including:10. The ordering of new charts/publications, if necessary11. Notices to mariners12. Local area warnings13. NAVAREA navigational warningsHave the following been considered?14. Ship’s departure and arrival draughts together with any restrictions on underkeel clearance due to squat15. Ship’s cargo and any special cargo stowage/carriage restrictions16. If there are any special ship operational requirements for the passageHave the following been checked?17. Planning charts and publications for advice and recommendations on route to be taken18. Climatological information for weather characteristics of the area19. Navigation charts and publications for landfall features20. Navigation charts and publications for Ships’ Routeing Schemes, Ship Reporting Systems and Vessel Traffic Services (VTS)21. Has weather routeing been considered for passage?22. Have planned Watch Conditions been reviewed for adequacy in relation to actual traffic and weather conditionsHave the following preparations been made for port arrival?23. Navigation charts and publications studied for pilotage requirements24. Ship-to-Shore Master/Pilot Exchange form prepared (BPG A1)25. Pilot Card updated (see BPG A3)26. Port guides studied for port information arrival/berthing restrictionsControlled Revision: 01 Jan 2015PCM Part B – BDC Checklist No. 005PASSAGE PLAN APPRAISAL Approval: WBF Page: 1 of 2

Bridge & Deck Checklists OkOther ship or situational specific checks27.28.29.30.31.32.33.Controlled Revision: 01 Jan 2015PCM Part B – BDC Checklist No. 005PASSAGE PLAN APPRAISAL Approval: WBF Page: 2 of 2

Bridge & Deck ChecklistsChecklist 006 – NAVIGATION IN COASTAL WATERS OkHave the following factors been taken into consideration inpreparing the passage plan?1. Advice/recommendation in Sailing Directions2. Ship’s draught in relation to available water depths3. Effect of squat on underkeel clearance in shallow water4. Tides and currents5. Weather, particularly in areas prone to poor visibility6. Available navigational aids and their accuracy7. Position-fixing methods to be used8. Daylight/night-time passing of danger points9. Traffic likely to be encountered – flow, type, volume10. Any requirements for traffic separation/routeing schemes11. Ship security considerations regarding piracy or armed attack12. Are local/coastal warning broadcasts being monitored?13. Is the participation in area reporting systems recommended including VTS?14. Is the ship’s position being fixed at regular intervals?Has equipment been regularly checked/tested, including:15. Gyro/magnetic compass errors16. Manual steering before entering coastal waters if automatic steering has been engaged for a prolonged period17. Radar performance and radar heading line marker alignment18. Echo sounder19. Is the OOW prepared to use the engines and call a look-out or a helmsman to the bridge?20. Have all measures been taken to protect the environment from pollution by the ship and to comply with applicable pollution regulations?21. Other checks:Controlled Revision: 01 Feb 2010PCM Part B – BDC Checklist No. 006NAVIGATION IN COASTAL WATERS Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 007 – NAVIGATION IN OCEAN WATERS Ok1. Is keeping a look-out being given due priority2. Are NAVAREA, HYDROLANT and HYDROPAC navigational warning broadcasts and the other long-range weather reports being monitored closely?3. Are changes in the local weather being monitored and is the barometer observed regularly?4. Is participation in area reporting systems (e.g AMVER) recommended?5. Is the ship’s position being fixed at regular intervals?6. Are celestial navigational techniques being practised?7. Are gyro/magnetic compass errors and radar performance being checked regularly?8. Have radar techniques been practised (in clear visibility)?9. Have preparations been made for landfall?10. Have measures been taken to protect the environment from pollution by the ship and to comply with applicable pollution regulations?11. Unmanned Machinery Space (UMS) controls, alarms, and indicators on the bridge, procedure for use and acceptance when notified by the EOW that engine room is entering UMS Mode Other checks:Controlled Revision: 01 Sep 2010PCM Part B – BDC Checklist No. 007NAVIGATION IN OCEAN WATERS Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 008 – ANCHORING AND ANCHOR WATCH OkHas an anchoring plan been prepared taking into account:1. Speed reduction in ample time2. Direction/strength of wind and current3. Tidal stream when manoeuvring at low speeds4. Need for adequate sea room particularly to seaward5. Depth of water, type of seabed and the scope of anchor cable required6. Have the engine room and anchor party been informed of the time of “stand-by” for anchoring?7. Are the anchors, lights/shapes and sound signalling apparatus ready for use?8. Has the anchor position of the ship been reported to the port authority?While at anchor, the OOW should:9. Determine and plot the ship’s position on the appropriate chart as soon as practicable10. When circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects11. Ensure that proper look-out is maintained12. Ensure that inspection rounds of the ship are made periodically13. Ensure vessel access control precautions are maintained in respect of vessel security14. Observe Meteorological and tidal conditions and if the sea state exceed Force 7, OOW to call the Master immediately and prepare to get underway.15. Notify the Master and undertake all necessary measure if the ship drags anchor16. Ensure that the state of readiness of the main engines and other machinery is in accordance with the Master’s instructions17. If visibility deteriorates, notify the Master18. Ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations19. Take measures to protect the environment from pollution by the ship and comply with applicable pollution regulationsControlled Revision: 01 Jan 2013PCM Part B – BDC Checklist No. 008ANCHORING AND ANCHOR WATCH Approval: WBF Page: 1 of 2

