tanker operation manual - mau.com.ua - revision s… · 16.0 master’s handling of charter party...

WALLEM

SHIPMANAGEMENT LTD.

Tanker Operations Manual

Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Table of contents : /6

TABLE OF CONTENT SECTION PAGE NO.

REVISION SHEET ............................................................................................................................... 1

MANAGEMENT'S REVIEW .......................................................................................................................... 1 OFFICER’S SIGNATURE SHEET ................................................................................................................ 1

1.0 INTRODUCTION .............................................................................................................................. 1

1.1 PURPOSE OF THE MANUAL ............................................................................................ 1

1.2 PUBLICATIONS .................................................................................................................. 2

1.3 MASTER’S RESPONSIBILITY FOR SECURITY AND SAFETY........................................ 2

1.4 TRAINING ........................................................................................................................... 2 1.5 COMPANY TANKER SAFETY REQUIREMENTS ............................................................. 3

1.6 REGULATIONS FROM CFR FOR TANKERS ................................................................... 4

2.0 OPERATIONS ............................................................................................................................... 1

2.1 PRE ARRIVAL CHECKS AND PROCEDURES. ................................................................ 1

2.2 DEPARTURE CHECK LIST. ............................................................................................... 1

2.3 SHIP/SHORE SAFETY CHECKLIST .................................................................................. 1 2.4 CARGO DOCUMENTS ....................................................................................................... 1

2.5 KEY MEETING .................................................................................................................... 3

2.6 CARGO RATE BOOK ......................................................................................................... 3

2.7 CARGO LOG ...................................................................................................................... 4

2.8 HANDOVER NOTES .......................................................................................................... 4

2.9 PRESSURE SENSORS IN CARGO TANKS - SETTING ................................................... 5 2.10 CARGO PUMP ALARMS AND TRIPS ............................................................................... 5

2.11 AUTOMATIC IDENTIFICATION SYSTEMS( AIS) .............................................................. 5

2.12 OPEN SAMPLING OF CARGO TANKS ............................................................................. 6

3.0 BALLAST VOYAGE ............................................................................................................................. 1

3.1 GENERAL ........................................................................................................................... 1

3.2 PLANNING STAGE............................................................................................................. 1 3.3 TANK CLEANING ............................................................................................................... 1

3.4 PURGING ........................................................................................................................... 2

3.5 GAS FREEING OPERATIONS. .......................................................................................... 2

3.6 HEAVY WEATHER BALLAST ............................................................................................ 3

4.0 LOADING OPERATIONS ................................................................................................................ 1

4.1 LOADING PLAN .................................................................................................................. 1 4.2 LOADING OPERATIONS. .................................................................................................. 2

4.3 TOPPING OFF PROCEDURES ......................................................................................... 5

4.4 LOADING OF VERY HIGH VAPOR PRESSURE CARGOES. .......................................... 5

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4.5 PROHIBITION OF THE BLENDING OF BULK LIQUID CARGOES AND PRODUCTION PROCESS DURING SEA VOYAGES ....................................................... 5

4.6 LOADING RATES ............................................................................................................... 6

4.7 CARRIAGE OF HEAVY GRADE OILS ............................................................................... 7

5.0 LOADED & BALLAST PASSAGE. ................................................................................................... 1

5.1 LOADED PASSAGE ........................................................................................................... 1

5.2 BALLAST PASSAGE. ......................................................................................................... 2 6.0 DISCHARGE PLAN AND DISCHARGE OPERATIONS ................................................................. 1

6.1 PREPARATION OF A DISCHARGE PLAN. ....................................................................... 1

6.2 DISCHARGING OPERATIONS .......................................................................................... 2

6.3 DISCHARGE OF HIGH VAPOR CARGOES ...................................................................... 4

7.0 BALLASTING AND DE-BALLASTING. ............................................................................................ 1

7.1 BALLAST LINE INTEGRITY CHECK ................................................................................. 1 7.2 DE-BALLASTING AT LOAD PORT .................................................................................... 1

7.3 BALLASTING AT DISCHARGE PORT ............................................................................... 1

7.4 HEAVY WEATHER BALLAST PROCEDURES ................................................................. 2

7.5 BALLASTING AND DEBALLASTING OPERATIONS. ....................................................... 2

7.6 BALLASTING OF TANKS WHEN CARRYING HEATED CARGOES ................................ 3

8.0 MOORINGS IN PORT ...................................................................................................................... 1 8.1 GENERAL MOORING GUIDELINES ................................................................................. 1

8.2 TENDING TO MOORINGS ................................................................................................. 2

8.3 GENERAL SAFETY HAZARD WITH MOORINGS. ............................................................ 2

8.4 WINCH BRAKE TESTING .................................................................................................. 3

8.5 MOORING OPERATIONS .................................................................................................. 3

8.6 MAINTENANCE AND RECORD KEEPING ....................................................................... 4 9.0 CARGO HEATING GUIDELINES .................................................................................................... 1

9.1 GENERAL ........................................................................................................................... 1

9.2 PRACTICAL GUIDELINES ON CARGO HEATING. .......................................................... 1

9.3 GENERAL CARGO HEATING PROCEDURES. ................................................................ 2

9.4 PRECAUTIONS FOR CARGO HEATING .......................................................................... 3

9.5 SHUT DOWN PROCEDURE AFTER CARGO HEATING .................................................. 3 9.6 TESTING FOR LEAKS ....................................................................................................... 4

9.7 CLOUD POINT .................................................................................................................... 4

10.0 CRUDE WASHING .......................................................................................................................... 1

10.1 GENERAL ........................................................................................................................... 1

10.2 CRUDE OIL WASHING PLAN. ........................................................................................... 1

10.3 CRUDE OIL WASHING PROCEDURE AND TECHNIQUE. .............................................. 1

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10.4 SAFETY PARAMETERS .................................................................................................... 2 11.0 INERT GAS ............................................................................................................................... 1

11.1 GENERAL ........................................................................................................................... 1

11.2 RESPONSIBILITY ............................................................................................................... 1

11.3 SYSTEM MANUAL ............................................................................................................. 1

11.4 INERTING BEFORE LOADING .......................................................................................... 1

11.5 LOADING ............................................................................................................................ 1 11.6 ON PASSAGE ..................................................................................................................... 2

11.7 DISCHARGE ....................................................................................................................... 2

11.8 CRUDE OIL WASHING AND TANK CLEANING ............................................................... 2

11.9 GAS FREEING .................................................................................................................... 2

11.10 INERT GAS SAFETY CONTROLS ..................................................................................... 2

11.11 SAFETY CHECKS WHEN PLANT IS SHUT DOWN .......................................................... 2 11.12 SYSTEM TEST SCHEDULE .............................................................................................. 3

11.13 MAINTENANCE PROGRAM .............................................................................................. 3

11.14 EXCHANGE OF TANK ATMOSPHERE. ............................................................................ 3

11.15 COMPOSITION AND QUALITY OF INERT GAS ............................................................... 4

11.16 INERT GAS SYSTEM FAILURE ......................................................................................... 4

11.17 ACTION TO BE TAKEN ON FAILURE OF THE INERT GAS SYSTEM ............................ 4 11.18 STATIC ELECTRICITY PRECAUTIONS ............................................................................ 5

12.0 H2S PROCEDURES ........................................................................................................................ 1

12.1 GENERAL ........................................................................................................................... 1

12.2 EXPOSURE AND CONCENTRATION ............................................................................... 1

12.3 PROCEDURES FOR HANDLING CARGO AND BUNKERS ............................................. 2

12.4 LOADING CARGOES CONTAINING H2S ......................................................................... 3 13.0 EQUIPMENTS AND ROUTINE ....................................................................................................... 1

13.1 TEST ROUTINES .............................................................................................................. 1

13.2 TANK INSPECTION ROUTINE .......................................................................................... 4

13.3 ASSESSMENT SCALE FOR BREAKDOWN. .................................................................... 4

13.4 GAS INSTRUMENTS ON BOARD ..................................................................................... 5

13.5 GAUGING EQUIPMENT ..................................................................................................... 6 13.6 GAS FREEING EQUIPMENT. ............................................................................................ 7

13.7 HYDRAULIC HOSES FOR SINGLE CENTRE LINE MOUNTED CRANE ......................... 7

14.0 CARGO MEASUREMENTS ............................................................................................................ 1

14.1 MASTER'S OBLIGATIONS................................................................................................ 1

14.2 MEASUREMENT OF CARGO ............................................................................................ 1

14.3 GAUGING OF CARGO TANKS .......................................................................................... 4

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14.4 MEASURING EQUIPMENT ................................................................................................ 5 14.5 SAMPLING .......................................................................................................................... 5

14.6 VESSEL EXPERIENCE FACTOR (VEF)............................................................................ 7

14.7 EARLY DEPARTURE PROCEDURE (EDP) ...................................................................... 7

14.8 SHORTAGE CLAIMS.......................................................................................................... 7

14.9 CONTAMINATION CLAIMS ............................................................................................... 8

15.0 CARGO CONTAMINATION ............................................................................................................. 1 16.0 MASTER’S HANDLING OF CHARTER PARTY MATTERS: .......................................................... 1

16.1 ADHERENCE TO VOYAGE ORDERS. .............................................................................. 1

16.2 LAYTIME AND DEMURAGE .............................................................................................. 1

