Tanker Operations Manual - 01 Sep 2015

Bridge & Deck Procedures15.0 Cargo Transfer  Purpose o To specify requirements for Cargo Transfer Procedures  Application o Tank Ships  Responsibility o Master o Chief Engineer o Chief Mate15.1 Cargo Transfer GuidelinesThe first consideration of the Master and every Officer must be thesafety of the lives on board and that of the ship, her cargo and theenvironment. Where a deviation from the company's Instructions orprocedures is found to be necessary the Master will report this to theCompany at the first opportunity.15.1.1 STS Personnel Transferring Procedures15.1.1.1 IntroductionThe personnel transfer by basket is a method of transporting personnelin exceptional 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 monthlyand a manufacturer’s certificate will be held in the rigging and liftingregister.Controlled Revision: 01 Sep 2015TOM Part A – BDP Doc No. 015DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 1 of 34

Bridge & Deck Procedures15.1.1.2 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 protectpersonnel on the basket from injury should the basket swing into afixed object. Personnel will only be allowed to ride on the outside of thebasket, facing inwards. The inside of the basket is designed only forlightweight items such as hand baggage or small items. It is not to beused to transport items that may damage the canvas or ropes, such asheavy toolboxes, items with sharp edges, or grease or chemicalcontainers.Note: Transfers should only be made with the agreement of those persons beingtransferred. Do not transfer injured persons by a personnel basket.15.1.1.3 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 thehours of darkness. However, all safety procedures are to be inplace as listed below, the transfer areas are to be adequatelyilluminated and the operation is to be under the direction ofresponsible person such as Safety officer / OOW.During or before a basket transfer, it is the Safety Officer’s duty toensure that the person has been briefed, trained and that all thestipulated requirements (as stated in the current procedure) areadhered to. The Safety Officer is responsible for the training ofpersonnel regarding the procedure/requirements before and duringbasket transfers. It is recommended that when it has been establisheda solo transfer might cause unnecessary distress to the individual, orthe individual is particularly inexperienced, then he is accompanied byan experienced crewmember.Controlled Revision: 01 Sep 2015TOM Part A – BDP Doc No. 015DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 2 of 34

Bridge & Deck Procedures15.1.1.4 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. (c) Banks man and Safety officer / OOWThe Banks man and the Cargo Supervisor will ensure that: • The basket has a tag line.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 3 of 34

Bridge & Deck Procedures • 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 operation15.1.1.5 Safety Equipment and Rescue ProceduresIndividuals are always required to wear a buoyancy aid and a safety hatin addition 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.15.1.1.6 TrainingPersonnel will be transferred by basket in greater safety and with lessapprehension if they have had some training in the techniquesinvolved. Such on board training involving deck crew should bemaintained in HSQE 012.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 4 of 34

Bridge & Deck Procedures15.1.1.7 Emergency SituationsDuring personnel basket transfers, there may be instances whereby theGeneral alarms are sounded. In such instances, the following actionsmust be 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 onboard. Once the safe deposit of the transfer personnel has beencompleted, 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 suchsituations15.2 ChecklistsOperations checklists fully embrace the Company's Instructions,Procedures and Documentation for the safe technical operation of thevessel, the safety of the crew, the cargo and the environment. Thesechecklists are to be used when required, and whenever completed, alog entry is to be made which must include the checklist number,description and completing officer’s signature.15.3 Cargo Planning, Handling and StowageBefore and during all operations involving the cargo, ballast andbunkering systems, the Master must ensure that the precautionsrequired by these operating instructions and relevant checklists arefully observed. Each vessel, which is certified for the carriage of Oil inbulk, is provided with a class approved loading manual, crude oilwashing manual, inert gas plant manual and stability booklet. Thepurpose of this Manual is to identify the arrangements and equipmentto enable compliance with Annex I of MARPOL 73/78 and to identify forthe ship’s officers all operational procedures with respect to cargohandling, tank cleaning, slops handling, residue discharging, ballastingand de-ballasting, which must be strictly followed.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 5 of 34

Bridge & Deck Procedures15.3.2 Voyage OrdersCargoes are nominated on the basis of the ship’s recordedcharacteristics and there should be no difficulty under normalcircumstances in arranging stowage. However, should a situation arisewhere nominated quantities cannot be stowed safely the Company, andif appropriate the vessels Charterers must be informed immediately.The fixture advice sent to the vessel will normally include “a minimumCharter Party quantity”. This figure is a contractual quantity. It is notan instruction to load that quantity. It is imperative that if a ‘maximum’cargo quantity is advised to the vessel then this figure must not beexceeded. Conversely if a “minimum” cargo quantity is advised to thevessel then at least that quantity must be loaded. Cargo quantities areoften nominated +/-% and the maximum possible is to be lifted tomaximise freight.The quantity to be loaded must be strictly in accordance with the latestinstructions received from the Company or the vessels’ Charterers.Should the Master consider he has not been given sufficient informationhe is to request additional information from the Company or thevessels’ Charterers immediately. The Master must ensure that his ChiefOfficer is kept fully informed of any changes. Similarly the Chief Officermust ensure that the Master is kept fully aware of any changes inquantities which are advised via the terminal personnel. Changes incargo quantities received via the terminal or where the terminalnomination does not agree with the loading orders in quantities and/orgrades must be confirmed with the Company and the vesselsCharterers without delay.15.3.3 Port InformationThe Master is to consult the Guide to Port Entry and the local Agentprior to arrival, for the current port details.15.4 Cargo PlanningWhen planning the stowage of the nominated cargo the following are tobe taken into consideration:Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 6 of 34