Bridge & Deck Checklists20. Other checks:21.22.23.24.Controlled Revision: 01 Jan 2013PCM Part B – BDC Checklist No. 008ANCHORING AND ANCHOR WATCH Approval: WBF Page: 2 of 2

Bridge & Deck ChecklistsChecklist 009 – NAVIGATION IN RESTRICTED VISIBILITYThis Checklist is to be completed by the OOW on every occasion whenrestricted visibility conditions are encountered.Notes:Rule 19 is the basis for navigation in restricted visibility, this Rulerequires that all vessel shall proceed at a safe speed adapted to theprevailing circumstances, initially to be judged by all factors listed inRule 6. Rule 19 requires that there is no stand-on vessel. All OOW arerequired to take appropriate avoiding action in ample time.Has the following equipment been checked to ensure that it is Okfully operational?1. Master advised of the restricted visibility condition?2. Have look-out(s) been posted and is a helmsman on stand-by?3. Fog signaling apparatus made operational?4. Additional bridge team personnel called if required?5. Both RADAR and ARPA is operational and plotting commenced?6. Are the COLREGS being complied with, particularly with regard to rule 19 and proceeding at a safe speed?7. Have engine room been informed, and the engines put on stand- by?8. Vessel on hand steering with two steering motors running?9. Is the ship ready to reduce speed, stop or turn away from danger?10. If the ship’s position is in doubt, has the possibility or anchoring been considered?11. Bridge watch conditions established in line with HSQE BDP Table 2.1.1?12. Other checks:Controlled Revision: 01 Jan 2015PCM Part B - BDC Checklist No. 009NAVIGATION IN RESTRICTED VISIBILITY Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 010 - NAVIGATION IN HEAVY WEATHER OR INTROPICAL STORM AREAS Ok1. Have the master, engine room and crew been informed of the condition?2. Have all movable objects been secured above and below decks, particularly in the engine room, galley and in storerooms?3. Has the ship’s accommodation been secured and all ports and deadlights closed?4. Have all weather deck openings been secured?5. Have speed and course been adjusted as necessary?6. Has the crew been warned to avoid upper deck areas made dangerous by the weather?7. Have safety lines / hand ropes been rigged where necessary?Have instructions been issued on the following matters:8. Monitoring weather reports9. Transmitting weather reports to appropriate authorities or, in the case of tropical storms, danger messages in accordance with SOLAS10. Checking bunker levels in fuel oil tanks, in case severe rolling experienced >25 Degrees, C/E to pre-plan if internal transfer may be needed to prevent overflow/spillage from tank vents11. Other checks:Controlled Revision: 01 Jan 2013PCM Part B – BDC Checklist No. 010NAVIGATION IN HEAVY WEATHER OR Approval: WBFIN TROPICAL STORM AREAS Page: 1 of 1