16.3 SUMMARY OF VESSEL’S PORT STAY ( DISCHARGE PORT ) :- .......................... 3

16.4 REVIEW OF PORT OPERATIONS - LOADING / DISCHARGING / OUTURN.................. 4

17.0 COLD WEATHER PROCEDURES .................................................................................................. 1 18.0 VETTING & TMSA .......................................................................................................................... 1

18.1 VETTING PROCESS. ......................................................................................................... 1

18.2 TANKER MANAGEMENT AND SELF ASSESSMENT (TMSA) ......................................... 4

19.0 DRY DOCKING & REPAIRS AT FACILITY OTHER THAN A SHIPYARD ..................................... 1

19.1 PREPARATION FOR DRY-DOCKING / REPAIR FACILITY.............................................. 1

19.2 REPAIRS AT FACILITY OTHER THAN SHIPYARD .......................................................... 1 19.3 DRY DOCK WORK. ............................................................................................................ 2

19.4 DOCKING PLAN ................................................................................................................. 2

APPENDICES ............................................................................................................................... 1

APPENDIX 1: CARGO TRANSFER PROCEDURE .................................................................................. 1

APP 1.1 OIL TRANSFER OPERATIONS AS PER US 33CFR 155.750 (A) (3)/(4)/(5) .................... 1

APP 1.2 GENERAL ........................................................................................................................... 1 APP 1.3 RESPONSIBILITY OF THE MASTER ................................................................................ 1

APP 1.4 RESPONSIBILITIES OF THE CHIEF OFFICER ................................................................ 1

APP 1.5 RESPONSIBILITY OF THE CHIEF ENGINEER ................................................................ 2

APP 1.6 DELEGATION OF DUTIES & RESPONSIBILITIES ........................................................... 2

APP 1.7 OIL TRANSFER PROCEDURE 33 CFR 155.750 .............................................................. 2

APP 1.8 DESCRIPTION OF THE CARGO SYSTEM, OPERATIONAL AND EQUIPMENT PARAMETERS US CFR 33 155.750 (2) (I) (II) .................................................................. 4

APP 1.9 CAPACITY AND METHODS OF DRAINAGE OF DRIP TRAYS ........................................ 8

APP 1.10 BALLAST SYSTEM ........................................................................................................... 9

APP 1.11 COMPLETE SHIP/SHORE CHECK LIST AND OTHER RELEVANT CHECKLISTS PRIOR COMMENCEMENT OF CARGO OPERATION. .................................................. 10

APP 1.12 BALLASTING CARGO TANKS ....................................................................................... 10 APP 1.13 DISCHARGE OF DIRTY BALLAST ................................................................................. 11

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APP 1.14 DISCHARGING DIRTY BALLAST ................................................................................... 11 APP 1.15 DECANTING SLOP TANKS ............................................................................................ 12

APPENDIX 2 – SHIP SPECIFIC CHECKLISTS ........................................................................................... 1

CHECKLIST NO. 1 – PRIOR DISCHARGE ...................................................................................... 1

DOCUMENTATION FOR KEY MEETING: DISCHARGING ............................................................. 4

CHECKLIST NO. 2 - PRIOR LOADING ............................................................................................ 1

DOCUMENTATION FOR KEY MEETING : LOADING ..................................................................... 3 CHECKLIST NO. 3 - DEPARTURE LOAD / DISCHARGE PORT .................................................... 1

CHECKLIST NO. 4 – CRUDE OIL WASHING .................................................................................. 1

CHECKLIST NO. 5 - HELICOPTER OPERATIONS ......................................................................... 1

CHECKLIST NO. 6 - WEATHER MONITORING & HEAVY WX IN PORT ....................................... 1

CHECKLIST NO. 7 - EXTREME COLD WEATHER PRECAUTIONS .............................................. 1

CHECKLIST NO. 8 - PRECAUTIONS DURING LOADING OF HIGH H2S CONTENT CRUDE OILS/ PRODUCTS ............................................................................................... 1

CHECKLIST NO. 9 - PRECAUTIONS IN CASE OF TOXIC VAPOR RELEASE .............................. 1

CHECKLIST NO. 10 - CONTINGENCY PLANNING FOR STS OPERATIONS ........................... 1

CHECKLIST NO. 11 – TANK CLEANING OPERATIONS.(FOR INERT CONDITIONS) .................. 1

APPENDIX 3(A) - BUNKER TRANSFER PROCEDURES ........................................................................... 1

1.0 BUNKERING TRANSFER PROCEDURES ....................................................................... 1 1.1 PERSONNEL AND THEIR DUTIES .................................................................................. 1

1.2. INFORMATION ................................................................................................................... 2

1.3. PRECAUTIONS .................................................................................................................. 3

1.4. POLLUTION CONTROL ..................................................................................................... 4

1.5. QUALITY AND QUANTITY CONTROL .............................................................................. 5

1.6 DURING THE VOYAGE ..................................................................................................... 6 1.7 BUNKER ANALYSIS REPORT .......................................................................................... 6

BUNKERING SAFETY CHECKLIST ................................................................................................. 1

1. BUNKERS TO BE TRANSFERRED ................................................................................... 1

2. BUNKER TANKS TO BE LOADED .................................................................................... 1

3. CHECKS BY BARGE PRIOR TO BERTHING ................................................................... 1

4. CHECKS PRIOR TO TRANSFER ...................................................................................... 2 DECLARATION 4

APPENDIX 3(B) : BUNKER CHECKLIST ..................................................................................................... 1

APPENDIX 4(A) - ENGINE PROCEDURES ................................................................................................. 1

1. GENERAL ........................................................................................................................... 1

2. CHIEF ENGINEER’S STANDING ORDERS ...................................................................... 2

( SAMPLE- EACH CHIEF ENGINEER TO PREPARE HIS OWN STANDING ORDERS) ................ 2

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3. CONTROL OF HAZARDOUS MATERIAL USED ON BOARD .......................................... 4 4. ENGINE ROOM EMERGENCY PROCEDURES ............................................................... 7

4.1 SHIP SPECIFIC PROCEDURES ........................................................................................ 7

4.2 MEASURES IN CASE OF FIRE IN ENGINE ROOM ....................................................... 11

4.3 MEASURES IN CASE OF GROUNDING ( SPECIFIC TO ENGINE ROOM) ................. 12

APPENDIX 4(B) : ENGINE ROOM CHECKLISTS ....................................................................................... 1

E/R CHECKLISTS NO. 1 - STEERING GEAR TEST ........................................................................ 1 E/R CHECKLISTS NO. 2 - ARRIVAL PORT ..................................................................................... 1

E/R CHECKLISTS NO. 3 - DEPARTURE PORT .............................................................................. 1

E/R CHECKLISTS NO. 4 - SHIFTING ............................................................................................... 1

E/R CHECKLISTS NO. 5 - UMS OPERATION ................................................................................. 1

E/R CHECKLISTS NO. 6 - AUXILIARY ENGINE START/STOP ...................................................... 1

APPENDIX 5 - SAFETY OFFICER INSPECTION CHECKLIST .................................................................. 1 APPENDIX 6 - OIL TANKERS – PERFORMANCE OF VOYAGE WITH UTMOST DISPATCH &

AVOIDING CARGO CLAIMS ............................................................................................ 1

APPENDIX 7 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ................................................. 1

APPENDIX 8 - PRIVATE MARITIME SECURITY COMPANY (PMSC ) PROCEDURES .......................... 1

APPENDIX 9 - THE CONTENTS OF THIS SECTION ARE APPLICABLE TO MERCHANT VESSELS FLYING THE DANISH FLAG ............................................................................................ 1

APPENDIX 10 - CONTACT DAMAGE DUE TO TUGS AND SHORE FENDERS ....................................... 1

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WALLEM SHIPMANAGEMENT LTD. Tanker Operations Manual

Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Revision Sheet : Page 1/1

REVISION SHEET

REVISED PAGE(S) REVISED PAGE(S)

NO. DATE NO. DATE Complete Tanker Operations Manual Revised and Edition No. 3 is the Successor.

Dec 2010 Table of Contents : 2-6 Revision Sheets : 1/1 Appendices Index : All Appendix 7 : All

Feb 2014

TOC : Pg 6/6 Revision Sheet : Pg 1/1 Appendix 5 : Pg 1/1 (New Insertion)

Aug 2011 Preface : 1/1 Table of Contents : All Revision Sheets : 1/1 Mangt. Review : 1/1 Section 3 : All Section 4 : Pg 3/6,5/6 Section 6 : Pg All Section 7 : Pg 3/3 Section 8 : Pg 3/4 & 4/4 Section 11 : All Section 12 : Pg. 2/4 Section 13 : All Appendix 2 :Checklist 4, 8

May 2014

Contents: Pg. 2-6 Revision Sheet : 1/1 Management Review : 1/1 Section 1 : Pg. 4/4 Section 2 : Pg. 1/5,2/5, 4/5 Section 3 : Pg. 1/2 Section 4 : All Section 5 : Pg. 1/2 Section 6 : All Section 7 : Pg. 1/3, 2/3 Section 8 : Pg. 2/4, 3/4 Section 9 : Pg. 1/4, 4/4 Section 10: Pg. 1/2 Section 11: All Section 12: Pg. 2/4, 3/4 Section 13: Pg. 1/6, 2/6, 3/6 Section 14: Pg. 1/8, 4/8 Section 16: All Section 17: All Section 19: All Appendices : Index : All Appendix 2: All Appendix 3: All Appendix 6: All (New Insertion)