Bridge & Deck Procedures • Quantities and grades of the cargo to be loaded • Cargo compatibility and segregation requirements • Cargo tanks atmosphere and cleanliness requirements • Vapour emission control (vapour return) requirements during the loading and/or discharge operations • Loading and discharge ports rotation • Trim, stress and stability during the intended voyage • Any draught restrictions in ports and throughout the passage • Expansion allowance for intended cargo • Any additional cargo care which may be required during the voyage.15.4.1 Oil and Hazardous Material Transfer ProcedurePrior to transferring of oil or hazardous cargo to or from the vessel orfrom tank to tank within the vessel, an Oil or Hazardous MaterialTransfer Procedure as required by 33 CFR 155.720 must be prepared. • The contents of Transfer Procedure should comply with the requirements detailed in 33 CFR 155.750.15.4.2 Cargo Loading/Discharge PlanFor quick reference throughout the cargo operations, the Chief Officer isto prepare a loading plan on OPRS 044 and discharge plan on OPRS043. The plan shall include the following: • Final ullages for all tanks • The order of cargo/ballast tanks to be filled/emptied together with the expected time schedule showing which pumps (if applicable) would be in useControlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 7 of 34

Bridge & Deck Procedures • The required ballast condition for each stage of the operation • The expected stress, stability and draught conditions at each stage of the operation • The operating envelope of shore loading/discharging arms • The plan shall be approved by the Master ad be signed by the watch-keeping officers and pump-man • Junior officers shall be actively encouraged to participate in all aspects of cargo planningThis plan is to be discussed and agreed in writing with the terminalpersonnel as described in the current edition of the ISGOTT.15.5 Density of Water at BerthOn arrival at any terminal, the density of the seawater shall beconfirmed due to possible effects on draft / loadable quantity. In areaswhere it is known that the density may differ from 1.025, actual densityis to be checked by hydrometer.15.6 Cargo Tank Ullage / ROB InspectionsCargo tanks must be inspected before and after all loading anddischarging operations. This inspection consists of checking the tankullage, temperature and dips for water and / or oil. It is generallyperformed jointly by ships staff, shore personnel and often anindependent cargo surveyor. On completion an ullage report iscompleted and countersigned by each party. • Careful attention should be given to taking of ullages, temperatures, water dips and to dips of residues when measuring for remaining on board quantities. • All empty tanks must be dipped for water and oil and the results shown on the appropriate form.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 8 of 34

Bridge & Deck Procedures • If there is a discrepancy between ship figures, shore figures and the bill of lading a letter of protest must be issued detailing the discrepancies • In certain circumstances where there is a large discrepancy it may be necessary to consult the operator/charterer and SeaTeam to arrange attendance of a P&I surveyor. (See OMD Doc 012 for detailed guidance on Bills of Lading)15.7 Cargo SurveyorsIt is normal and usual practice that independent cargo surveyors areappointed by Charterers, Shipper’s and/or Receivers to carry out tankinspections, calculate cargo quantities, and take samples at loading ordischarge ports. The Company may also appoint an independentsurveyor, particularly when the possibility of a dispute or claims exists,to protect the interests of the Owners. • Cargo surveyors are to be offered full co-operation, however the Master must not permit the use of unsafe practices, and must work to minimize delays caused by cargo measurement operations. • Cargo surveyors are always to be accompanied by a ship’s Officer when checking tanks and/or taking samples, and never be allowed to operate cargo equipment or valves. • Cargo surveyors almost always provide the ship with copies of their various papers. These are to be retained inboard.15.7.1 Endorsing Cargo Surveyors ReportsIt is essential that great care is exercised when surveyors’ reports arepresented for counter signature. If not in total agreement with thesurveyor’s report, the ship’s Officer must make a written comment onthe form before he signs it, stating clearly what aspects of the report hedoes not agree with. Even if he is in agreement with the contents of thereport he is to endorse the document “for receipt only”. If thecalculations have not been verified the form should be endorsed “forullages and temperatures only”.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 9 of 34

Bridge & Deck Procedures15.8 Cargo DocumentationFor the description and examples of required Company Forms pleaserefer to the HSQE Systems vessel forms OPRS 21, 22 & 23. Copies ofall available cargo documents are to be kept together in envelopevoyage by voyage.15.9 Commercial DocumentsThe following list of commercial documents is normally in use on theliquid cargo trade: • Bill of Lading • Cargo Manifest • Certificate of Quantity • Certificate of Quality • Certificate of Origin • Statement of Facts • Cargo Discharge Certificate; and othersSome of these documents require signing or counter-signing by theMaster. In such a case it is the responsibility of the Master prior tosigning to check the correctness of information contained within thedocument. In case of any doubts or questions regarding the commercialdocuments the Master must refer to the commercial operator’sguidance and seek for advice.15.9.1 Ship’s Cargo DocumentationThe following documentation related to cargo operations is normally tobe completed by ship’s staff at each port of loading and/or dischargingand forwarded to the Company and/or Commercial operator for onwardto Voyage / Time Charterers:• Port LogControlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 10 of 34

