Tanker Operations Manual - 01 Sep 2015

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 2015TOM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 12 of 15

Bridge & Deck Procedures10.11 Lightering, STS or Bunkering Operations in US WatersOil TankersPrior to carrying out any oil cargo lightering or STS operations in USwaters then Average Most Probable Discharge (AMPD) coverage mustbe arranged by vessels contracted Oil Spill Response Organization(OSRO).AMPD coverage will normally take 24 hours to arrange and a standbyvessel will attend the lightering or STS operation. If notice is not givenand AMPD coverage not arranged, the operation will not be allowed toproceed by the USCG. If charters give short or no notice then a letter of protest must be issued to protect owners’ interests.All Vessels – Bunkering in CaliforniaThe same rules for tankers as above applies to all vessels bunkering bybarge in Californian waters. • In all cases of bunkering, lightering or carrying out STS operations, consult the Qualified Individual in the USA to initiate necessary arrangements10.12 Port State Control InspectionsAll PSC inspections must be reported to the SeaTeam officeimmediately after the inspection. Messages are to be copied to bothvessel’s superintendent and HSQE department. • Where no deficiencies are noted then a short email message is sufficient • Where deficiencies have been identified then a scanned/faxed copy of inspection report must be sentPlease note any items cleared. ShipNet may be utilised whenreporting.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 13 of 15

Bridge & Deck ProceduresWhere deficiencies are identified, SeaTeam will respond to the PSCauthorities to ensure that all items identified are closed out by theissuing PSC office.10.13 Harmonized Vessel Particulars Questionnaire (HVPQ)All tank vessels are required to have a complete updated HPVQ onboardat all times. Vessels are to send an updated HPVQ in vpz format to theMarine Department every three months or immediately when there arechanges to the particulars or trading certificates. The Master is toensure that data entered in the HPVQ is accurate. Any discrepanciesmay result to vessel being rejected by oil major.New tank vessels recently entered into the management are to send acomplete HPVQ to the Marine Department not more than one monthfrom take over.The Marine Department is to upload the HPVQ into the OCIMF SIRESystem and ensure that the HPVQ in the OCIMF SIRE System is lessthan six months old.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 010OPERATIONAL REPORTING Approval: WBF Page: 14 of 15

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Bridge & Deck Procedures13.0 Charter Parties  Purpose o To specify guidelines for vessels on charter  Application o All Vessels  Responsibility o Master o Operations Executive o Fleet Group Manager o Superintendent 13.1 Charter Parties - General SeaTeam has provided the vessel with the Intertanko publications “ A Guide to Tanker Charters” and Demurrage – A Practical Guide to Tanker Masters”. Should you come across a C/P form reference which is not available onboard please inform SeaTeam. Each Charter Party has a commercial Code name, which will be stated in our cable/telex with fixture details for your ready reference. SeaTeam or the owners/ operation department fixture details message will also contain the essence of special conditions and clauses negotiated for the particular voyage, which are of interest to the vessel, such as notice clauses, pumping rates etc. 13.2 Time Charter Under a time charter the vessel is put at charterer's disposal for a certain period of time, usually against a monthly payment expressed as a rate per ton summer deadweight, or on a daily hire basis. The TimeControlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 1 of 21

Bridge & Deck ProceduresCharter Party contains the terms and conditions agreed upon betweenowner/charterer, e.g. time and place of delivery and redelivery, tradinglimits, cargo allowed and the hire. Under a Time Charter the vessel isunder the direction of the time charterers, and they are underobligation to give you all instructions in writing. The time chartererspay for bunkers, port charges, pilotage, canal dues etc. While theowner pays only the expenses pertaining to his own business, e.g.maintenance of the vessel and expenses incurred in connection withmaster, officers and crew. Overtime and communication expenses are,usually, a fixed amount monthly, in addition to charter hire.Responsibility• Masters will receive all voyage and loading instructions from the charterer. These instructions must be adhered to. Basically the duties of the vessel will be the same as under a Voyage Charter, except that the voyages are performed on behalf of the Time Charterer.• Masters are to copy SeaTeam the initial voyage instructions received from the charterer. If charterer's instructions are not in accordance with the Charter Party terms you must immediately inform us so that we can discuss/clarify the instructions with the charterers.Bunkers• All fuel and diesel onboard at the time of delivery on Time Charter will be bought by the charterer, who will also be in charge of further bunkering.• When the vessel is redelivered, the charterers will sell all fuel and diesel onboard back. It is normal practice to engage a surveyor to establish the exact quantities of bunkers at time of delivery and redelivery. Nevertheless, the charterer shall be able to get exact information about bunkers onboard at any time during the charter period. o It is still the vessel's responsibility, always to ensure that there are sufficient bunkers onboard, including established safety margins, for the voyage in question.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 2 of 21

Bridge & Deck Procedures13.3 DeadfreightIn the event that quantity supplied by shippers is less than whatcharterer's voyage orders call for, the Captain is to contact charterersimmediately to advise them of the situation and obtain their orders inwriting whether to await further cargo from shippers or completeloading with whatever quantity made available to vessel by shippers.On behalf of charterers lodge protest to shippers regarding the quantityshort loaded compared to quantity called for in the voyage order and inall respect adhere strictly to charterers revised load orders or requestsfor protest to be issued by Captain, If any.• If the quantity of cargo requested by the vessel in accordance with the Charter Party is not supplied, the vessel has the right to claim deadfreight for the difference.• When the Bill of Lading is presented, the Captain should present a protest with the following wording (see SeaTeam Form No. OPRS 021)• \"According to the Charter Party dated........... the vessel is fixed for (quote our fixture/telegram,) however on completion of the loading a short loading of ........ M/T has been ascertained. I hereby formally protest and reserve on behalf of owners all rights, which they have in terms of the governing Charter Party to ensure the timely payment of deadfreight on the quantity short loaded.\"• A representative from the installation should sign the protest and the Calculation of Deadfreight. (SeaTeam Forms No. OPRS 020 & 021)• The Captain should include the deadfreight tonnage claimed in the departure message and copies of the protest and the calculation should be mailed to the vessels operators.• Should the representative refuse to sign or receive the receipt of the protest, the protest should be emailed to the shipper or charterer before departure of the vessel to give this party the opportunity to supply the required additional cargo.• An entry should be made in the logbook saying that the representative refused to sign.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 3 of 21