Jan 2012

Table of Contents : All Revision Sheets : 1/1 Mangt. Review : 1/1 Appendices Index : All Appendix 3A : All Appendix 3B : All Appendix 4A : All Appendix 4B : All Appendix 7

Dec 2014

Table of Contents : All Revision Sheets : 1/1 Mangt. Review : 1/1 Section 2 : All Section 4 : All Section 13 : Pg. 2-3 & 5-7 Appendix 4(A) : Pg. 7-12

Jun 2015 Table of Contents : Pg. 6/6 Revision Sheet : 1/1 Appendices Index : 2/2 Appendix 7 : All

May 12

Table of Contents : Pg. 6/6 Revision Sheet : 1/1 Appendices Index : 2/2 Appendix 8 : All

Nov 12 Table of Contents : All Revision Sheets : 1/1 Mangt. Review : 1/1 Section 4 : 7/7 Section 8 : 4/4 Appendices Index : All Appendix 10 : 1/1 (New insertion)

Dec 2015

Table of contents: 2-6 Revision sheet 1/1 Management Review : 1/1 Section 1 : Pg. 2/4, 4/4 Section 2 : Pg. 1/5, 5/5 Section 4 : Pg. 1/6 Section 8 : Pg. 4/4 Section 11: Pg. 2/2 Section 13 : All Appendices Index : All Appendix 2 : Checklists Nos. 1, 5, 10 & 11 Appendix 6 : Pg. 9/13, 10/13 Appendix 7 : Pg. 3/7 Appendix 8 : All Appendix 9 : All

Mar 2013

Table of Contents : All Revision Sheets : 1/1 Mangt. Review : 1/1 Section 2 : 6/6 Section 5 : 1/2 Section 13 : 3/7, 5/7, 7/7. Section 16 : 1/5 Section 17 : 1/2 Appendices Index : All Appendix 2 : Checklist 1: 4/4

Checklist 2: 1/3, 3/3 Appendix 6 : 3/13 - 13/13 Appendix 7 : 1/8 & Master Self Audit

Checklist Appendix 8 : 2/17 & 5/17

Jun 2016

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SHIPMANAGEMENT LTD.


Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Mgmt’s Rev. : Page 1/1

MANAGEMENT'S REVIEW

SECTION REVIEWED

DATE REMARKS INITIALS

Complete manual Dec 2005 Complete manual revised. GRG/SID Complete manual Dec 2010 Complete manual revised. SR/SID

Complete manual Jan 2012 Compete manual revised as per Revision Sheet

PNS/SID

Complete manual Mar 2013 Compete manual revised as per Revision Sheet SR/SRAD

Complete manual Feb, May & Dec 2014

Compete manual revised as per Revision Sheet SR/SRAD

Complete manual Jun & Dec 2015 Compete manual revised as per Revision Sheet SR/SRAD

Complete manual Jun 2016 Compete manual revised as per Revision Sheet SR

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Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016

Section 2 : Page 6/6

lf the AIS is switched off or isolated whilst alongside, it must be reactivated upon leaving the berth.The use of AIS equipment may affect the security of the ship or the terminal at which it is berthed. ln such circumstances, the use of AIS may be determined by the port authority,depending on the security level within the port.

2.12 OPEN SAMPLING OF CARGO TANKS Wallem does not PERMIT open sampling. However, at terminals where it is permitted and upon specific request from the Charterers, exception can be made basis Risk assessment made by the Master. Master is to notify and consult the Owners/Commercial Managers and copy relevant Fleet Cell and Marine Superintendent. A Risk Assessment should be carried out by the vessel in such cases taking into account the information from the concerned authorities.

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Dec 2015


high vapour pressure, gas evolution may be excessive and the allowance of 25% may prove to be insufficient. Actions to consider in order to ensure that the capacity of the venting system is not exceeded include a close monitoring of vapour line pressures on inerted ships and limiting loading rates on non-inerted ships throughout the loading period. lt should be noted that the vapour growth increases when the liquid levels in the tank are above 80%. On inerted ships, close attention should be given to monitoring inert gas system pressures, particularly when topping-off during loading operations or on commencing crude oil washing during discharge operations. When calculating loading rates, a maximum venting line velocity of 36 metres per second should be considered. This flow rate should be calculated for each diameter of line used. The volume throughputs may be aggregated where a common vent riser is used, but the maximum flow rate should not be exceeded anywhere within the system.

4.7 Carriage of Heavy Grade Oils

Tankers are designed to carry liquid cargoes. Typical crude carriers including VLCCs may be engaged in the carriage of heavy grade oil (HGO)/heavy fuel oil (HFO). The carriages of these cargoes are banned on single-hull tankers.

Heavy Grade Oil (HGO) - As per MARPOL assigned to the following products:

- Heavy fuels with density at 15ºC > 900 kg/m3 - Fuel Oils with

• Density at 15ºC > 900 kg/ m3, or • Kinematic viscosity at 50ºC > 180 mm2/s

- Bitumen, tar and its emulsions. Heavy Crude Oil (HCO) – type of crude oil that exists in zones such as the Orinoco (Venezuela), the banks of Athabasca (Alberta/Canada) and the banks of Olenik (Siberia/Russia) and have the following characteristics: - Density close to or even higher than the water - High viscosity, can be almost solid at environment temperature - Cannot be produced, carried and refined by the conventional methods - Generally they have high sulphur content and some metals such as the nickel and the

vanadium

High Viscosity Cargo - Generally, cargo with viscosity greater than 20 CST is to be treated as high viscosity cargo.

All of the above cargo(s) should be handled with due consideration to the precautions given

below. 1. It should be carefully noted that when the dynamic viscosity exceeds 600 CST, the pump and

turbine output efficiencies drop considerably. (Centrifugal pumps used in tankers generally have a limit of 500 to 600 CST for the dynamic viscosity beyond which the cargo handling operation may not work smoothly.)

2. When stripping high viscosity cargo, adequate trim is necessary and stripping should be performed placing adequate intervals of time between successive stripping operations.

3. Oil grades with viscosity greater than 100 CST should generally be heated. (By raising the temperature, the viscosity can be brought down and the ability to flow can be enhanced.) The master is expected to follow voyage Instructions prior deciding to heat the cargo. Instructions for cargo heating are generally given by the ship operator or the charterer after taking into account the pour point, viscosity, and air and sea water temperatures at the discharging ports.

4. If the master deems that heating is necessary, cargo heating should be commenced only after consulting and obtaining permission from the commercial operator. (applicable for ship’s equipped with cargo heating system)

5. Consult generic risk assessment document provided in the shipboard operations manual (SBM-II).

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5.0 LOADED & BALLAST PASSAGE. 5.1 LOADED PASSAGE

Once, the Vessel embarks on a loaded passage, care of the cargo is primary responsibility of those on board. Additionally carry out Inspection, Maintenance, Test and Routines of the cargo related equipment that will enable her to perform a discharge operation safely and with dispatch.

• Cargo heating: Maintain the required temps as per voyage orders. Daily log of tank temps are

to be maintained. Calculate the cloud point of the cargo. Do not overheat the cargo, as apart from waste in fuel consumption, it will increase light end vapor loses and reduce the solvency of the cargo, and also accelerate the formation of sedimentation. The Temp is to be brought up gradually. Heating is more efficient at anchor than underway. Records of past voyages are to be consulted.

• Vapor losses in transit: Unnecessary /uncontrolled releasing of IG pressure is not to be done.

Please follow the procedures mentioned in VOC Management manual.

• A positive IG pressure is to be maintained throughout the passage to minimize evaporation losses. Any venting done via mast riser to release excessive build up in tanks due volatility of the cargo and cargo expansion due increased ambient temperatures must be recorded in the CCR log (Time started venting, IG pressure at start of venting and IG pressure on completion of venting to be logged in CCR log)

• Internal cargo transfer of cargo: Is not allowed without the permission of the Charterers or

Operators. If transfer operation is required, then a written documented plan is to be made prior the operation.

• Transfers should only take place for operational reasons for example when required to reduce

stresses or attaining the required draft or trim resulting from consumption of bunkers. • Ballast tanks atmosphere: LEL and H2S Checks ( if Cargo space has H2S) are to taken

every day and recorded in a log book. Soundings are to be checked daily and recorded in log book. For vessels with tank atmosphere monitoring equipment, it is only required to make an entry in the log that the reading have been checked and are in order.

• The said checks shall also be carried out prior to ballasting a tank following a period of heavy

weather and after any unusual event or occurrence, eg unexpected trim or list or unforeseen operational problem.

• Reference is made to ISGOTT 10.2.3 which is to be followed. • Monitoring of Ullage: The levels of all tanks are to be monitored on a daily basis and logged in

the log book. Verification from remote read outs, like Saab, etc. will suffice. • Water dips: Voyage instructions are to be followed, however for crude oil tankers, water. Dips

are to be taken 3 days after departure and thereafter every five days for long voyages and three days prior arrival again check for free water, the results to be noted in the CCR log book. If a measurable increase is noted then the operators are to be informed.

• On all ships, water dips shall be taken after period of heavy weather and results recorded.