Bridge & Deck Procedures• Notice of Readiness• Dead-freight Statement• Protest of Difference between Ship and Shore Figures• Ullage Report• ROB Report• Dry Receipt• Vessel Experience Factor (Load)Company forms must normally be used for this purpose, however,when the vessel is on Time Charterer, the Charterers may place onboard their own forms. In such cases, provided that their forms containthe same information as the Company forms, copies of Charterer’sforms will be accepted by the Company.15.9.2 Cargo Related Logs and RecordsTo control the process of cargo operations and performance of cargorelated equipment, proper written logs and records must be maintainedthroughout the voyage. The following cargo related forms are requiredby the Company:• Pumping Record• Cargo Heating Report• Inert Gas• Tank Cleaning Record• Sea Passage ReportThe details contained in these logs and records are essential to assist inthe satisfactory resolution of disputes and claims regarding vessel’sperformance and cargo figures.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 11 of 34

Bridge & Deck Procedures15.10 Early Departure ProceduresAs a means of eliminating sailing delays caused by the completion ofcargo related paperwork after loading certain ports such as Ras Tanura,Bahrain, Mongstad and some others operate an Early DepartureProcedure (EDP). The system generally works as follows: • After completion of loading, the Terminal normally compare their figures with the ship’s figures. If they are within certain limits of each other and there is no disagreement, the Terminal will issue the Master clearance to sail, as soon as the pilot boards. • Prior to leaving the terminal the Master must issue a “Letter of Instruction to Agents” to delegate the authority of signing the Bills of Lading on his behalf to the agent. • At some time shortly after sailing the Terminal will advise the Master of the Bill of Lading figures. In the event that there is no disagreement these figures are to be entered in the ships copies and the Master confirms the agent’s authority to sign the documents on his behalf. • The Early Departure Procedure can only be employed in compliance with the Terms and Conditions of the Charter Party. In case of any doubt regarding EDP the Master is to refer to the relevant commercial operators office for advice.15.11 Discharge CertificatesSome loading ports around the world may require a completion of“Discharge Certificate” to ensure that the cargo has not beendischarged in a banned country. • When a ship’s copy of Discharge Certificate is provided then care must be taken to keep the above certificate available for a long time and up to the next call at the same loading port. • In some countries (e.g. Libya) appropriate discharge certificate may be requested after a number of years.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 12 of 34

Bridge & Deck Procedures15.12 Pre-Transfer Checks and Log EntriesPrior to any oil or hazardous material transfer operation a survey of thevessel and her cargo systems is to be carried out. The survey mustinclude the examination and testing of all items listed in the relevantsections of the ISGOTT, and as applicable to the vessel. • In USA waters for a pre-arrival “Vital Systems Survey” is required by 33 CFR 157.435 where BDC Checklist 014 should be completed indicating if all items applicable to this vessel were found in order.15.13 Commencing OperationsCommencement of cargo operations are considered to be high risk andsufficient officers and crew must be on station to ensure the following: • All manifolds are fitted with accurate pressure gauges that are in good condition; • Pollution clean-up materials are accessible; • Air driven pumps are stationed at the aft end of the main deck scuppers in case of spillage; • Compressed air is supplied to the deck. • Appropriate portable gas detection equipment is properly calibrated and in use. All fixed gas detection or gas monitoring systems are properly calibrated and operational. • Line up of valves / pumps and lines to be checked by the Chief Officer and Duty Officer to remove the risk of a one man error • All manifolds not in use to be securely bolted • All scuppers to be plugged • Fire fighting equipment to be rigged and ready for immediate use • Pollution response equipment rigged and ready for immediate deploymentControlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 13 of 34

Bridge & Deck Procedures• Emergency shut stops ready for immediate use• At commencement and throughout cargo operations all tanks and ullage ports are to be kept closed. Vapour locks are to be used for ullaging, dipping, sampling and atmosphere testing operations.• Throughout all cargo and tank wash operations accommodation doors and vents are to be kept closed and ships air condition system is to be operated in recirculation mode to avoid cargo vapours from entering.• A watchman, equipped with a UHF set, must be stationed at the manifold area throughout loading operations. The gangway watchman may fulfil this function.• The watchman must be aware of emergency shut-down procedures• The Officer of the Watch is to be on deck or in the Cargo Control Room at all times.• The Chief Officer is to check personally to ensure that: o All valves on the cargo system, including the pumproom, are correctly set for the intended operation (note that this check must be done in conjunction with another officer to avoid the possibility of man errors). o All valves on the tank’s vent system are correctly set. o The ICS/OCIMF Ship/Shore safety checklist is to be completed and all required equipment correctly set. o Prior to commencement of loading SeaTeam Form No. OPRS 030 checklist is to be completed. o A pre-loading / discharge meeting with the terminal is to be held to discuss start-up, loading and topping off rates, communications, shut-down procedures and any relevant local rulesControlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 14 of 34