Bridge & Deck Checklists OkChecklist 011 - NAVIGATION IN ICE1. Have the master, engine room and crew been informed of the ice conditions?2. Have watertight doors been shut, as appropriate?3. Has speed been moderated?4. Has the frequency of sounding tanks and bilges been increased?Have instructions been issued on the following matters:5. Monitoring ice advisory service broadcasts6. Transmitting danger messages in accordance with SOLAS7. Other checksControlled Revision: 01 Feb 2010PCM Part B – BDC Checklist No. 011NAVIGATION IN ICE Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 012 – CHANGING OVER THE WATCH OkWhen changing over the watch, relieving officers shouldpersonally satisfy themselves regarding the following:1. Standing orders, night orders and other special instructions of the master relating to navigation of the ship2. Position, course, speed and draught of the ship3. Prevailing and predicted tides, currents, weather, visibility and the effect of these factors on the course and speed4. Procedures for the use of main engines to manoeuvre when the main engines are on bridge control, and the status of the watchkeeping arrangements in the engine room5. The ship security status6. Sufficient time has been allowed for night vision to be established and that such vision is maintained7. Navigational situation, including but not limited to:8. Operational condition of all navigational lights and safety equipment being used or likely to be used during the watch9. The errors of the gyro and magnetic compass10. The presence and movements of ships in sight or known to be in the vicinity11. The conditions and hazards likely to be encountered during the watch12. The possible effects of heel, trim, water density and squat on underkeel clearance13. Any special deck work in progress ECDIS Checklist14. Route loaded & Safety Check completed15. Anti Grounding look ahead setting16. Check WGS-84 Datum in GPS & ECDIS17. Chart Display Setting set to “Other Information”18. Cross Track Distance (XTD) : Value .................19. Safety Contour Setting: Value ..................20. Safety Depth Setting: Value .....................21. Position Fixing Method & Interval22. User Chart loaded & relevant Information23. Navigational Warnings in force (NAVTEX, EGC, Radio Nav, etc.)Controlled Revision: 01 Jan 2015PCM Part B – BDC Checklist No. 012CHANGING OVER THE WATCH Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 013 – CALLING THE MASTER OkThe OOW should notify the master immediately:1. If restricted visibility is encountered or expected2. If traffic conditions or the movements of other ships are causing concern3. If difficulties are experienced in maintaining course4. On failure to sight land, a navigation mark or obtain soundings by the expected time5. If, unexpectedly, land or navigation mark is sighted or a change in soundings occurs6. Of breakdown of the engines, propulsion machinery remote control, steering gear or any essential navigational equipment, alarm or indicator7. If the radio equipment malfunctions8. In heavy weather, if in any doubt about the possibility of weather damage9. If the ship meets any hazard to navigation, such as ice or derelict10. If any vessel security concerns arise11. In any other emergency or if in any doubt12. Other pointsControlled Revision: 01 Feb 2010PCM Part B – BDC Checklist No. 013CALLING THE MASTER Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 014 - VITAL SYSTEMS SURVEY OkTo be completed prior to arrival1. Are all mooring ropes in good condition2. Are anchor windlasses in good operational order and anchors ready for use3. Are emergency towing arrangements in good order and ready for use4. Is USCG emergency lightering equipment (manifold reducers, joints, bolts in good order and clearly marked5. Are