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Dec 2015


8.6 MAINTENANCE AND RECORD KEEPING

All equipment used in mooring operations should be regularly inspected for defects. Any defects found should be corrected as soon as possible. Particular attention should be paid to the risk of oil leaks from winches, and surfaces of fairleads, bollards, bitts and drum ends should be clean and in good condition. Rollers and fairleads should turn smoothly and a visual check be made that corrosion has not weakened them. Particular attention is drawn to the need to ensure that pedestal roller fairleads, lead bollards, mooring bitts etc are properly designed to meet all foreseeable operational loads and conditions, correctly sited, and effectively secured to a part of the ship’s structure which is suitably strengthened. Mooring ropes, wires and stoppers that are to be used in the operation should be in good condition, Ropes should be frequently inspected for both external wear and wear between strands. Wires should be regularly treated with suitable lubricants and inspected for deterioration internally and broken strands externally. Splices in both ropes and wires should be inspected regularly to check they are intact.

The tails should be replaced if the actual time in use exceeds 18 months or if any deterioration observed during the inspection within that period. Actual time in use means the day the tails are removed from the stores for connecting with the wires until the date the tails has been disconnected and stowed back inside the stores. A Mooring log form will be maintained which is incorporated in SMMS that includes actual time in use and inspection results. Permanent marking / tagging to be carried out upon receipt of all ropes including messengers, wires and tails so that positive identification with their corresponding certificate can be done. Please refer to Appendix C (Guidelines for Handling, Inspection and Removal from service of Mooring Lines) & Appendix D (Guidelines for Inspection and Removal from Service of Fiber Ropes) of the Mooring Equipment Guideline (3rd Edition) for guidance on Inspection of wires and ropes. The Inspection of Wires and Ropes should be part of the SMMS or the PMS on board the vessel.

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12. Pump room Fixed gas detection System Monthly As per Manufacturer’s guidelines

13. Loadicator Monthly Test conditions as per class approved manual.

14. ODME Monthly As per Manufacturer’s guidelines

15. UTI equipment Monthly Verify with a calibrated unit in a bath of water

16. Atmospheric sampling Equipment Monthly As per Manufacturer’s guidelines.

17. Cargo Sea Chest Integrity Monthly Please refer ICS/OCIMF Prevention of Oil Spillages

through cargo pump room sea valves. QUARTERLY / 6 MONTHLY/ANNUALY

No ITEM Routine Procedure

18.

Cargo Suction lines Quarterly However, design-operating pressures on suction lines are in the region of about 3 bars.

19. Ballast Tank fixed Gas detection system.

Quarterly As per the Manufacturer’s guidance.

20. CCR gauges Quarterly Accuracy check with Pressure calibrator 21. Manifold gauges Quarterly Accuracy Check 22. Heating Coils Annually

Dry Dock -Recommended

All ships should pressure test their heating coils minimum up to 7 kg/cm2. A hydrostatic test is the most reliable and efficient check. In hydrostatic testing the heating coils are completely filled with water prior exerting the compressed air pressure. During dry docks, the heating coils should be tested to 1.5 times of its working pressure. The method recommended is by filling the coils with water and using a hydraulic pump the pressure is built up and inlet and outlet valves shut leaving the coil pressurized

23. Bunker Lines Annually As per procedures in this manual (Refer to Job description in SMMS)

24. Temperature and Pressure Calibrator

Annually Shore Calibration

All tests of equipment and systems, as stated above are to be logged in separate log with C/O. Checks on Gas Measuring equipment to be logged in Gas Equipment Calibration Log.

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WALLEM

SHIPMANAGEMENT LTD.


Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Section 13 : Page 5/7

Please refer to charts in the publications on board and take copies of the chart to determine the extent of coating breakdown.

13.4 GAS INSTRUMENTS ON BOARD

Each vessel should carry:-

• Two Portable Gas detector which measures oxygen, % volume hydrocarbon, LEL • Two Toxic Gas analysers • One Portable Gas detector which measures Oxygen ,LEL ,H2S and CO • Four personal meters which can measure HC,O2,H2S,CO which can be carried in a pocket or

on a belt, should be available for tank, enclosed space or pump room entry. Vessels are enrolled in a support programme under Bruusgaard and all the gas instruments

and associated spares are to be kept in the storage cabinet provided by Bruusgaard Toxic gas analysers can be chemical indicator tubes with pump or electro chemical sensor type instruments,One set of extension hoses of 10m and 30m in length would be provided . The quantities given below are for general guidance of the minimum stock of tubes to be maintained. However, Master to increase the quantity as required for applicable tubes when sour crude or cargoes with specific toxic gases are carried.

a) Hydrogen Sulphide test tubes- 10 to 4000 ppm 30 0.25 to 125 ppm 30 b) Mercaptan test tubes,0.1-8 ppm 20 c) Benzene tubes 0.1-65 ppm 30 d) CO, 2.5-2000 ppm 20 e) CO2 0.13- 6 % 20 f) Mercaptan 0.1-8 ppm 20

Calibration Procedures

• Please refer to Sec 8.2.6 of ISGOTT for details on instrument calibration. Please also refer to manufacturer’s book on the particular equipment

• Vessels are enrolled in the Bruusgaard support programme and all gas instruments calibration is done on board .Annual shore calibration is not required

• Equipment is to be landed to Bruusgaard when the accuracy of the equipment is outside the manufacturers stated accuracy.

Operational Testing and Inspection

• Please refer to Sec 8.2.7 of ISGOTT. Please refer to manufacturer’s book for instructions on operational testing. Use of a self-test facility does not mean that an analyser is operating correctly. An instrument may self-test satisfactorily, but then fail to register a lack of oxygen or the presence of gas. The only way to be sure that a machine is operating satisfactorily is to use a sample check gas.

• Gas measuring instruments should be tested in accordance with manufacturer’s instructions

before the commencement of operation requiring their use. Such tests are designed to ensure that instrument is working properly and may include use of a span gas.

Physical checks should include: -

Cable. Hand pump. Extension tubes. Connections (for tightness). Batteries.

Instruments not passing these operational tests should be re-calibrated before they are

returned to operational use.

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WALLEM

SHIPMANAGEMENT LTD.


Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Section 13 : Page 7/7

13.6 GAS FREEING EQUIPMENT.

Each vessel is to carry the following minimum gas freeing equipment: • Water Driven blowers 4 • Semi rigid collapsible chutes, that are at least 75% the tank depth 4 • 100 meters of plastic chute of at least 3mm thickness.

The water driven blowers may be substituted for air driven ones if it deems necessary or preferred.

Prior drydocking or special surveys, where extensive tank cleaning and gas freeing is Required, vessels to consult their respective superintendent and increase the items. Vessel should also have sufficient spares for hydro blowers.

13.7 HYDRAULIC HOSES FOR Single Centre Line Mounted Crane

Vessels fitted with a single centreline mounted crane at the manifold ,In the event of a failure of a hydraulic hose then there must be the capability to replace the defect hose with spare ones. In the event that the cargo hose handling crane has two or more hoses that are identical in all aspects, then only 50% of these identical hoses need to be carried as spares

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16.0 MASTER’S HANDLING OF CHARTER PARTY MATTERS:

The Master must study the Charter Party and the voyage orders at the beginning of each voyage. He should ensure the required arrival notices at the stipulated times are passed to the charterers and their agents. Master must ensure that the ship can safely load the quantity of cargo stipulated in the Charter Party within the Ships Draught and Loadline limits. He should also check the depth of water shown in chart and in pilot books and ensure that vessel can always lie safely alongside at all times. That discharge port when nominated has sufficient water for vessel to always be safely afloat.

Vessel to have sufficient bunkers to complete voyage with a safe margin.( taking to account for example Winter Atlantic Crossings delays) Notice of Readiness is presented as soon as possible within the limitations of the Charter Party . All Charter party clauses are studied and complied with provided they do not conflict with the safe running of the ship. Ensure the vessel is able to maintain the speed as indicated in Charter party and maintain fuel consumption for Main Engine & Boiler within CP limits. Vessel pumps to her design capacity, restricting factor being terminals inability. In most cases C/P states that V/L is to maintain 100 psi, it does not mean that 100 psi is the max limit. V/L should pump to design limits and let the terminal restrict the V/L. If vessel is required to carry heated cargo, she should be able to meet C/P requirements. Over heating is waste and detrimental and under heating can start up a claim process against the owners.

16.1 ADHERENCE TO VOYAGE ORDERS.

Charterer’s voyage orders are vitally important for the prosecution of the voyage. Not only should they be precise and informative, but they must also be in compliance with the terms of the C/P. It is vital that they are fully read and understood and we strongly recommend that the Senior officers are well aware. On occasions, these are not particularly well written or clear, so if you have any questions then you must check with the Commercial operators or owners.

Any deviation form the voyage orders can only be made if it is sanctioned by owners and the Charterers. Particular attention is to be paid especially when in port where instructions are received locally from the Terminal, Cargo Surveyors or anyone else. These instructions must be clarified with the commercial operators or owners if different from the charter party terms. Any instructions or restrictions from the terminal or charterer’s representative or the agents at the port must be obtained in writing. On a loaded passage If deviation is unavoidable and necessary, Owners/Charterers approval to be obtained and the Fleet Cell need to be informed. P & I need to be of the deviation. It is best that adequate notice be given.

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SHIPMANAGEMENT LTD.