Bridge & Deck Procedures15.14 Loading / Discharging CargoOnce the above conditions are complied with loading / dischargingoperations may be commenced. • Loading / discharge is to be commenced slowly (minimum rate), and a close watch kept on all manifold connections, pump-room, and pipe-work for leaks, particularly those in use. Any leakage that occurs must be rectified immediately. • The tanks being loaded / discharged must be checked to ensure that cargo is flowing to / from the correct tanks. • All tanks not being loaded / discharged in the initial phase must be checked to ensure there is no leakage into them. If all is found to be correct and confirmed by the shore facility, then loading/ discharging may be increased • Once all is confirmed in order rate may be increased in agreement with the terminal and cargo plan. • After increase of rates system integrity on deck and in pump- room is to be verified by visual inspection. These checks shall be repeated at regular intervals. • The ship’s moorings are to be closely monitored and adjusted to ensure that they are neither too tight, nor too slack. • The ullages in all tanks are to be recorded hourly and the loading rate calculated and logged in the Cargo Time Book. Unplanned deviations in the loading rate must be investigated immediately. • Comparison readings should be taken at regular intervals between fixed and portable gauging systems in order to ascertain any discrepancies between the systems. Portable gauging systems must in any event be used for “topping off” operations. • Where online gauging of tank contents is not fitted the loading computer must be regularly updated in order that stresses, trim and draft can be monitored throughout the loading period.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 15 of 34

Bridge & Deck Procedures • Comparisons of real and calculated draft and trim can then be proactively monitored to give warning of a deviation from the original plan. • Where it is necessary to load the ship to capacity to comply with voyage orders, care must be taken to load only the maximum quantity that the tanks can safely contain. In general 98% capacity, at the maximum anticipated temperature, is to be used as the maximum volume to be loaded into any tank.15.15 Loading / Discharge RatesLoading of cargo tanks with oil or ballast must always be commenced ata slow rate. Once the flow has been established and into the correcttanks, the loading rate may be increased to the agreed figure. • The maximum permissible system loading rate for either oil or water ballast on any particular vessel will depend on the design of the cargo system and its associated parts, including the gas venting system. • The maximum loading rates for each system / tank is to be posted in the cargo control room • The maximum discharge rate is governed by the IG supply and pump capacity. Discharge rate is to be such that the tank remains under positive IG pressure at all times15.15.1 Venting / Inert GasThe gas venting system is installed to provide for the dispersal of thedisplaced tank atmosphere clear of the decks when the tanks are beingloaded, for the admission of inert gas when discharging, and to relievevariations in the pressure of the tank atmosphere relative to theoutside pressure whilst on passage. • These variations may be caused by the generation of gas, and/or changes in the volume/pressure due to temperature variation. • In the case of decreasing tank pressure inert gas is to be “topped up” to prevent the intake of fresh air.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 16 of 34

Bridge & Deck Procedures • The venting of cargo tank atmospheres during loading and discharging is to be carried out in strict accordance with the instructions in the ship’s “Inert Gas System Operations and Maintenance Manual”. • The venting arrangement at each tank is to be checked just prior to commencing to load or discharge that particular tank, and checked again soon after commencing the operation to ensure that the tank is venting freely.15.15.2 Mast riserThe sump attached to these vent masts may contain condensed oilvapour and/or water. High vapour flow rates in the mast can result inentrapment of the contents of the sump in the vapour flow leading topollution. To ensure this does not happen the following procedure is tobe followed: • Prior to arrival at a load or discharge port, upriser drains and sumps are to be checked that they are dry and clear • During cargo operations the upriser drain is to be checked at least once per watch to ensure that there is no build up of liquid. • Upriser drains are to be checked on any other occasion that tank pressure is vented off. • Sump inspection manholes are to be removed and sumps cleaned out every six months. If this manhole is not fitted then the vent mast and sump can be flushed by removing the cowl and flame screen and hosing the riser.15.15.3 Secondary Means of Venting • Tankers equipped with individual tank vapour pressure sensors should set the high pressure alarms for those sensors at 10% above the design opening settings of the pressure valve. • The pressure in any tank should never be permitted to fall below zero and so the pressure alarms within the IG system should be set to alarm at positive 200 mmWg (LOW) and 100 mmWg (LOW-LOW).Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 17 of 34

Bridge & Deck Procedures • A notice is to be posted in the cargo control instructions stating: o Alarm set-point values o Procedures to be followed in the event of alarms sounding o A notice stating that audible alarms are not to be disabled.15.15.4 Vapour recovery system – Pressure sensorsIf a vapour recovery system (VRS) is fitted, a pressure alarm will befitted in the vapour return line. This must be set to actuate before thep/v valve design pressures. The USCG requires this alarm to be set to90% of the designed high pressure valve actuation settings. Full detailsof the VEC system will be available in the ship specific Vapour EmissionControl Manual.15.16 Pressure SurgesA pressure surge is generated in a pipeline system when there is anabrupt change in the rate of flow of liquid in the line. In tankeroperations it is most likely to occur as a result of the rapid closure ofthe valve(s) either on the ship or shore. A pressure surge can lead topipework and pump damage and ultimately a pollution incident. • During cargo handling operations, pressure surges within the cargo system including the shore pipework must be avoided. • When loading, care must be taken to ensure that the flow of cargo is directed to an empty, or partially empty tank, before shutting the valve to a full tank. • Similar precautions are required when loading ballast.15.16.1 Operation of ValvesAll valves in the cargo system are left in the closed position unless thevalve is in use. On completion of any operation with the cargo or ballastsystem all valves must be closed.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 18 of 34