Bridge & Deck Procedures• An independent surveyor can be called in to verify your calculation by his separate statement/report in the event charterers' representative refuses to sign your calculation.• When a Captain is notified that the vessel is sub-chartered to a third party, he is to make sure that all instructions received from the new charterers are in accordance with the governing Charter Party and that the instructions do not go beyond the original Charter Party between owners and the original charterers. o The Captain must copy SeaTeam the initial voyage orders and any changes thereto.13.4 Sub Charter / Sub-LettingIt might happen on Time Charter and very seldom on a Voyage Charterthat the charterers \"sublet\" the vessel to a 3rd party. In such a case,the Captain is acting both as owners' and as the charterers' (T/COwners') representative, and he is to take care of all matters on theirbehalf, bearing in mind always to protect SeaTeam interests.13.5 Voyage CharterUnder a voyage charter the vessel is put at charterer's disposal for thecarriage of a full or part cargo from one or more ports to either namedport(s) of destination or port(s) within a certain range at rate(s) andconditions agreed to in C/P.• The charterers are granted a certain amount of time (laytime) within which to load and discharge the vessel, usually 72 hours SHINC (Sundays, Holidays included).• For time spent in excess of agreed laytime, charterers are charged demurrage, (no dispatch in tanker trade).13.6 Freight EarningsVessels are, usually, fixed according to \"World Scale\" or, as analternative, on a lump sum basis.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 4 of 21

Bridge & Deck Procedures• If fixed on basis World Scale, freight is earned on the basis of cargo intake or minimum quantity guaranteed by charterers. Flat rate is obtained from World Scale as per ruling tariff, i.e. any combination of loadports/discharge ports worldwide have a special \"flat rate\" per ton cargo scale points owners/charterers have negotiated/agreed upon. As an addendum to this paragraph please find the introductory pages to the current world scale.• When fixed on world scale terms and conditions it is imperative, subject to charterers voyage orders, that vessel loads maximum cargo available but always subject to quantity stated in Charterers voyage orders, Owners normally obtain freight in excess of cargo fixed, for instance if fixed 27,000 mt. Any cargo lifted in excess of this quantity will be paid for by charterers usually at half the basic freight rate (called 50% overage). Consequently, it is important that when charterers voyage orders are received, the Captain calculates max. cargo intake with due consideration to the restrictions prevailing in loadport/discharge port, which weather zones vessel will transit enroute, as well as bunker consumption enroute to the discharge port and possible bunker stem loadport/or enroute, if there is no draft restriction at the loadport, but only restriction being at the discharge port.• Above max cargo intake to be conveyed to SeaTeam who will inform charterers in an endeavour to persuade them to accept maximum lifting over and above quantity actually fixed.• If the vessel is fixed on lump sum - owners/vessel are only obliged to lift the cargo as per fixture details and as such we do not have the same incentive to increase the cargo intake as described above, as we do not obtain additional freight for excess cargo over and above what actually fixed. o Ship owners have to pay all operating expenses out of the freight, e.g. port charges, cost of bunkers, agency fees etc. o Possible loss of time enroute due to weather is also for owner's account. o SeaTeam or owners operations department will issue or relay to vessel voyage orders/ instructions to be adhered to.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 5 of 21

Bridge & Deck ProceduresBunkers - Voyage CharterIn order to achieve the most economical operation and optimalpurchase of bunkers, owners will contact vessel giving the intendedbunkering programme for vessel's consideration and evaluation, takinginto account vessel's safety margin for the given voyage. We remindCaptains that it is their responsibility that vessel's safety requirementsare always maintained and vessel is able to perform the voyage inquestion. After receipt of vessel's comments/agreement to thebunkering programme, stem will be placed via owners, who in turn willgive full details of stem to suppliers/agents and vessel.13.7 Notice of ReadinessIt is the Captain's responsibility to notify the charterer or his agent, inwriting, as soon as the vessel has arrived at the Port and is in allrespect ready to load or discharge.This advice is given in the form of a \"NOTICE OF READINESS\" (NOR) byusing SeaTeam Form 012. NOR is also to be tendered to the partiesstipulated in the Charter Party, and or the Voyage Orders, by email ormost appropriate means, upon arrival in port. This NOR, must befollowed up by the printed NOR form which to be signed by charterers'representative upon berthing. Before the NOR may be tendered, thefollowing conditions must be met:• The vessel must have arrived at the place for loading or discharging as stipulated in the Charter Party and or voyage orders or as near to as the vessel can get with safety. o NOR is to be tendered when arriving at the customary anchorage or arriving at the pilot station whichever comes first. o Time and location when giving NOR is to be entered in vessel's log book.• The vessel must be actually ready to load or discharge cargo at the specified time.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 6 of 21