17.0 COLD WEATHER PROCEDURES (Comply with cold weather precautions check list in Appendix of this manual) ** Marine Safety Department has a movie for trading in Baltic in winter. Please send a request for this informative movie in good time. General Trading in very cold climates in winter requires special precautions because of the risk of icing and freezing weather conditions that effect man and machine. During such periods when the ship is operating in conditions when the temperature is below freezing, precautions must be taken to prevent damage to the ship and systems. There is a risk of equipment freezing up. Particular attention must be paid to relief valves and cooling water systems. Heating systems are to be used, if fitted. Heat exchangers and steam heating lines should be drained when not in use. All vessels are to use the checklist for cold weather in the Appendix 2 of this Manual. Pneumatic Valves and Control Systems During periods of cold weather pneumatic valves and control systems may be slow to respond or freeze up and fail to operate. It is particularly important that the drier on any control air compressor is operating correctly. When practicable, systems should be operated regularly, water traps cleared and lines blown through to clear any moisture, which may have collected. Sea Water Intakes The pressure of water from a sea water intake must be closely monitored, particularly when the ship may be in fresh or nearly fresh dock water, to ensure that the intakes are not being progressively blocked by the formation of ice. Steam to sea chest should be used if icing occurs in the dock water. Inert Gas When the inert gas system is not required for operation, both the salt and fresh water systems are to be drained completely. The inert gas discharge line should be drained of any water. Steam to the deck seal should be on. The pressure/vacuum breaker, if filled with water, must be protected from freezing by adding glycol. Heating Coils Drain and blow out heating coils with compressed air. In case heating system was in use in port, then do not shut off the system but leave the bypass on the supply to the return line open to allow circulation. Discharging of heated cargoes. If the ship is discharging heated cargoes in a low ambient temperature and an extended stoppage is required, all lines (including the COW line) shall be drained back to a tank with sufficient ullage to contain the draining. Failure to comply with this procedure may result in oil solidifying in the lines on the discharge side of the pumps. This blockage may cause damage on the resumption of discharge. Ensure that top and bottom lines, COW lines are drained/stripped well prior entering Cold weather area. Failure to carry out this will result in plugging of line with cargo. If V/L had a previous heated cargo then ensure that tanks are well drained and bellmouths clear, especially where bellmouths are submerged in wells. Fire Line and Other Pipelines

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SHIPMANAGEMENT LTD.


Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Appendices Index : Page 1/2

APPENDICES

The Appendix section is for Checklists and procedures. Note: Sample only. Vessel to prepare ship specific Cargo transfer procedure and keep

in separate file APPENDIX 1: CARGO TRANSFER PROCEDURE .................................................................................. 1

APP 1.1 OIL TRANSFER OPERATIONS AS PER US 33CFR 155.750 (A) (3)/(4)/(5) .................... 1

APP 1.2 GENERAL ........................................................................................................................... 1

APP 1.3 RESPONSIBILITY OF THE MASTER ................................................................................ 1 APP 1.4 RESPONSIBILITIES OF THE CHIEF OFFICER ................................................................ 1

APP 1.5 RESPONSIBILITY OF THE CHIEF ENGINEER ................................................................ 2

APP 1.6 DELEGATION OF DUTIES & RESPONSIBILITIES ........................................................... 2

APP 1.7 OIL TRANSFER PROCEDURE 33 CFR 155.750 .............................................................. 2

APP 1.8 DESCRIPTION OF THE CARGO SYSTEM, OPERATIONAL AND EQUIPMENT PARAMETERS US CFR 33 155.750 (2) (I) (II) .................................................................. 4

APP 1.9 CAPACITY AND METHODS OF DRAINAGE OF DRIP TRAYS ........................................ 8

APP 1.10 BALLAST SYSTEM ........................................................................................................... 9

APP 1.11 COMPLETE SHIP/SHORE CHECK LIST AND OTHER RELEVANT CHECKLISTS PRIOR COMMENCEMENT OF CARGO OPERATION. .................................................. 10

APP 1.12 BALLASTING CARGO TANKS ....................................................................................... 10

APP 1.13 DISCHARGE OF DIRTY BALLAST ................................................................................. 11 APP 1.14 DISCHARGING DIRTY BALLAST ................................................................................... 11

APP 1.15 DECANTING SLOP TANKS ............................................................................................ 12

APPENDIX 2 – SHIP SPECIFIC CHECKLISTS ........................................................................................... 1

CHECKLIST NO. 1 – PRIOR DISCHARGE ...................................................................................... 1

DOCUMENTATION FOR KEY MEETING: DISCHARGING ............................................................. 4

CHECKLIST NO. 2 - PRIOR LOADING ............................................................................................ 1 DOCUMENTATION FOR KEY MEETING : LOADING ..................................................................... 3

CHECKLIST NO. 3 - DEPARTURE LOAD / DISCHARGE PORT .................................................... 1

CHECKLIST NO. 4 – CRUDE OIL WASHING .................................................................................. 1

CHECKLIST NO. 5 - HELICOPTER OPERATIONS ......................................................................... 1

CHECKLIST NO. 6 - WEATHER MONITORING & HEAVY WX IN PORT ....................................... 1

CHECKLIST NO. 7 - EXTREME COLD WEATHER PRECAUTIONS .............................................. 1 CHECKLIST NO. 8 - PRECAUTIONS DURING LOADING OF HIGH H2S CONTENT

CRUDE OILS/ PRODUCTS ............................................................................................... 1

CHECKLIST NO. 9 - PRECAUTIONS IN CASE OF TOXIC VAPOR RELEASE .............................. 1

CHECKLIST NO. 10 - CONTINGENCY PLANNING FOR STS OPERATIONS ........................... 1

CHECKLIST NO. 11 – TANK CLEANING OPERATIONS.(FOR INERT CONDITIONS) .................. 1

APPENDIX 3(A) - BUNKER TRANSFER PROCEDURES ........................................................................... 1 1.0 BUNKERING TRANSFER PROCEDURES ....................................................................... 1

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Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Appendices Index : Page 2/2

1.1 PERSONNEL AND THEIR DUTIES .................................................................................. 1

1.2. INFORMATION ................................................................................................................... 2

1.3. PRECAUTIONS .................................................................................................................. 3

1.4. POLLUTION CONTROL ..................................................................................................... 4 1.5. QUALITY AND QUANTITY CONTROL .............................................................................. 5

1.6 DURING THE VOYAGE ..................................................................................................... 6

1.7 BUNKER ANALYSIS REPORT .......................................................................................... 6

BUNKERING SAFETY CHECKLIST ................................................................................................. 1

1. BUNKERS TO BE TRANSFERRED ................................................................................... 1

2. BUNKER TANKS TO BE LOADED .................................................................................... 1 3. CHECKS BY BARGE PRIOR TO BERTHING ................................................................... 1

4. CHECKS PRIOR TO TRANSFER ...................................................................................... 2

DECLARATION 4

APPENDIX 3(B) : BUNKER CHECKLIST ..................................................................................................... 1

APPENDIX 4(A) - ENGINE PROCEDURES ................................................................................................. 1

1. GENERAL ........................................................................................................................... 1 2. CHIEF ENGINEER’S STANDING ORDERS ...................................................................... 2

( SAMPLE- EACH CHIEF ENGINEER TO PREPARE HIS OWN STANDING ORDERS) ................ 2

3. CONTROL OF HAZARDOUS MATERIAL USED ON BOARD .......................................... 4

4. ENGINE ROOM EMERGENCY PROCEDURES ............................................................... 7

4.1 SHIP SPECIFIC PROCEDURES ........................................................................................ 7

4.2 MEASURES IN CASE OF FIRE IN ENGINE ROOM ....................................................... 11 4.3 MEASURES IN CASE OF GROUNDING ( SPECIFIC TO ENGINE ROOM) ................. 12

APPENDIX 4(B) : ENGINE ROOM CHECKLISTS ....................................................................................... 1

E/R CHECKLISTS NO. 1 - STEERING GEAR TEST ........................................................................ 1

E/R CHECKLISTS NO. 2 - ARRIVAL PORT ..................................................................................... 1

E/R CHECKLISTS NO. 3 - DEPARTURE PORT .............................................................................. 1

E/R CHECKLISTS NO. 4 - SHIFTING ............................................................................................... 1 E/R CHECKLISTS NO. 5 - UMS OPERATION ................................................................................. 1

E/R CHECKLISTS NO. 6 - AUXILIARY ENGINE START/STOP ...................................................... 1

APPENDIX 5 - SAFETY OFFICER INSPECTION CHECKLIST .................................................................. 1

APPENDIX 6 - OIL TANKERS – PERFORMANCE OF VOYAGE WITH UTMOST DISPATCH & AVOIDING CARGO CLAIMS ............................................................................................ 1

APPENDIX 7 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ................................................. 1 APPENDIX 8 - PRIVATE MARITIME SECURITY COMPANY (PMSC ) PROCEDURES ............................ 1

APPENDIX 9 - THE CONTENTS OF THIS SECTION ARE APPLICABLE TO MERCHANT VESSELS FLYING THE DANISH FLAG ............................................................................................ 1

APPENDIX 10 - CONTACT DAMAGE DUE TO TUGS AND SHORE FENDERS ....................................... 1

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Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Appendix 2

Checklist No. 1: Page 4/4

DOCUMENTATION FOR KEY MEETING: DISCHARGING This Document complies with Section 22.4 of ISGOTT (Pre Transfer exchange of Information). This document is to be filled in addition to the ship shore safety checklist. Many terminal have their own documentation for pre transfer meeting and the items filled in the terminal document need not be repeated in this document but entry made: “APTD” – As per terminal document. PRE TRANSFER EXCHANGE OF INFORMATION : DOCUMENTATION SHIP TERMINAL/

SHORE 1. Cargo Specification(density/temp./pour point) 2. Hose connection available *