Bridge & Deck Procedures • All valves must be operated slowly and pressures carefully monitored • All manually operated valves must be lashed in the closed position as required to prevent the possibility of inadvertent operation. Hydraulically operated valves are to have their switch/buttons covered to prevent accidental operation.15.16.2 Bulkhead ValvesCare must be exercised in opening hydraulically operated bulkheadvalves. When priming the pumps prior to discharge, the rapid openingof these valves may lead to damage to the pump, pump separator levelcontrollers, or to the pipe work.15.17 Starting and Stopping PumpsWhen dealing with steam or electrically driven cargo pumps thefollowing procedures are to be followed: • The Duty Engineer must be given adequate notice of starting or stopping cargo pumps. • The pumproom is to be checked as soon as possible after any pump unit is started. • The pump casing is to be vented of air or gas and primed full of liquid before starting the pump. • Starting of steam driven centrifugal pumps is to be done in accordance with the manufacturer’s instructions, and to be closely monitored by the Duty Engineer. • Centrifugal pumps are not be run above minimum speed until the Duty Engineer is satisfied with the operating condition of the drive unit. • Steam driven centrifugal pumps must be started against a closed discharge valve.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 19 of 34

Bridge & Deck Procedures • Once the pump is turning the valve should be opened gradually as the pump is brought slowly up to the desired operating speed. • Electrically driven centrifugal pumps which run at constant speed, are to be started against a closed discharge valve. • Once the pump is running the discharge valve is to be opened until the desired discharge pressure is achieved. • The stopping of steam driven centrifugal pumps must be carried out by the Duty Engineer, however, routine stopping may be carried out using remote controls providing prior notice has been given to the Duty Engineer. • The stopping of electrically driven pumps may be carried out from the Cargo Control Room. • Before stopping the pump the load on the pump is to be reduced by closing in on the discharge valve. • The Duty Engineer must always be advised of when such a pump is being stopped to allow him to monitor the generating plant as the electrical load changes.15.17.1 Emergency StopsThe emergency stopping of cargo pumps must be carried out bywhatever controls are most accessible. All personnel involved in thecargo operations must be aware of the location of cargo pumpemergency trips/stops.15.17.2 Control of Centrifugal PumpsDuring operations consideration must be given to the prevailing suctionand discharge conditions in relation to the pump’s performancecharacteristics. This is particularly important when operating cargopumps where the rated capacity is achieved at a relatively high totalhead. Operation of these pumps with a low total head can grosslyexceed the pumps rated capacity and cause excessive liquid velocitiesin piping systems.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 20 of 34

Bridge & Deck Procedures15.17.3 Discharge ValvesControl of a centrifugal pump can be achieved by either adjusting thepump discharge valve and/or restricting the pump speed. The dischargecontrol valve has three main functions: • They can be used to regulate pumping rates in variable and constant speed pumps and also to prevent overloading in constant speed pumps. • They can be used in conjunction with self priming systems to provide a self priming capability in centrifugal pumps. • They can be used to reduce the throughput of a pump, and so reduce the Nett Positive Suction Head required.15.17.4 Self PrimingIn a self-priming system a discharge control valve serves to restrict thepump throughput, where the head is artificially raised to a level abovethe normal discharge system resistance at that particular throughput.Throughput is reduced to a level equal to, or below, the natural flow ofliquid to the pump so that cavitation does not occur, i.e. the flow ofliquid to the tank suction strum is closely matched to the pumpthroughput. • The performance of a centrifugal pump declines if gas is entrained in the liquid being pumped. • Manual matching of pump input and output is difficult, and without external aid suction cannot be regained once the strum has been uncovered and air allowed to enter the suction piping. • It is for this reason that separate positive displacement pump stripping systems are usually installed. • Centrifugal pumps can be made self-priming if air or gas is removed from the liquid being pumped before it enters the pump suction.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 21 of 34

Bridge & Deck Procedures • The discharge valve on the pump performs as important function during this process by matching the discharge rate of the pump to the natural flow of liquid to the pump suction. • The sequence of events is: o Discharge commences, pump and separator fill with oil. o Vacuum pump and valve in gas extraction line are shut-off by float switch in pump separator o Discharge valve is fully open, the control system reacting to separator level. o Tank level falls to point where separator level begins to fall causing the vacuum pump to start to extract the gases filling the top of the separator preventing cavitation. The extracted gases are vented to a slop tank. o As the separator level falls, the control system partly closes the discharge valve on the pump to reduce the output of the pump. o In this way the discharge and stripping operation can continue, the discharge valve being progressively closed, as the vacuum pumps have to work harder to keep the separator full.15.17.5 CavitationA pump is said to cavitate when the pressure at the pump suction hasfallen to such an extent that bubbles of vapour are formed in the fluidbeing pumped. In a centrifugal pump bubbles can form with greatrapidity at the pump suction and may be carried away to regions ofhigher pressure within the pump. The bubbles then collapse rapidly andin the process of collapsing create a hammer effect. This effect, thoughminute, if repeated frequently, may cause damage to the pump. Theresidual effects of cavitation, as well as the cavitation itself, can be aproblem and include: • Erosion of metallic surfaces which, if severe, may create flow disturbances.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 22 of 34