Bridge & Deck Procedures o If the vessel arrives before laydays commence, NOR should be tendered anyway in order to give the charterer the opportunity to accept the vessel earlier and to use the customary 6 hours' notice time, unless otherwise instructed by Charterer. o Note vessel shall not berth or commence loading before laydays commence without SeaTeam/Owners approval. o The rules for calculation of laytime vary considerably, the Captain should carefully read the clauses concerning notices, laytime and demurrage in each Charter Party to ensure \"Notice of Readiness\" is tendered at the right time, to be safe, ensure notice is tendered immediately upon arrival load or discharge port. o Please ensure that the governing dates and hours are clearly stated in the \"Statement of Facts\". (SeaTeam Form 017) o It is extremely important that all instructions and notices as per Charter Party and charterers' voyage orders are strictly adhered to. As the Notice of Readiness (NOR) establishes the start of laytime the procedure of establishing same requires correct communication procedure.13.8 LaytimeLaytime means the period of time agreed between the parties in theCharter Party during which the owner will keep the vessel available forloading/discharging free of charge. Laytime normally commences 6hours after Notice of Readiness has been given or when all fast, whichever occurs first but the Charter Party should in each case be consultedin order to have the correct basis for calculation of laytime, and runsuntil the cargo hose(s) has been disconnected. In certain instances,such as an unreasonably long time to complete paper work (in excessof 3 hours), laytime will continue until relevant documents are onboard,which therefore must be recorded. The following does not count aslaytime:• Sailing time from anchorage to first berth (all fast/moored)• Bunkering and possible steaming in this connection prior/after loading and discharging, (Unless using waiting time.)Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 7 of 21

Bridge & Deck Procedures• Stoppages ordered by ship for technical reasons.• It is important that the dates and hours governing the periods not counting as laytime are clearly stated in the statement of facts.• Further, the times and the calculation of laytime/demurrage should be included in the departure messages from the loading/discharging port enabling owners to make out the invoice as fast as possible. To expedite this kindly ask agents to telefax your completed Statements of Facts to us.13.9 DemurrageIf the vessel does not complete loading/discharging within the laytimeallowed according to the Charter Party, the charterer must pay for thedelay at an agreed rate. The vessel is then said to be working \"ondemurrage\" which means that the laytime has expired. Once thevessel is on demurrage, time counts continuously unless otherwiseprovided in the Charter Party. The Captain must keep a current checkon the laytime being used, and as soon as the laytime stipulated in theCharter Party has been used, the charterers, shipper, receiver, andowners should be notified by telex that the vessel is on demurrage.The following wording should be used for this Notice:• Without prejudice to owners claim for demurrage. \"This serves to notify you that according to my calculation the laytime of (72) hours stipulated in the Charter Party has been used as of (date hour), wherefore the vessel is now operating on demurrage.\" Captain• The following shows examples of calculation of demurrage. o Examples based on Asbatank Voy 2 Charter Party according to which Notice of Readiness is to be tendered on arrival at the customary anchorage. Laytime starts to count 6 (six) hours after Notice of Readiness is tendered or when the vessel is all fast at berth/mooring, whichever occurs first.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 8 of 21

Bridge & Deck ProceduresTable 13.9-1: Example Laytime MadrasNOR 16.11 1112 4d 4h 53mHoses disconnected 20.11 1605Less:6 hours grace 17.11 1940 - 2245 6h 00mShifting to berth 17.11 2245 - 18.11 0515 3h 05mDeballasting 6h 30mTime used Madras 3d 13h 18mTable 13.9-2: Example Laytime Corpus ChristiNOR 28.12 1940 4d 8h 50mHoses disconnected 02.01 0430Less: 6h 00m6 hours grace 31.12 0620-1045 4h 25mShifting to berth 3d 22h 25mTime used CorpusChristi 7d 11h 43mTotal Laytime used 3d 0h 00mLaytime allowed 4d 11h 43mDemurrage13.10 Cargo Quantity and Dead FreightIn Voyage Charter Parties the quantity agreed between charterers andowners may be described in various ways as per the followingexamples:• \"Full cargo 31,000 mton 5 percent moloo\" (more or less in owners option): o Owners guarantees vessel is able to load minimum 29450 mton. o Vessel may demand up to 32,550 m ton. o Possible deadfreight claim to be based on quantity of cargo demanded. If draft should restrict intake, loss of deadweightControlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 9 of 21

Bridge & Deck Procedures is for charterer's account. Intake restrictions because of limited cubic capacity is for owner's account.• \"Part cargo 28,000 mton 5 percent moloo basis departure draft loading port 34 feet saltwater.\" o Owners guarantees vessel is able to load minimum 26,600 m ton. Vessel may demand cargo up to 34 feet draft saltwater. Possible deadfreight claim to be based on quantity of cargo demanded. If actual draft should restrict intake to less than 34 feet draft, loss of dead weight up to 34 feet is for charterer's account. Intake restrictions because of limited cubic capacity is for owner's account.• \"Minimum 30,000 mton - charterer's option to complete to full cargo\". o Owner guarantees vessel is able to load minimum 30,000 mton and charterer guarantees to supply at least this quantity. Possible deadfreight to be based on 30,000 mton. If draft should restrict intake below 30,000 mton, loss of deadweight is for charterer's account.• \"Min/Max 30,000 mton\" o mton should be loaded as close as possible. o Owners guarantees that vessel is able to load 30,000 mton and charterer guarantees to supply the same quantity. Possible deadfreight to be based on 30,000 mton, loss of deadweight is for charterer's account.• mt 5 pct moloo cpp undarker 2.5 npa max 2 grds wnns min. s.g. 0.74 at loaded temperature.\" o If s.g. proves to be less than 0.74 then we have the possibility of claiming deadfreight for cargo short-loaded provided that the vessel is loaded to maximum cubic capacity. The vessel is to prepare a calculation/statement available for cargo multiplied by min. s.g. compared with actual loaded quantities i.e. vessel's figs and B/L figs.• Note that, in all the examples quoted, the charterer has a perfect right to load less than the fixed quantity, and loading instructionsControlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 10 of 21