3. Preferred order of discharge / Acceptable order of discharge to terminal*

4. Max Attainable/ acceptable discharge rate * 5. Max Attainable/acceptable discharge Pressure* 6. Cargo Specification discussed

7. Any toxic component in cargo like H2S, Benzene etc

8. Flashpoint & Temperature of cargo, if applicable discussed

9. Any characteristics of cargo like Vapour Pr. discussed

10. Distribution of cargo by grade & quantity discussed

11. Quantity and distribution of Slops, if applicable 12. Tank cleaning including COW is required. 13. Ballast to be taken on Board:

Commencement time & Duration

14. Advise if shore connections are common with each other

15. Nominated quantity of cargo to be discharged 16. Any booster pumps on shore line 17. Any terminal restrictions (Max. Draft/Freeboard) 18. Limitation on the movement of arm/hoses 19. Water dips in cargo tanks (where applicable)

20. Any unaccountable change of ullage in ship’s tanks since loading

21. Status of AIS – Switch-Off / Low Power

- Circle / Highlight the accepted figure Remarks :

Ship Terminal

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Checklist No. 2 : Page 1/3

CHECKLIST NO. 2 - PRIOR LOADING VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. Confirm all Valves in Pump Room and on deck are shut. 2. Quality of IG in tanks checked, confirmed below 5%, tank sounding taken and

quantity of slops determined and informed to charterers and terminals

3. Hydrogen sulphide readings in tanks below port requirement as required by agents/port authorities. (max 5 ppm at tank bottom).

4. I.G. pressure in tanks lowered to 100-mm w.g. for gauging. 5. All I.G. valves are open and locked. 6. At manifold where gauges not connected, plugs in position. Manifold pressure

gauges covers to remove

7. Independent High-High level alarms for all cargo oil tanks checked for audio /visual alarm and in order (set to 98%)

8. Remote cargo oil tank level gauge alarms checked and in order (set to 95%) 9. Surface of segregated ballast checked for oil. Appropriate Log entry made. 10. Paper is present in I.G. Recorder in CCR and recorder is switched on. 11. Portable Oxygen analyzer calibrated. 12. PV Breaker level checked at zero pressure. (Shut all Branch IG valves and

open Mast Riser, then reset all branch IG valves to open position and locked – refer point number 5)

13. Mast Riser flame screen checked. IG Main & Mast Riser drained. 14. Isolating valves between IG and cargo lines are shut and the blank shut 15. Pump Room Bilges dry/clean. All Pumproom lights/shades checked. One

flashlight kept at pumproom bottom.

16. Pumproom gas alarms and Bilge alarm checked. 17. Following various drain valves shut at manifold: a. Marpol valves at manifold. b. Marpol line drain valves to COTs. c. Drip tray valves to deck. d. Drip tray valves to COTs. (If provided) e. Main line vent valves. F. Manifold drain to drip tray should be fitted with drain cap and same to be

plugged/tight

18. Cargo system seachest and overboard blanked. 19. Manifold reducers as per shore requirement. Blanks on all manifolds with

bolts in each hole. Tools/gaskets ready.

20. Hydraulic system for valve operation, oil level checked. Also, forward and aft hydraulic units oil level checked. Emergency hand operated hydraulic unit checked. All hydraulic valves tried out for satisfactory operation. The Cargo Tank Main Valves checked for correct duration for opening –closing to avoid unexpected pressure surges during loading operations.

21. Portable gauging equipment in readiness. IMP: UTI tested, temperature readout compared with thermometer.

22. Loading plan, crew list kept along with safety plans at break of accommodation.

23. Empty 200 ltrs. Drums with brooms and buckets ready on Deck 24. Portable Wilden Pumps to be rigged and checked for satisfactory operation 25. Pilot ladder checked and cleaned. Gangway air hoses rigged. 26. Midship Cargo Hose Cranes Tested for satisfactory operation &

overload Trips.

27. Cargo Loading and Deballasting plan prepared. Verified by Master. 28. Officers/crew briefed.

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Checklist No. 2 : Page 3/3

DOCUMENTATION FOR KEY MEETING : LOADING

This Document complies with Section 22.4 of ISGOTT (Pre Transfer exchange of Information). Document This is to be filled in addition to the ship shore safety checklist. Many terminal have their own documentation for pre transfer meeting and the items filled in the terminal document need not be repeated in this document but entry made : “APTD” – As per terminal document. PRE TRANSFER EXCHANGE OF INFORMATION : DOCUMENTATION SHIP TERMINAL/ SHORE 1. Cargo Quantity Nomination* 2. Hoses connection available * 3. Initial Rate / Maximum Loading rate* 4. Topping off Rate / Ship or shore STOP 5. Max pressure at ship shore manifold*

6. Maximum Acceptable cargo temp, if applicable / Loading temperature for shore

7. Preferred order of loading/Line displacement Qty 8. Last Cargo Carried 9. Method of Tank cleaning, if applicable 10. If Vessel has Part Cargo on Arrival, Details

Grade Volume or Quantity Tank Disposition

11. Proposed distribution of cargo discussed with terminal

12. Maximum Acceptable true vapor pressure if applicable

13. Ballast on Board Disposition Quantity Composition Time required for discharge of Ballast Maximum light Freeboard

14. Quantity, Quality and disposition of Slops 15. MSDS available for cargo and given to ship

16. Any characteristics of cargo requiring attention informed(density/temp./pour point)

17. Standby time for normal pump stopping 18. Limitation on the movement of arm/hoses 19. Max. Depth/draft at berth 20. Status of AIS – Switch-Off / Low Power * - Circle / Highlight the accepted quantity Remarks :

Ship Terminal

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SHIPMANAGEMENT LTD.


Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Appendix 6 SO Checklist : Page 3/13

In Transit Evaporation Losses: The hydrocarbon vapor loss induced by the vessel movement while at sea and climatic changes during the voyage and is dependent on vessel condition, the use of IG and cargo Volatility (High RVP – Reid vapor Pressure). An unavoidable cargo loss also occurs during cargo loading, crude oil washing and discharging operations. Please be aware evaporation losses, even for moderate volatile cargoes accumulating since loading till completion of discharge can be experienced in the ranges of 0.1 to 0.3% (or more). The extent to which the P/V valves and/or mast riser are open during the voyage is to be recorded in the Cargo log book. Ensuring a positive IG pressure in the Cargo Oil Tanks also helps in reducing evaporation losses during the venture. ROB Claims: The ROB Claims can be split in three potential areas:

1. Claims caused by loss of heating or inadequate heating onboard ship, sometimes coupled with extreme external environmental temperatures at time of discharge.

2. Physical pumpability criteria of the oil and the ability of the pumps to pump it. In this respect always consider gassing of the COPs and the loss of suction that result.

3. Sediments and/or sludge from the cargo or trim restrictions imposed by discharging ports which prevent the free flow of oil to the suction end of the cargo discharging system aggravated by presence of internal obstructions in the cargo Oil Tanks.

These claims are hotly pursued as the loss to cargo owners is physically provable and receivers may regard the vessel as inadequately equipped or ‘uncargoworthy’ causing large ROBs to exist which should, under normal circumstances, have been discharged. Please be advised, the protection against ROB claims is not easy and requires understanding of the problems and vigilance on part of the ship staff. Planning and executing COW effectively can improve vessel’s outturn by minimizing the sludge/sediment content in the Cargo Oil Tanks. (Minimum 25% of the COT’s has to be COWED during each discharge; few terminals allow 100% COW, always remember the extent of COW will influence the ROB quantities upon completion of discharge and the cargo outturn – though evaporation losses have to be taken into account). The accuracy of cargo surveyor’s calculation for the ROB quantities an also be questionable. The use of all the four gauging points provided for each COT has to be done when the vessel is carrying high paraffin or wax contents or high viscosity cargoes and when the terminals impose trim restrictions to the vessel. Please remember the cargo surveyor shall establish to what extent the ROB quantities are Reachable/Pumpable and hence free flowing to the suction end of the cargo discharging system. The surveyors invariably simply state that the Cargo is ‘Liquid’ as determined by them. The master should not sign ROB reports showing limited evaluations without making reservations. Points to Consider against protection of ROB claims must include:

1. In case of ‘Normal Crude’ not requiring heating and not having high RVP, good COW and Stern trim (at times a list to the side where the bell mouths are located) should overcome most problems to minimize ROB. The aim should always be to perform 100% COW (If permitted by the terminal).

2. Master to lodge protest if the terminal does not allow COW and adequate Stern Trim. (if Marpol COW is not allowed protest is important as master will be held liable for breach of Marpol).

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3. It is most important to lodge a protest at the time stating the vessel cannot, therefore, be responsible for any resulting cargo loss. To lodge a protest after the discharge is finished, or after the vessel sails out is not effective, as it denies the receiver the opportunity to withdraw the restriction.

4. Please keep the Owners and the Managers closely advised in case of vessel ending up with High ROBs in good time, so as to protect the Owner’s interests and making arrangements for P&I surveyor if required to assist Master.