all P/ V valves correctly set and their operation checked6. Is the inert gas system fully operational7. Is the vapour emission control system (VECS) fully operational8. Are all high level and overfill alarms operational, tested and logged9. Are all valves and indicators operational10. Are all sea valves and ship side valves secured11. Are all manifold connections blanked (with every hole bolted)12. Are all pump room strainers, inspection covers and drains properly securedTo be completed after arrival13. Has the ship / shore safety checklist been completed14. Has the emergency shutdown procedures been discussed and understood by ship and shore personnel15. Are hoses in good condition and properly riggedControlled Revision: 01 Feb 2010PCM Part B – BDC Checklist No. 014VITAL SYSTEMS SURVEY Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 015 - SHIP-TO-SHIP PERSONNEL BASKET TRANSFERTime / DateLocation (lightering area) A. Prior to Arrival at STS Location - Crane1 A visual inspection has been undertaken by a qualified person of all operating parts, including runner wire, sheaves, cargo block/hook, hydraulic piping, etc.2 A full functional operating check has been performed, in accordance with the manufacturer’s instruction manual, and all controls have been confirmed as operating satisfactorily3 All crane safety devices have been tested. The operation of limit switches, hook safety latch, brakes, etc has been checked.4 The emergency mode of operation has been tested. B. Prior to Arrival at STS Location – Personnel Transfer Basket1 The PTB is certified for use2 A complete visual check has been performed of all components of the PTB in accordance with manufacturer’s guidance.3 Steel components have been inspected for deterioration, cracks, distortion, weld integrity, rust, etc.4 Tag Lines are attached to the bottom outside of the basket in accordance with Manufacturer’s guidelines5 The condition of personal floatation devices (PFD) has been checked and there are sufficient to ensure their availability for all personnel being transported. C. Pre-personnel Transfer Operation1 All Participants have been properly briefed to ensure that transfer procedures are understood2 All persons in direct control of the crane have completed on board training as per BDP 15.1.1.63 The Officer In Charge has confirmed that the personnel basket has been inspected and tested before use, as per Manufacturer’s manual4 Sufficient personnel available to perform the transfer safely5 A pre-transfer safety meeting held and transfer plan has been agreed6 Site Conditions, including sea state, currents, wind speed and direction and weather, have been assessed to ensure that the transfer can be conducted safely7 The deck area is clear of obstruction to safely land the basket8 A simulated transfer has been undertaken prior to first transfer of personnel9 Radio Contact has been established between the two vessels and responsible person in charge of the transfer arrangements on deck10 Where possible, raising and lowering of the basket will be mainly carried out above the sea and not above the vessel11 The reach of the lifting equipment extends sufficiently far enough to ensure that the basket will not be pulled over excessively during the transfer12 A lifebuoy with light & line is available at the transfer location D. Personnel being Transferred1 Personnel understand the transfer procedure and transfer sequence and have been instructed to hold on at all times and observe all instructions from those in charge of the operation2 Personnel have agreed to be transferred3 The correct Personnel Protective Equipment (PPE) is being wornControlled Revision: 01 Jan 2015PCM Part B - BDC Checklist No. 015STS PERSONNEL BASKET TRANSFER CHECKLIST Approval: WBF Page: 1 of 1