Bridge & Deck Procedures from charterer should always be followed to the letter. The significance of the fixed quantity is that the charterer is liable for deadfreight as outlined above.Cargo Capacity - Advice to Loading Port.As freight is calculated on basis of the maximum tonnage within thelimits of the fixture, it is very important to inform the port of loading ofthe vessel's total loading capacity. Please, therefore, include thefollowing in arrival notices to the agent in every loadport:• \"Please inform suppliers: Vessel's Cargo Capacity :......... Metric tons equal to ......... long tons or cubic metres basis sg .......... at ......... degrees celsius estimated draft departure loadport .......... feet .........inches salt/freshwater estimated draft arrival discharge port ....... feet.....inches salt/freshwater\"13.11 Stay In Port• Load Port Arrival o The commencement of laytime requires tendering of Notice of Readiness. It is therefore essential that this notice is given at the earliest possible time preferably upon arrival at the pilot station unless this is obviously unreasonable in which case NOR should be tendered as soon as Master considers vessel to be in the right position.• Waiting at Anchorage (if applicable) o If, after tendering NOR, vessel is instructed to wait at anchorage, vessel should anchor as near as possible to the eventual berth with minimum deviation from the direct line to berth. If the actual anchorage involves deviation of significance from the direct line to berth, Master should estimate how much longer time the shifting from anchorage to berth takes compared with direct proceeding to berth. The actual time to anchor will be performed in the \"notice time\".Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 11 of 21

Bridge & Deck Procedures• Notice Time o Most Charter parties will provide for the first 6 hours after tendering NOR as Charterers free time for preparations. This time will run continuously until used, unless the vessel is all fast in berth before expiry of 6 hours in which case laytime will commence from all fast in berth.• Shifting from Anchorage to Berth o This time is Owners time and shall not count as laytime. It is important to observe that shifting is a word for movement and starts with actual departure from anchorage and ends with vessel being \"all fast\" in berth normally FWE. Many Time Sheets will show only time for pilot boarding and if departure from anchorage occur after pilot boarded, it is essential that time for departing anchorage is reflected in the Time Sheet, otherwise Charterers will want time deducted from an earlier time. o It should also be observed that all fast is the time of FWE or similar and not when gangway is down which is a different matter. Time of departing anchorage and time of all fast should always be quoted in messages to Owners. As shifting is Owners time it should be as fast as possible. o If the vessel leaves anchorage, but must slow down or interrupt the voyage because there is an unexpected delay for previous vessel to leave berth etc., a remark should be made in respect of duration of interruption/time lost in slowing down as Owners will then charge this lost time against Charterers.• Pre-loading Time o Apart from eventual clearance of the vessel, this is a period of mixed activities such as shore/ship planning of cargo operation, connecting of ballast/cargo hoses, tank inspection when applicable. If these activities are permitted during clearance formalities, Master should not accept any reference in Time Sheet for delay caused by vessel's clearance by simply referring to \"cargo preparation/work being effected without interruptions\".Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 12 of 21

Bridge & Deck Procedures• Deballasting o Deballasting time is Owners time, but in practice Charterers will allow time to count if vessel has segregated ballast when deballasting effected concurrently with loading. Also large vessels being able to load while ballasting will earn laytime during deballasting if same is effected only while loading.• Segregated Ballast o Since Charterers normally allow time to run while deballasting, if concurrent with loading, vessel should always await commencement of loading prior to deballasting. If vessel is allowed to berth, but cargo is not ready, then laytime will be interrupted if vessel commences deballasting while waiting for cargo. o Unless specifically instructed from shore vessels should never commence deballasting before loading commences, while alongside berth, unless shore are prepared to write N/A (NOT APPLICABLE) in column for deballasting in Time Sheet. o For segregated ballast vessel's Master should in addition try to avoid any references to deballasting in the \"official\" Time Sheet unless installation insists.• Loading o This is Charterers' time unless there is something wrong with the vessel causing delay.• Time between Loading and Disconnecting of Hoses o This time spent for ullaging, sampling etc. is Charterers' time.• Disconnecting of Hoses o Disconnecting of hoses is Charterers' time and when hoses disconnected vessel is considered to be fully at Owner's disposal. This is normally the time when laytime ends. This time should always be quoted in messages to Owners.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 13 of 21

Bridge & Deck Procedures• Time between Hoses Off and Sailing o This time is Owner's time with one important consideration to be made. o After loading there will be a period of establishing the loaded quantity to be inserted in the Bills of Lading. There is also some time necessary for laboratory tests etc., which may take considerable time. As vessel itself will require some time herself before she is ready to sail it has been accepted that Charterers are not delaying vessel if they present cargo documents within \"reasonable time\". o \"Reasonable time\" has been identified as 2 hours, any additional time can be charged as detention of the vessel. o Master should, therefore, always quote time when receiving cargo documents in messages to Owners. Likewise, if vessel leaves berth and awaits cargo documents at anchorage the \"interruption\" of the voyage i.e. time between stop and receipt of document is detention. Such time should always be quoted in messages to Owners. If cargo documents needs to be checked before signing so that there will be significant time between received and signed, then time for signature should be reported. o Ideally, all times specifically mentioned as important should also be reflected in the Statement of Facts, and Master should endeavour to have times inserted.• Discharge Port Arrival o The commencement of laytime requires tendering of Notice of Readiness. It is therefore essential that this notice is given at the earliest possible time preferably upon arrival at the pilot station unless this is obviously unreasonable in which case NOR should be tendered as soon as Master considers vessel to be in the right position.• Waiting at Anchorage (if applicable) o If, after tendering NOR, vessel is instructed to wait at anchorage, vessel should anchor as near as possible to the eventual berth with minimum deviation from the direct line toControlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 14 of 21