Water in crude Oil: Please note many claims associated with quality aspects of the cargo are presented as oil shortages due to presence of water found in crude oil cargo at the discharge port. This is free water which has settled during the voyage. Many crude sales are based on NSV (Net Standard Volume) that is dry oil after deduction of BS & W (Base Sediment & Water). The cargo documents showing ‘NIL’ BS & W after completion of loading shall not be accepted and strongly contested, sine the non-existence of sediment and/or water in the crude is in principle not realistic. The ship cannot measure sediments but free water content can be checked. In load port always take water dips and check for free water and lodge a protest for ay free water which is found plus for any additional free water which may settle out during the voyage settling time at load port is insufficient. In recent times there have been incidents (West African Ports in General and Gabon/Angola ports in particular with Djeno crude) where the free water is not showing on the water finding paste, however the UTI gauge is detecting the free water. It has been noted that the free water getting settled during the voyage is much higher than as predicted from BS &W report for the crude oil. It is not clearly understood at this time why the standard water finding paste is unable to detect the presence of free water in these cargoes. This could be due to the characteristics of the cargo itself or of the water which at times is trapped as emulsions with the crude oil and doesn’t get separated easily. This phenomenon could exist in any port or type of crude oil. Thus from now onwards as a precautionary measure and to exercise good prudence following to be complied with:

1. Use both the water finding paste and the UTI for detecting presence of free water at the loading port and subsequently. Any discrepancies noted for free water by these means to be immediately reported to the Owners, commercial operators and Fleet Cell. They may then consult with charterer and the P&I club ad appoint surveyors to record the condition, and cargo buyers can take adequate measures to protect their interests as per the contract of sale of the cargo. The Owners, Commercial managers, Charterer, Ship Master and Managers will invariably not know the sale contract terms. Thus raising the red flag early is very necessary so that cargo owners do not later blame the owners or charterer for excessive free water in the cargo.

2. Suitable LOP to be issued by the master to cover Owner’s interests. Please clearly indicate the methods used to determine the free water on the LOPs and the water dip reports. (I.e. vessel used both water finding paste and the UTI for detecting free water and the results of these methods).

3. Take samples from the bottom of the tank of the free water and get it witnessed and signed by the attending surveyors and P&I surveyor (If onboard).

4. When vessel is en-route take the free water samples by both the water finding paste and the UTI, three days after sailing and thereafter every five days and alert the Owners, Commercial Operators and Fleet Cell. Issue another LOP if free water is detected, or its quantity changes by any or both the methods and any considerable differences exists between the two methods of detecting free water.

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5. At discharge port take samples from tank bottom for presence of free water (Witnessed & signed by the surveyors and the P&I surveyor).

6. Owners will arrange P&I surveyor also at discharge port in case major discrepancy exist in cargo figures due to free water or simply gauging errors.

Heating Cargo: In case of heated crude oils, it is most important to ensure that vessel’s charterer’s provide clear instructions for heating on the voyage and throughout the discharge, ensure these instructions are complied with and recorded. Note should be made that VLCC are not fitted with the heating coils in cargo spaces. During discharging ship staff to ensure the cargo below the heating coils is stripped out as quickly as possible PRIOR ARRIVING LOAD PORT AND AT LOADPORT:

A) On receiving Voyage instructions:

1. Send copy of the Voyage instructions to Owners and/or commercial operations and WSM. Seek guidance if necessary.

2. Plan to load the cargo as per the charter party requirements, pertaining to grades, quantities to load and cargo segregation.

3. Send the stowage plan to Charterer’s and agents under cc to Owner and/or commercial operator. Any issues or doubts have to be sorted out before commencing loading.

4. Check if Charterer has instructed Master to sign B/L, or if instructed Master to issue Letter of Authorization to Agents to sign B/L on Master’s behalf. If Master to sign B/L or issue Letter of Authorization, and Charterer or Agents provide format of letter, then make sure it states that “B/L’s to be signed in accordance with Governing Charter party” – the Bill of lading should make reference to a charter party by its date.

- Ensure that you inform owners and/or commercial operator before arrival that you have been asked to issue letter of authorization. Send them format to be used and obtain their consent. Alternatively if Master has been asked to sign the B/L’s himself make this clear and state the requirements of the charterer which the Master has to check before he signs the B/L’s. Remember that when B/L’s are issued by the Master or by the agents on behalf of the Master, the B/L’s are in effect being issued on behalf of the owners / commercial operators and they effectively become the carriers of the cargo with full responsibility to deliver it as loaded on board and accepted under the B/L’s. Therefore it is not just that Master has to take charterers instructions into consideration but also has to bear in mind the onerous responsibility the owners takes on, when B/l’s are signed on their behalf. Thus owners and/or commercial operators must be consulted and given an opportunity to comment and guide before the B/L’s are signed.

- Check B/L format especially for Freight Clause. If ‘Freight Prepaid’ is written, immediately inform Owners and/or commercial operators and seek instructions.

- B/L date must be date of completion of loading and not Pre- Dated or Post Dated. Any issue with this consult Owners and/or commercial operators.

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- If B/L is to be carried on board, inform Owners and/or commercial operator advising how many originals to be signed and how many will be on board and seek instructions.

- The B/L should normally incorporate the legal defenses available to ship owners for losses arising as a consequences of ‘Inherent Vice’ (S & W, Wax Precipitation, Volatility etc.) attached to the oil cargoes carried onboard.

- If Master has been authorized to sign B/L’s himself then once B/L’s are presented for signature Master must check all above and sign only if everything is in accordance with the charterers’ instructions and the owners / commercial operators instructions. It is best if the Master can quickly scan the B/L as presented for signature to the Owners/Commercial operators and to the charterer and obtain their consent before signing it as presented. Any doubts or concerns should be clearly expressed by the Master. The email should be followed by a phone call to alert the concerned at owners/commercial operators/charterers office to pay attention and revert quickly their consent to the Master to sign the B/L so that no delay to the schedule of the ship occurs. When circumstances allows, Master shall await voyage charterer’s approval before signing any B/L.

- For the different grades of cargo, vessel shall always issue separate LOPs for each B/L. for same grade of cargo shipper may issue several B/Ls, please issue separate LOPs if the parcels are segregated in independent tanks along with the usual LOP issued for total quantity where practical.

- In case master has any doubts or if for any reason he cannot contact the Owners, Commercial operators or charterers for such important matters, he must not hesitate to call the managers to consult and obtain guidance.

5. Carry out a key meeting with the Terminal representatives and agree on the procedure and precautions to be taken during the cargo operations. Complete the Ship-Shore Safety Checklist as per ISGOTT.

6. The loading plan has to be made with reference to ISGOTT chapter 22.5 and the Tanker manual section 4.

7. The Ship Specific Checklist (Appendix 2 – Prior Loading) to be complied with.

8. During loading the following precautions have to be taken:

a) Always line up correctly and double check that the line up is correct – it is always better to set up a system of pilot, co-pilot for the CCR operations, where the line up and the cargo operations are monitored by the person in charge of the cargo operations and also the duty officer. It is recommended the line up to be done by the Duty Officer under supervision of the Chief Officer, so as to avoid errors in Line ups.

b) The vessel’s maximum loading rates per cargo Oil Line, the venting capacity for individual cargo oil tanks and the maximum venting capacity has to be conspicuously posted in the CCR and ship staff to be very familiar with these capacities (Never exceed rates greater than the vessel’s designed capacities)

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c) Start at a minimum rate and only open one set of tanks, ensure cargo is coming in those tanks and re-check the line up is correct. Set up a good watch at the manifold. The manifold pressure has to be monitored diligently. Any abnormal increase of manifold pressure is to be instantly reported and cargo operations stopped immediately and the line up re-checked.

d) Check all the lines on deck and the pump room for any leaks, once it is confirmed the line up is correct and cargo has started coming in the designated tanks, start slowly increasing the loading rate to maximum, at the same time keep a good watch on the pipelines on deck and in pump room for any leaks. Manifold pressures to be monitored continuously. Open other cargo tanks for loading as per the loading plan.

e) Monitor the tanks which are non-nominated for the Cargo – ensure no cargo is coming into those tanks. Log this check hourly in the CCR log.

f) Ensure the Independent High-High level alarms are operational and tested prior to arrival load port. The UTI’s has to be maintained as per the tanker manual guidelines, compare the remote level gauge readings with the UTI’s at various stages of loading to confirm the remote gauges are working in good order.

g) Cargo rates to be calculated hourly, Compare the ship and shore figures every hour, any large discrepancies in the ship-shore figures have to be investigated and the reasons for such discrepancy established, if required the cargo operations to be stopped and confirm all is in good order.

h) Establish the API and accurate loading temperature of the cargo prior finalizing ullages for Topping off.

i) During topping off, ensure the rate is not high and is reduced in good time to the agreed topping off rate during the key meeting. It is recommended to keep the IG pressure below 200mm WG. Ensure the vessel is upright and there is no list. Keep the trim to minimum when the tanks are being topped off, preferably even keel as this enhances accuracy of cargo intake. Keep a good check on the manifold pressure. While topping off the manifold pressure should be close to zero (ideally zero). For the final 3 meters ullage the tanks being topped up have to be manned with deck personnel with UTI until the tank is safely topped up to the required level.

j) All measures to be in place to avoid any advertent pollution while de-ballasting. Always check the surface of the ballast visually before arrival and ensure no signs of oil on the surface exist. If any oil is noted inform the Managers immediately and seek guidance before de-ballasting the tank.

k) De-ballasting to be in sync with the loading as per the loading plan, always try to finish the ballast much before the cargo oil tanks are coming for topping up and secure the ballast system, then the focus is only on cargo loading. Always check the ballast visually before de-ballasting for any signs of oil contamination. Man the ballast overboard and monitor for any signs of oil pollution. The ballast tanks atmosphere to be checked on a daily basis and HC detected has to be investigated. For vessel’s having gas detection system in ballast tanks, the system to be well maintained and checked for satisfactory operation, any gas alarms to be investigated thoroughly with full safety