Bridge & Deck Procedures • Vibration, which may damage the pump or, more commonly, the instrumentation connected with the pump and installation. • Centrifugal pumps should not be allowed to cavitate.15.17.6 Pump Characteristic DiagramThese are diagrams showing pump operational parameters, and containinformation, including volumetric output against RPM, discharge head,power, steam consumption, etc. Each type of pump will have its owncharacteristic diagram and all operators must be aware of, and follow,the limitations of these parameters. The diagrams must be clearlydisplayed at the pump operating position.15.18 EductorsThe most common use of an eductor is during stripping, tank cleaningand C.O.W. operations. • Eductors are always to be operated at or near their design driving pressure as, in general, lower driving pressures will considerably reduce eductor efficiency. Higher back pressures in the system than the eductor was designed for can also reduce suction capacity. • The eductor drive liquid must always be flowing before the suction valve is opened to prevent back flow of the driving liquid to the tank suction. • When shutting down an eductor the suction valve is to remain open until the eductor is stopped to prevent the eductor drawing a vacuum on the suction line. • If, during use, the eductor driving pressure falls below the required operating pressure, the eductor suction valve is to be closed to prevent backflow of the driving liquid. • When stripping cargo tanks with an eductor, the recovered liquid is to be collected in a slop tank before final discharge ashore with a cargo pump. In general the discharge head on a shore line will not permit direct discharge to the shore using an eductor.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 23 of 34

Bridge & Deck Procedures15.19 Crude Oil Washing (C.O.W.)Under normal operating circumstances C.O.W. is the primary and themost efficient method of tank cleaning for vessel engaged in the crudeoil trade. • COW, is most commonly carried out while the tanker is discharging cargo and permits the removal of sediments that have settled from the cargo. These sediments are then discharged with the cargo. This results in: o Increased out turn of cargo. o Reduction in corrosion due to less water washing of the tanks. o Reductions in the time and cost of routine tank cleaning and tank cleaning for dry dock. o Limitation of pollution threat when using Crude Oil Washed cargo tanks for the loading of ballast. • Any vessel equipped with an approved C.O.W. system is required to have on board an approved “Crude Oil Washing Operations and Equipment Manual”. This manual must always be complied with including relevant checklists • It is absolutely essential that it is recognised that improper C.O.W operations will expose the vessel to inherent dangers. For this reason C.O.W operations must not take place in case of; o Failure of the inert gas system. o Oxygen content in the tank exceeds 7% by volume. o Cargo tank pressure falls below atmospheric pressure. o Any water content in the C.O.W drive tank has not been discharged prior to C.O.W. o Leakage from the C.O.W. system. o Cargo being unsuitable for C.O.W.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 24 of 34

Bridge & Deck Procedures • When it is required to carry out crude oil washing operations during discharge the Master must inform the competent authority and the Terminal (or vessel when the ship-to-ship transfer is involved) at least 24 hours in advance. • Crude oil washing may only proceed when permission has been obtained. • Prior to arrival at a port where crude oil washing is to be carried out, the crude oil washing system is to be pressure tested to normal working pressure and the system examined for leaks. A Deck Log Book entry is to be made to this effect. • Any tank washing water heaters fitted must be blanked off and drained at all times. • On completion of Crude Oil Washing, the COW line must be drained back to an after tank by means of opening up a COW machine aft and a second machine as far forward as possible. • All COW operations are to be carefully planned so as to ensure that they are safely carried out with the minimum of delay to the discharge operation. Such planning is to be detailed within the Cargo Discharge Plan OPRS 043.15.20 Stripping of TanksOn completion of the bulk discharging of cargo, each tank is to beindividually stripped, either by educator or positive displacement pump,until the portable (e.g. MMC) gauge indicates that there is no liquid atthe after end of the tank is otherwise known to be well drained. • Main cargo pumps with self-priming systems, including Prima- Vac, may be used to strip tanks at the end of discharge at reduced RPM. Great care must be taken not to run the main cargo pumps dry. • The stripping procedure described in the cargo system instruction manuals are to be followed.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 25 of 34