Bridge & Deck Procedures berth. If the actual anchorage involves deviation of significance from the direct line to berth, Master should estimate how much longer time the shifting from anchorage to berth takes compared with direct proceeding to berth. The actual time to anchor will be performed in the \"notice time\".• Notice Time o Most Charter Parties will provide for the first 6 hours after tendering NOR is Charterers free time for preparations. This time will run continuously until used, unless the vessel is all fast in berth before expiry of 6 hours in which case laytime will commence from all fast in berth.• Shifting from Anchorage to Berth o This time is Owner's time and shall not count as laytime. It is important to observe that shifting is a word for movement and starts with actual departure from anchorage and ends with vessel being \"all fast\" in berth normally FWE. Many Time Sheets will show only time for pilot boarding and if departure from anchorage occurs after pilot boarded, it is essential that time for departing anchorage is reflected in the Time Sheet, otherwise Charterers will want time deducted from a previous time. o It should also be observed that all fast is the time of FWE and not when gangway is down, which is a different matter. Time of departing anchorage and time of all fast should always be quoted in messages to Owners. As shifting is Owner's time it should be as fast as possible. o If the vessel leaves anchorage, but must slow down or interrupt the voyage because there is an unexpected delay for previous vessel to leave berth etc., a remark should be made in respect of duration of interruption/time lost in slowing down as Owners will then charge this lost time against Charterers.• Pre-discharging Time o Apart from eventual clearance of the vessel, this is a period of mixed activities such as shore/ship planning of cargoControlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 15 of 21

Bridge & Deck Procedures operation, connecting of cargo hoses, sampling, ullaging etc. If these activities are permitted during clearance formalities, Master should not accept any reference in Time Sheet for delay caused by vessel's clearance by simply referring to \"cargo preparation/work being effected without interruptions\".• Discharging o This is Charterers' time unless there is something wrong with the vessel causing delay. o Please observe carefully references to pumping warranties under DEFINITIONS for normal clean/dirty voyages performed on WORLDSCALE TERMS. For such voyages a Pumping log should always be kept and copy mailed to Owner's office together with Time Sheet and NOR. For vegetable oils, chemicals, molasses etc. There are different terms which are dealt with under DEFINITIONS. o IMPORTANT: If discharging appear to be completed at a time when sailing will be delayed because of tide/no night manoeuvring, please bear following in mind: o If discharging completed 0030, hoses disconnected 0100, earliest sailing 0700 the time between 0100 and 0700 will be Owner's account. If discharging completed 0630, hoses disconnected 0700, then time to 0700 will be Charterers' account. o Therefore, if pressure at manifold is maintained at, say, 9 kg and discharging completed 0030, it would be better to perform at 7,5 kg (Which is still within the warranty and complete at 0630 as then all time will be paid by Charterers rather than 6 hours waiting from 0100 0700 at Owner's expense. o Such considerations should be kept in mind in order to minimize time at Owner's expense if vessel can slow down without protest from the installation. This sensitive matter is entirely the discretion of Master. o Please observe reference to COW Booster pumps, ballasting, Line displacement, RPM, Volume, Non concurrent discharge etc.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 16 of 21

Bridge & Deck Procedures• Time between Discharging and Disconnecting of Hoses o This time spent for various activities including inspection for obtaining dry certificate etc. This time is Charterers' time.• Disconnecting of Hoses o Disconnecting of hoses is charterers' time and when hoses disconnected, vessel is considered to be fully at Owner's disposal. This is normally the time when laytime ends. This time should always be quoted in messages to Owners.• Time between Hoses Off and Sailing o This time is Owner's time.13.12 Off HireAll Time Charter parties contain, in the main body of the document, an\"Off-Hire Clause\" whereby the ship's Owners, or Owner's Agents, maybecome liable for any deficiencies, or defaults on the part of the vessel,its crew and/or equipment.• These penalties may be incurred by any kind of vessel, regardless of type or trade, i.e. tanker, bulker, dry cargo, etc. on Time Charter.• Of particular concern are the agreed, or stated, performance criteria. Vessels may incur penalties for both over-performing and under-performing. The exact wording of all clauses, especially the Rider clauses should be carefully examined to ensure that vessels perform according to the terms of their C/P's.• It is the responsibility of the Marine Manager to review all C/P and advise Fleet Group Managers, Superintendents and Masters during pre-joining meetings of the terms of the C/P for the respective vessel.• The Marine Manager should keep all Off-Hire records for the SeaTeam managed fleet. He is also responsible for reviewing Off-Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 17 of 21