Engineering Operational Procedures1.0 Engine Room Operational Requirements  Purpose o To specify requirements for Engine Room Operational Requirements  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate o Engineering Officers 1.1 The Engineer of The Watch The Engineer of the Watch (EOW) is responsible for the satisfactory operation and running of the engine room while on duty. The EOW is the Chief Engineer's representative with primary responsibility for the safe and efficient operation of machinery affecting the safety of the ship. Basic responsibilities include: • The EOW is to ensure that the established watch-keeping arrangements are maintained and that the Chief Engineer's standing orders are complied with • Supervision and general direction of junior engineers and engine ratings when forming part of the watch • At the commencement of the watch, the current operational parameters of all machinery shall be verified. Any machinery notControlled Revision: 01 Feb 2012PCM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 1 of 9

Engineering Operational Procedures functioning properly, expected to malfunction or requiring special service, shall be noted along with any action already taken or required• The EOW is to ensure that the main propulsion plant and auxiliary systems are kept under constant surveillance, and operated at the maximum efficiency• Inspections are to be made of the machinery and steering gear spaces at suitable intervals and appropriate action is to be taken to remedy any malfunction discovered. All important parameters and incidents which may occur during the watch must be recorded in the Engine Log• All alarms are to be investigated for cause and to determine if remedial action is required• When the machinery spaces are in the manned condition, the EOW is to at all times be capable of operating the propulsion equipment in response to needs for changes in direction or speed• All bridge orders are to be promptly executed. Engine movements are to be recorded in the Engine Movement Book• The EOW is to ensure that the main propulsion unit controls, when in the manual mode of operation, are continuously attended under standby or manoeuvring conditions• When the engine room is put in a standby condition, the EOW is to ensure that all machinery and equipment which may be used during manoeuvring is in a state of immediate readiness and that an adequate reserve of power is available for steering gear and other requirements• The EOW must not leave the engine room except to visit adjacent machinery spaces during his watch unless he is properly relieved by another engineer who is authorised to take charge of a watch• The chief engineer shall ensure that the EOW is informed of all preventive maintenance, damage control, or repair operations to be performed during the watch. The EOW is responsible for the isolation bypassing and adjustment of all machinery under hisControlled Revision: 01 Feb 2012PCM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 2 of 9

Engineering Operational Procedures responsibility that is to be worked on, and is to record all work carried out• The EOW is to notify the bridge immediately in the event of fire, impending actions in machinery spaces that may cause reduction in ship's speed, imminent steering failure, stoppage of the ship's propulsion system or any alteration in the generation of electric power, or similar threat to safety. This notification, where possible, is to be accomplished before changes are made in order to afford the bridge the maximum available time to take whatever actions are possible to avoid a potential marine casualty• The Chief Engineer must be immediately informed of any emergency and of the action taken• The EOW is to ensure that all bilges and tank tops are kept dry and free from oil and is to record an entry to this effect in the Engine Log at the end of his watch. The regulations covering discharge of any oil are to be strictly adhered to• EOW is to hand over to his relief all necessary information concerning the engines, boilers and auxiliary machinery, together with any special instructions issued by the chief engineer. He is to advise his relief of any part of the machinery which may require special attention• EOW is to leave the machinery in good working order with all necessary standby equipment ready for immediate use• Prior to UMS the duty engineer is to complete the approved checklist• All engineers and engine room ratings shall be aware of the serious effects of operational or accidental pollution of the marine environment and shall take all possible precautions to prevent such pollution, particularly within the framework of relevant international and port regulations• The watch-keeping engineer is to sign the engine log book as requiredControlled Revision: 01 Feb 2012PCM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 3 of 9

Engineering Operational Procedures1.2 Chief Engineer Officers Standing InstructionsThe Chief Engineer Officer is to prepare a set of Standing Instructionscontaining details of procedures and practices that he requires theEngine Room staff to carry out as a matter of course. It is stressed thatthese are instructions that normally will not vary throughout the ChiefEngineer’s tour of duty onboard the vessel. A copy of these StandingInstructions is to be permanently posted in the ECR. All Engineer andElectrical Officers are to sign and date the instructions to ensure theirunderstanding and compliance of same. The Managers require that theStanding Orders shall include at least the following: • All Engineers must be fully conversant with the Company Fleet Instructions and Directives in ShipNet. • Upon taking over the Watch or Duty, the Engineer is to ensure that all procedures as defined in the Company’s Fleet Instructions are strictly adhered to, including the following: o All orders as issued are complied with o Each Watchkeeping or duty Engineer is responsible for the safe and efficient running of the Engine Room whilst on duty o Bilges are to be pumped regularly in line with current regulations, with which the Watchkeeping or duty Engineer should be entirely familiar. All bilge-pumping operations are to be duly logged in the machinery space Oil Record Book. The bilges should be dry at the hand-over of watch or duty period o The water level in any working boiler is to be kept under frequent observation. Any loss of water level out of the visible range of the gauge glass must be reported immediately to the Chief Engineer Officer o If the Watchkeeping or duty Engineer gets into a situation that he cannot handle, he is to sound the “ENGINEERS ALARM” to summon extra manpower. There is no stigma attached to sounding the Engineers Alarm, ’IF IN DOUBT, SHOUT’Controlled Revision: 01 Feb 2012PCM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 4 of 9