Bridge & Deck Procedures15.21 Topping of TanksAs cargo loading is being completed it is necessary to top cargo tanksin a sequential order according to the cargo plan. • One tank for each grade being loaded must be kept as a “crash tank”. In case of an emergency such as a valve failure or leakage this tank is to be opened to divert the flow of cargo. The crash tank is always the last tank to be loaded. • Shore is to be advised when vessel is topping tanks and loading rate is to be reduced to a minimum. The loading is to be staggered so as to only top one tank at a time. • After a tank is topped the ullage is to be closely monitored to ensure the valve is fully closed and there is no leakage. • The shore is to be given notice when the ship is loading the final tank and a count down provided to the final stop.15.22 Concurrent Handling of Different GradesThe number of grades which can be handled at once depends upon theplanned stowage, grades involved, required segregation and variousother factors. When loading of more than one parcel at a time ispermitted, they must be commenced separately. • Loading of the first is to continue for a reasonable period before commencing the second. • During the start-up of different parcels the vessels empty tanks must be monitored for leakage before commencing the next parcel.The same procedure must be followed for the commencement ofsubsequent parcels15.23 Multigrade Cargoes in Crude CarriersWhen multigrade cargoes are carried in crude carriers a number ofadditional points must be considered:Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 26 of 34

Bridge & Deck Procedures • In ships with a single stripping line, different grades must be stripped separately, and when line segregation is required, it will be necessary in some cases to strip tanks via the appropriate main cargo line, after bulk discharge of the grade. • Strippings of different grades must not be mixed in a common slop tank, without written approval. It will therefore be necessary, in this case, to strip directly ashore. • Crude Oil Washing of any tank must be progressed using the grade of oil carried in the tank being washed. To accomplish this it will be necessary to drain and refill the slop tanks, with each grade being washed.15.24 Handling of High Vapour Pressure CargoesWhen handling high vapour pressure cargoes, particularly in highambient temperatures, high rates of vapour generation may occurduring either loading or discharging. • During the loading of high vapour pressure cargoes a very high concentration of hydrocarbon gas, may be vented to atmosphere. • Special precautions regarding handling of high vapour pressure cargoes recommended by ISGOTT are to be followed. • When discharging every effort must be made to discharge and completely strip a tank in one operation. Difficulty can be experienced in re-gaining suction from a tank with a low level of cargo.15.25 High Pour Point OilsSome high pour point oils solidify when cooled below their pour point.Heating of these oils must be commenced as soon as the heating coilsare covered during loading and must be continued throughout thevoyage, ensuring arrival at the discharge port with the cargo within thespecified temperature range.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 27 of 34

Bridge & Deck Procedures • On completion of loading, the contents of the deck lines must be drained into a cargo tank to prevent solidification in the cargo lines. • Successful discharge of these cargoes is dependent on proper draining of the tanks before the oil cools below its pour point. This will be achieved by stripping individual tanks as soon as possible after the bulk discharge is complete. • In any stoppage, which may occur during the discharge, it is essential to drain the ship’s lines down immediately to prevent a blockage forming in the deck lines. • On the completion of discharge all deck lines must be properly drained and pumps and bottom lines cleared.15.26 Cargo HeatingDetails of the loading, carriage and discharge temperatures willnormally be given in the voyage orders. Care must be taken to ensurethat the cargo is not overheated beyond the specified maximumtemperatures. • Cargo is not to be loaded or carried at a temperature, which exceeds 66 degrees C. In the event that the cargo temperature is expected to exceed this figure the Company must be advised • The Chief Officer and the Chief Engineer to ensure that the cargo heating system is available to commence heating the cargo at the appropriate time. These Officers must plan the total heating operation to ensure that the specified temperature is reached and maintained with the minimum expenditure of heat energy and to ensure that there is adequate fuel, and where required, boiler water for the voyage. • When putting a steam heating system into operation the piping is to be drained completely, this will require the opening of the drain cock on the exhaust side of each coil or on the deck heater. Steam is then to be applied gradually to avoid water hammer.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 28 of 34

Bridge & Deck Procedures • The drain cocks are to be left open until the water runs clear, to prove that there is no in-tank leakage. If oil leakage is detected then the affected heating coil loop is to be blanked off. Leakage after heating has commenced would be indicated by a heavy consumption of water, or an unexpected increase in a tank volume. Taking water dips can be used to confirm this. • During loading the cargo temperature is to be checked as soon as possible after loading has commenced. • On the loaded passage cargo temperatures must be monitored on a daily basis • Records of the supply and adjustment of heating to the cargo and of all individual tank temperatures taken throughout the voyage are to be recorded on Form OPRS 017 Cargo Heating Report. • The amount of heat applied to individual tanks is to be adjusted as required according to the readings obtained. • During discharge, heating is to continue to assist with drainage. The heat supplied to the heating coils is to be reduced as the tank level falls and shut off prior to the coils becoming uncovered. • Each tank is to be stripped dry immediately on completion of its bulk discharge before any cooling takes effect.15.27 Samples of the CargoCargo samples are to be retained on board for a period of six monthsafter the cargo has been discharged before they are disposed of. • Samples are to be retained in an approved store within the cargo deck area, properly documented and sealed if possible. • Samples are to be taken using the ships vapour locks and approved sampling device.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 29 of 34