Bridge & Deck Procedures Hire and performance claims received by charterers. The Marine Manager will report Off-Hire figures to the Manageing Director and Senior Manager HSQE every quarter on a specific format.Dry-dockingIn the duration of a Time Charter, Owners have the right and obligationto drydock the vessel at regular intervals within time limits mutuallyagreed upon. Charterers require notice of the Owners intention to dockthe vessel. Charterers may nominate a port for delivery of the ship fordocking in which case the vessel will be off-hire from time of arrival atsuch port until drydocking is completed and vessel ready in everyrespect to resume service at that port. This may vary pending the typeof C/P.• The Marine Manager is to advise Fleet Group Managers and Superintendents of the relevant Off-Hire clause to be applied in connection with each docking.• If the Owners require the vessel, instead of proceeding to the offered port, to carry out a periodical docking at a port of their own choice, the vessel will be off-hire from the time she is released to proceed to the special port until she next presents for loading in accordance with Charterers' instructions. It is usual for charterers to credit owners, in this instance, with the time which would have been taken on the passage at the service speed had the vessel not proceeded to drydock. (Shelltime 4).On & Off-Hire / Re-Delivery Surveys• On-Hire Surveys are carried out at the time of the vessel's delivery to Charterers, usually at the commencement of a Time Charter.• Off-Hire Surveys are carried out prior to re-delivery of the vessel, from the Charterers back to the Owners, on the last voyage.• On/Off-Hire surveys are usually held jointly by Owners and Charterers, by one independent surveyor, with the costs being shared equally. However, it cannot be over stressed that the onus is on the Master, as Owners' Representative, to carefully check the C/P clauses in every case and to ensure that remaining fuel and diesel oil represent a true account of the facts, in the Owners' best interests.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 18 of 21

Bridge & Deck ProceduresOff Hire Reporting• Each Superintendent is to keep a record of \"Off-Hire\" time for his vessels, based upon information received from the ships via SeaTeam Form No. OPRS 025: \"On/Off-Hire Statement\". A copy shall be given to the Marine Manager, who shall keep full statistics and records for the entire SeaTeam managed fleet.• All times, dates and R.O.B.'s should be as accurate as possible. I.e. two decimal places. An explanation should accompany each report.• A copy of each On/Off-Hire report is to be passed to the Marine Manager for his analysis, comments and filing. Every quarter an “On/Off-Hire” report covering the total fleet is to be prepared by the Marine Manager and submitted to Senior Manager Technical.• Notification and explanations of any \"On/Off-Hire\" periods are to be immediately sent to the Owner by the Fleet Group Managers and thereafter to be included in the Quarterly Management Report.13.13 Checking and Signing of Statement of FactsThe Statement of Facts is a very important document, and as suchmerits special attention. For tankers, SeaTeam Form No. OPRS 013shall be used.The Laytime calculation and hence demurrage or dispatch on voyagecharters, and also off-hire due to winch breakdown, or other causesattributed to the vessel, when on time-charter are based on theinformation shown on the Statement of Facts.Hence, it is of the utmost importance to record accurately, in yourvessel's log book, all the activities taking place such as:• Date and time of arrival at roads and in port (at berth)• Date and time Notice of Readiness was tendered and accepted• Date and times that loading or discharging commenced, number of gangs, and at what holds cargo work is performed.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 19 of 21

Bridge & Deck Procedures• Dates and times of any interruptions such as bad weather, Stevedore meal times, breakdown of shore gear, breakdown of ship's gear, strike by stevedores, gang availability, cargo availability etc.• Date and time that loading or discharging completed into each compartment.• Date and time that securing of cargo (if any) completed.• Date and time that shore gear is removed and stevedores disembarked.• Total cargo loaded or discharged per ship's and shore figures Draft - fore and aft and amidships.• Date and time pilot boarded and vessel left berth.• Any other relevant and important information• Bunkers and fresh water ROB on completion of loading or dischargingBefore signing the statement of facts, the master is required to check itcarefully, item by item, and satisfy himself that the statementscontained are accurate and correct and in agreement with any logentries. If there is any discrepancy at all, it must be corrected on thespot, before signing the master must endorse the statement of factswith any remarks as to any discrepancies. If there is any blank spaceon the last page of the statement of facts, under the signature ensurethat a cancelling line is drawn across the page, so that no additionalremarks can be made after it has been signed.Controlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 20 of 21

Bridge & Deck Procedures Documentation and Filing o Charter Party Information - Masters File o SeaTeam Form No. OPRS 008 – Notice of Readiness o SeaTeam Form No. OPRS 013 – Statement of Facts o SeaTeam Form No. OPRS 020 – Deadfreight Statement o SeaTeam Form No. OPRS 021 – Letter of Protest o SeaTeam Form No. OPRS 025 – On / Off Hire Statement o Quarterly Management Report o Fleet Group File Copy - Original to Owners Distribution o As per SSA Masterlist No. 002 References o Master Role in Collecting EvidenceControlled Revision: 01 Sep 2010TOM Part A – BDP Doc No. 013CHARTER PARTIES Approval: WBF Page: 21 of 21

Bridge & Deck Procedures14.0 Inert Gas Systems  Purpose o To specify requirements for safe operation of Inert Gas Systems  Application o Tank Vessels  Responsibility o Chief Officer o Chief Engineer o Deck Officers 14.1 Operations of Inert Gas Systems All product carriers equipped with IGS should in accordance with the SOLAS CONVENTION. Use the IGS when carrying petroleum products having a flash point not exceeding 60 degrees Celsius. After discharging and cleaning of the tanks they should be ventilated so as to permit tank inspection as well as allowing moping up and removal of scales. Before the vessel inerts the tanks again, prior to arrival at the new load port, the Captain should consult SeaTeam and the local agent to establish whether in tank inspection during the pre-loading survey will be required, and the vessel should only arrive inerted if charterer accepts visual on deck inspection only. (Check Charter Party and /or Loading Instruction and/ or with Vessel's Operators) Operation of Inert Gas Plant Although there are differing designs of inert gas plants within the fleet, the procedures for staring up, shutting down and testing for safety are similar and are given below:-Controlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 1 of 11

Bridge & Deck ProceduresStart-Up Procedures• Ensure that the portable oxygen analyser, fixed oxygen analyser and recorder and inert gas pressure indicator and recorder are working correctly and correctly calibrated• Oxygen and pressure recorders must be used and the record charts identified by date and type of operation every time the inert gas plant is used• Ensure the boiler or inert gas generator is producing flue gas with an oxygen content of 5% by volume or less• Ensure that power is available for all control, alarm and automatic shutdown operations• Ensure that the quantity of water needed by the scrubber and deck seal is being maintained satisfactorily by the pumps selected for this duty• Test operation of the alarm and shutdown features of the system for scrubber water supply, and high and low levels• Check that the fresh air inlet valve is closed and the blank secured• Shut off the air to any air sealing arrangements for the flue gas isolating valve• Open the flue gas isolating valve• Open the selected blower suction valve. Ensure that the other blower suction and discharge valves are shut unless it is intended to use both blowers simultaneously• Start the blower• Test blower \"failure\" alarm• Open the blower discharge valve• Open the re-circulating valve to enable plant to stabilise• Open the inert gas regulating valveControlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 2 of 11

Bridge & Deck Procedures• Check that the oxygen content of the inert gas is 5% by volume or less• The inert gas system is now ready to deliver gas to the cargo tanks• Ensure individual tank I.G. valves are open and tank valves not in use closed and lockedShutdown Procedures• When all tank atmospheres have been checked for an oxygen level of not more than 8% and the required in tank pressure has been obtained, shut the deck isolating valve• Shut the gas pressure regulating valve• Shut down the inert gas blower• Close the blower suction and discharge valves. Check that the drains are clear. Open the water washing system on the blower while it is still rotating with the power supply of the driving motor off. Shut down the water washing plant after 10 minutes• Close the flue gas isolating valve and open the air sealing system• Keep the full water supply on the scrubbing tower for one (1) hour• Ensure that the water supply to the deck seal is satisfactory, that an adequate seal is maintained and that the seal alarm arrangements are in order• Keep power to control panel switched on at all times, unless vessel is gas freeSafety Checks when the IG Plant is Shutdown• The water supply and level in the deck seal is to be checked daily• Check the water level in water loops installed in pipe work for gas, water or pressure transducers, to prevent the back flow of hydrocarbon gases into gas safe placesControlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 3 of 11

Bridge & Deck Procedures• In cold weather, ensure that the arrangements to prevent the freezing of sealing water in the deck seals and pressure vacuum breakers are in order• Check the IG pressure and record in the deck log book once per watch. Before the pressure in the inerted cargo tanks drops to 100 millimetres of water these tanks are to be re-pressurisedPossible Failures and Action to be takenHigh oxygen content which may be caused or indicated by the followingconditions:• Poor combustion control at the boiler, especially under low load conditions• Drawing air down the uptake when the boiler gas output is less than the I.G. blower demands, especially under low load conditions• Air leaks between the inert gas blower and the boiler uptake• Faulty operation or calibration of the oxygen analyser• Inert gas plant operating in the re-circulation mode, or entry of air into the inert gas main through the pressure vacuum valves or mast risers due to incorrect operation• If the inert gas plant is delivering inert gas with an oxygen content of more than 8% then all cargo tank operations are to be stopped, and the fault is to be traced and repaired. All crude oil washing and water washing of tanks is to be stoppedThe inability to maintain pressure during cargo discharge ordeballasting operations may be caused by:• Inadvertent closure of the inert gas valves• Faulty operation of the automatic pressure control system• Inadequate blower pressure, or a cargo rate in excess of the blower outputControlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 4 of 11

Bridge & Deck ProceduresThe cargo discharging or deballasting is to be stopped or reduceddepending on whether or not positive pressure in the tanks can bemaintained while the fault is rectified.If positive pressure cannot be maintained all cargo tank operationsmust be stopped.14.2 Inert Gas Emergency ProceduresIn the event of inert gas system failure, namely:• inability to deliver the required quantity and quality of inert gas• inability to keep up pressure in the cargo tanks• shut down of the inert gas plantImmediate action must be taken to prevent any air being drawn intothe tanks. All discharging, deballasting, tank washing, ullaging orsampling must cease and the inert gas deck isolating valve must beclosed.Cargo operations, as above, must not be recommenced until the inertgas plant is returned to service and tanks are satisfactorily inerted.During re-inerting; no ullaging, dipping, sampling or other equipmentshould be inserted into the tank, until it is established that the tank isinert. This should be done by monitoring the effluent gas from the tankbeing inerted until the oxygen content is reduced to less than 8% byvolume and always provided that it is known that the effluent gas isfully representative of the atmosphere within the tank.Before introducing a gas sampling tube into the tank for this purpose,there should be a delay of 30 minutes following the cessation of inertgas injection. Metallic components of the sampling system should besecurely bonded to earth, and should remain so for 5 hours aftercessation of inert gas injection.Introduction of any other equipment into the tank after re-inerting mustbe strictly avoided. However, if such introduction is essential for thesafety of the operation, it should be done only after at least 30 minuteshave elapsed since the injection of gas has ceased, all metalControlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 5 of 11