Bridge & Deck Procedures • When drawing samples personnel are to utilise personal protective clothing as necessary according to the product handled.15.28 Tank Cleaning After Crude Oil / Fuel OilThese oils are classed as persistent oils. Depending on the type ofcrude carried, varying amounts of sediment will be left on tank bottomsand the tank structure. Generally Crude Oil Washing during dischargewill reduce the amount of sediments left in tanks. • Periodical cleaning will be required for dry-dock or ballast passage repairs whilst the vessel is in service. • The use of hot water in washing must be carefully assessed, as while the flow of residues is improved with heat, the same heat will also wash the lighter fractions out of sediments and leave waxy deposits behind. • Generally wash water is stripped to one of the slop tanks. This is designated as the “dirty slop tank” and water is decanted from the bottom to the other slop, which is designated as the “clean slop tank” • Wash water can then be re-circulated to the tank wash drain. In this way slop generation is reduced. Wash water can also be heated in the slop tank.15.28.1 Line WashingAs part of any tank cleaning program it is essential that all residues ofthe previous cargo or grade are also removed from all affectedpipelines, separators, strainers, pumps and other places where theymay collect. • Lines are washed by pumping clean water through them in a systematic way to ensure that all parts of the cargo system are attended to. • It is important that a full flow is established throughout each part of the system including all cargo pipelines and pumps.Controlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 30 of 34

Bridge & Deck Procedures • The line washing program will be included in the Tank Cleaning Plan, produced by the Chief Officer.15.28.2 Safety while Tank CleaningTank cleaning is a hazardous operation which requires an increasedlevel of safety awareness. Safety precautions must include, but not belimited to the following: • Smoking regulations must be in force as for a load or discharge port. • All doors and windows kept closed. • It is essential that the accommodation is kept under positive pressure to prevent the entry of Hydrocarbon Vapours – the operation of sanitary and galley extraction fans will cause a vacuum and therefore the air conditioning system intakes must not be kept fully closed. • The accommodation air conditioning system should be maintained on partial re-circulation during cargo operation. • No unauthorised personnel allowed on deck. • Other requirements as per the current edition of the ISGOTT guide.15.29 Purging / Gas FreeingWhen it is necessary to initially inert or to gas free a tank afterwashing, it is necessary to purge the tank with inert gas; • When purging to inert a tank, Oxygen readings are to be taken at three levels. Tank is considered inert once readings at all levels are below 8% • When purging to gas free, HC readings are to be taken at three levels. It is important the meter being used is suitable for use in a oxygen deficient atmosphere such as a “tank scope”. OnlyControlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 31 of 34

Bridge & Deck Procedures when readings at all levels show HC content to be below 2% can fresh air be introduced. This will ensure that no portion of the tank enters the flammable range during gas freeing. • During purging and gas freeing operations all accommodation doors are to be kept closed and the A/C in the recirculation mode to avoid entry of vapours • Once Oxygen levels are confirmed as 21% and LEL is measured less than 1%, Drager tubes or equivalent should be used to verify gases are below the TLV15.30 Retention of Oil on BoardThe Company requires that all operations with oil cargo, dirty ballastand slops on board the vessel are made in accordance with theappropriate legislation. Each stage of such operations to be properlyrecorded in Oil Record Book (Part 2) as required by MARPOL 73/78 asamended • A detailed receipt or certificate is to be obtained for all slop or dirty ballast discharges and kept in the Oil Record Book (Part 2). • The quantity of oil remaining on board at completion of discharge is to be minimised by thoroughly draining all tanks, pipelines and pumps and discharging the oil ashore • Crude oil carriers are to load the new cargo on top of the previous cargo unless instructed otherwise by the Company or Charterer. • A vessel designated as a Crude Oil Washing (COW) tanker, where possible and depending on the type of crude, must always carry out a full Crude Oil Washing programme, as this helps significantly to reduce the amount of oil retained on board • All tank washings are to be stripped to the slop tank and left to settle. Once settled the water bottom in the slop tank can be carefully decanted, where possible, leaving the oil on board. This oil is retained on board and the next cargo is loaded on top or discharged to reception facilitiesControlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 32 of 34

Bridge & Deck Procedures Documentation and Filing o SeaTeam Form - \"Ship Shore Safety Check-List\" o Cold Work Permit o Cargo Piping Schematic - Posted near Cargo Control Room o Cargo Transfer Procedures - Ship / Cargo Specific basis example content in OPS Document No. 020 Distribution o Full Management Vessels – File OriginalsControlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 33 of 34

Bridge & Deck Procedures References o ISGOTT o OCIMF Ship to Ship Transfer Guide o Manufacturers Instructions o USCG Regulations o 33 CFR o 46 CFR ISGOTT CURRENT EDITION o MARPOL 73/78 o Ship’s “COW Operations and Equipment Manual” (Approved by Class) o International Safety Guide for Oil Tankers and Terminals (ISGOTT) o IMO – “Crude Oil Washing Systems” o Equipment makers manual for cargo and ballast pump. o Equipment makers manual for self priming system o Equipment maker’s manual for cargo stripping pump. o OMD Checklist BDC 015 – STS Personnel Basket Transfer ChecklistControlled Revision: 01 Sep 2015TOM Part A - BDP Doc No. 015CARGO TRANSFER Approval: WBF Page: 34 of 34

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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM 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 2015TOM Part A – BDP Doc No. 017DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 13 of 15