Bridge & Deck Procedurescomponents of the equipment must be securely bonded to earth andonly natural fibre rope should be used for suspending the equipment.Again, these restrictions should be applied until a period of five hourshas elapsed since the injection of inert gas has ceased.The above procedures are necessary for two reasons, namely staticelectricity and pyrophoric ignition.Static Electricity• Refer to ISGOTT Pyrophoric Ignition• Pyrophoric iron sulphide deposits, formed when hydrogen sulphide gas reacts with rusted surfaces in the absence of oxygen, may be present in the cargo tanks and these deposits can heat to incandescent when coming into contact with air. Therefore, in the case of tankers engaged in the carriage of crude oil, the failed inert gas system must be repaired and restarted, or an alternative source of inert gas provided, before discharge of cargo or ballast is resumed. Air must be excluded from the tank.14.3 Inert Gas – Maintenance and Inspection• The safety arrangements are an integral part of the inert gas system and it is essential for the ship's staff to give special attention to them during any inspection. All maintenance and inspections contained this matter shall be recorded in the Inert Gas Record Book or in the PMS System.• Inert Gas Scrubber Inspection can be made through the man holes. Checks are to be made for corrosion attacks, fouling and damage to: o Scrubber shell and bottom o Cooling water pipes and spray nozzles (fouling) o Float switches and temperature sensorsControlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 6 of 11

Bridge & Deck Procedures o Other internals such as trays, plates and demister filters o Checks are to be made to the non-metallic parts such as o Internal linings o Packed bedsInert Gas BlowersTo a limited degree, internal visual inspection will reveal damage.• An inspection of the inert gas blowers is to include: o Internal inspection of the blower casing for soot deposits or signs of corrosive attack o Examination of fixed or portable washing system o Inspection of the functioning of the fresh water flushing arrangements o Inspection of the drain lines from the blower casing to ensure that they are clear and operative o Observation of the blower under running conditions for signs of excessive vibration, indicating too large an imbalanceDeck Water SealThis unit performs an important safety function and is to be maintainedin good condition. An inspection of the deck water seal is to include:• Opening for internal inspection to check for blockage of the venturi lines in the semi-dry type• Corrosion of inlet pipes and housing• Corrosion of heating coil• Corroded or sticking floats for high level/low level alarmsControlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 7 of 11

Bridge & Deck ProceduresTesting for Function:• Automatic filling and draining;• Presence of water carries over (open drain cocks on inert gas main line) during operation.• Figure 14-1 outlines the maintenance programmeFigure 14-1Component Preventive Maintenance MaintenanceFlue Gas IntervalIsolating Valves Operate the valve Once a week and Before startupFlue Gas Lubricate valve Before startupScrubber Cleaning with compressed Before operatingCleaning of air or valve steam Boiler shutdowndemister Dismantling for inspection After Useregulators and and cleaningtemp probes for S.W. Water Flush and FW Six monthsinspection wash Dry docking Three months After useOverboard Pipesand Valve from Internal inspection through Dry dockingFlue Gas inspection doorsScrubber Opening for full inspection While running Flushing with scrubber water After UseBlowers pump for about I hour After flushing and six Dismantling of the valve for overhaul / inspection of pipeline and overboard stub pipe Vibration checks Flushing Internal inspection through hatchesControlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 8 of 11

Bridge & Deck ProceduresComponent Preventive Maintenance Maintenance IntervalDeck Mechanical Dismantling for full overhaul Dry dockingNon-return of bearing shaft tighteningsValve and other necessary work One week and before Moving and lubricating the startPressure valve One yearVacuum Valves Six monthsand High Opening for internalVelocity Valves inspection One year Operating and lubricating One yearDeck Isolating the valves Before startValvesGas Pressure Opening for full overhaul and Dry dockRegulating inspectionSystem Opening for overhaul When opportunity permits and every sixLiquid-filled Removal of condensation in monthspressure instrument air supply Six monthsvacuum breakerDeck seal Opening of gas pressure One year regulating valves for One year overhaul Check liquid level when system is at atmospheric pressure Dismantling of level regulators / float valves for inspection Opening for total internal inspection Overhaul of automatic valveso Also refer to Manufacturers Instructions.• As far as possible the IGS unit should be maintained and checked frequently to keep the valves in working order, this being necessary as detailed below. The valve settings and accessories may vary greatly on different ships, depending on the design of the installation.Controlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 9 of 11

Bridge & Deck ProceduresFigure 14-2 IGS Maintenance Recommendations• UP-TAKE VALVES Every Voyage o Spindle of valve should be greased• SCRUBBER o Scrubber should be opened, and interior Every 6 months and nozzles cleaned in order to prevent blockage• DEMISTER o At the same time clean the PAD with Every 6 months fresh water• FAN o Clean the IMPELLER and CASING with Every time water fresh water and inspect the drain line after use against sticking and clogging.• FAN MOTOR o Insulation test to be carried out (before Every Voyage operation).• OXYGEN ANALYSER o O2 analyser should be adjusted to \"O\" Before supplying Inert gas zero by N2 gas span• RECORDERS o Check operations of 02 analyser and Before supplying pressure inert gas• SUPPLY OF AIR o Check air pressures of individual Every voyage installation (before operation). (before operation) o Reducing valves should be inspected Every voyage cleaned and overhauled (before (before operation) operation)• BREATHER VALVES o As far as possible the breather valves Every 3 months should be inspected, overhauled and cleaned as necessary.Controlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 10 of 11

Bridge & Deck Procedures Documentation and Filing o Deck Log o Planned Maintenance System Distribution o Full Management Vessels – File Originals References o ISGOTT o IGS Operations ManualControlled Revision: 01 Feb 2010TOM Part A – BDP Doc No. 014INERT GAS SYSTEMS Approval: WBF Page: 11 of 11