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precautions in place and under information to the managers the trouble rectified in a timely manner

l) In case of line displacement, carry out accurate calculations when the line displacement has to commence, it is recommended to work out the ullages for the tanks to be loaded in good time with anticipated Trim (Try to keep it to minimum and ensure vessel is upright). Always apply the VEF for the line displacement calculations also (As this makes a difference in case of large line displacements)

m) After completion of cargo, while gauging ensure the vessel is upright and even keel (If possible – too large a trim induces quantity calculation errors, however in no case shall the vessel be down by head)

n) During gauging ensure a responsible duty officer is with the surveyors (At times only pump man and cadet are doing the gauging which is not accepted). Ensure only closed gauging and closed sampling is done. Measure the Cargo temperature at three levels of the tank (Top – Mid and Bottom, wait for some time until the temperature settles – note down the reading and then lower to next level – follow same procedure so as to obtain accurate temperatures). An error of1°C in temperature produces an inaccuracy in the volume at standard temperature of approximately 0.1%. Check for any free water which has settled and note protest as advised for Free water in crude oils. The UTI used for gauging has to be certified and calibrated for level and Temperature.

o) If the vessel is rolling/Pitching (When in exposed berths/SPMs) – the accuracy of the ullages can be enhanced by taking an average of ten readings – ensure a protest to this effect is lodged to the terminal, as rolling/pitching can induce significant errors on the calculated volume loaded.

p) Please tender following note of protests as applicable:

1. B/L- Ship Figures Difference. 2. Free Water already found and for settling during the Voyage. 3. Any Loading Restrictions causing Delay. 4. Any Delays on Shore Side 5. Changes in declared API and temperature leading to cargo shortage (In case). Early Departure Procedure: In certain busy oil ports, it is the practice, in the interests of expediting the turnaround of tankers, to offer the master the opportunity to utilize the ‘early departure procedure’ (EDP). This system was devised in the light of many years’ experience of tanker operations and shore figures after loading. On arrival at the loading berth the master agrees that on completion of loading, the loading hoses will be immediately disconnected and the ship will sail to a pre-agreed location/ inter-mediate port and the Independent surveyors placed onboard shall carry out gauging and sampling. In some instances the ship is asked to return to the load port for a re-check of the figures. As soon as the bill of lading figures are prepared, they are cabled to the Master who then compares the B/L and ship’s figures. Provided he is satisfied, the Master then authorizes the agent to sign the bills of lading and other related documents on his behalf. If there is significant difference between the B/L figures and the ship’s figure (more than 0.25%) a suitable LOP to be sent to the agents for obtaining terminal’s signature. The EDP should only be done when the voyage orders specifically state that EDP is applicable. With communication facilities provided onboard have vastly improved onboard, it is always prudent to keep the Owners and

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Commercial operators closely updated with the progress of loading, the results of the gauging, the shore figures (B/L figures) once obtained and any other relevant information which can result in any kind of claim against the vessel. If in doubt, please contact the Owners/Commercial Operators immediately to seek their advice. EDP may involve the Master issuing a signed but otherwise blank bill of lading form. Alternatively, the bill of lading may be completed except for the quantity or weight. Clearly this procedure exposes the vessel to significant liabilities. Accordingly, if the Master is requested to follow EDP and sign a blank bill of lading or Bill of lading completed except for the quantity or weight, he should refuse and contact the Owners, Commercial Operators and Fleet Cell immediately for advice. It is important that the implementation of the EDP does not expose the ship to any unwarranted liability caused by an unexpected passage loss, in turn attributed to unreliable gauging at load port. DURING THE LOADED PASSAGE:

a) All the line crossover valves and drop valves to be left open to avoid excessive pressure build up in the Cargo oil lines resulting in leakages of cargo oil from the flanges/dresser couplings.

b) Ensure a good positive IG Pressure (between 800-1000 mm WG) is maintained throughout the passage to minimize evaporation losses. Any venting done via mast riser to release excessive pressure build up in tanks due volatility of cargo and cargo expansion due increased ambient temperatures must be recorded in the CCR log (Time started venting, IG pressure at Start of venting and IG pressure on completion of venting to be logged in CCR log).

c) Inspect all the P/V valves are in good condition and none of them is leaking, all the portholes, manholes and tank dome covers to be well secured to ensure there is no leak of cargo or cargo vapors.

d) Check for free water using both methods (Water Finding Paste & the UTI) on the third day after loading and thereafter every five days for long voyages. Three days prior arrival again check for free water and keep the Owners and WSM well advised of the free water noted. (Please keep in mind in a seaway full form vessels go down by the head due squat, in that case also check for free water from the forward gauging points).

e) Check the ballast tank gas readings on a daily basis, if any HC is detected the source of same has to be identified. if any breach of cargo tank boundary is noted/suspected inform the Owners and WSM immediately for establishing repair measures. Vessel’s fitted with fixed gas detection system to ensure the system is working satisfactorily and checked, calibrated and tested as per maker’s guidelines, any alarms given to be investigated thoroughly.

a) At least 72 hrs prior arrival Cargo systems should be tried out and pipe line pressure test to be carried out as mentioned in section 13.1 After completion of the checks and tests the lines (Top as well as bottom lines) to be stripped and the cargo returned back to the tanks from where the cargo was taken for pressure testing. The entries of these tests to be made in the ORB part II and CCR Log. Check all the remote and local pressure gauges for satisfactory operation, Check the remote level gauging system and its associated alarms are in good order.

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b) Test for the Cargo cranes safe operation and their emergency cut offs/Trips, try out all the mooring winches and windlasses, test the remote hydraulic valve system for satisfactory operations.

c) Carry out all the checks and test of the Inert Gas System and defects noted to be rectified on an urgent basis.

d) Make a discharge plan as per the Grade and port rotation and send it to WSM for approval, prior discharging all the personnel involved with cargo operations to carry out a briefing of the Discharge Plan.

AT DISCHARGE PORT a) Check with the agents before arrival under copy to owners, commercial operators and charterer if

Original B/L is at hand and will be presented.

b) Do not release cargo unless original B/L is presented to Master and is duly endorsed by consignee, or their agent. Send Copy of Bill of lading immediately to owners and/or Charterers advising its receipt and that you are releasing cargo to the consignee. If no Bill of lading is presented to the Master do not discharge the cargo and inform Owners and/or Commercial operators and Charterer of the situation immediately.

c) In case destination is changed during the voyage inform all parties. Owners may take LOI from charterers for change of destination as B/L will have original destination stated on it.

d) Only Owners and/or Commercial operators can authorize in writing to Master to release cargo without original B/L being produced. Owners will likely have taken LOI from charterer if this is to be done. They will email Master with instructions to release cargo; Master is not authorized to accept any LOI from anyone for any matter. If Master is presented with a LOI inform Owners. Only owners can accept a LOI.

e) Carry out pre discharge key meeting and comply with the ship/shore safety checklist, agree with the initial starting rate, Maximum discharging rate, COW procedures and tanks to be COWED (Marpol requirement to be complied with else lodge a protest), time for final line stripping.

f) The discharge plan to be made with reference to elements contained in ISGOTT chapter 22.6. Also refer tanker operation manual section 6 and be in compliance with the guidelines provided there.

g) Ensure compliance with discharging checklist provided in the tanker Operation manual.

h) Ensure while gauging the vessel is upright and even keel so as to minimize errors in cargo calculations. Reduce IG pressure to 200 mm WG, Ensure the temperature readings are taken at three levels (Top/mid/bottom) of the tank. If the vessel is in a exposed berth or SPM, lodge protest for inaccuracies in ullage readings due vessel rolling/pitching.

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i) Only after confirming there is no discrepancy in the cargo quantity should you open the tank valves to prime the bottom lines and COP’s.

j) Start IG prior commencement of discharge and ensure IG plant is delivering O2 below 5%. Remember the discharging operations have to be stopped if the IG fails or doesn’t operate satisfactorily. In case of IG system failure inform WSM and owners before informing charterer and terminal. Fresh air is not to be admitted into the cargo tanks. Only in extreme circumstances after due consultations with all parties and with all precautions in place owners may permit fresh air to be admitted in the cargo tanks as an exception.

k) Post watches at manifold, on deck port and starboard side (In SPM one man with Radio to watch the SPM moorings) and the pump man in the pump room.

l) Start the cargo at slow rate using only one COP, ensure there are no leaks reported from the vessel or ashore, closely check the hose connections are not leaking. Once shore confirms all satisfactory, gradually increase to the maximum discharge rate, closely liaising with the shore.

m) Ensure sufficient trim and appropriate list to the side where the cargo bell mouths are located is provided to achieve better performance and NIL ROB.

n) Monitor the non-nominated tanks for any changes in ullage.

o) Reduce the COP’s rpm as the tank level falls below the low level limit to avoid vortex affect and gassing up of COP, be careful when handling high volatility cargoes. AUS to be kept ready (If provided) when the tanks reach NPSH levels and used judiciously. Be well versed with the pump capacities (Q-H Curves so as to optimally utilize the pumping capacity – posters to be conspicuously posted in CCR for ready reference).

p) Carry out Crude oil washing as per the plan after ensuring terminal’s approval for same. (25% of the cargo tanks are to be Cowed as per Marpol)

q) Before discharging the oil in the slop tanks, check all the cargo oil tanks are empty and ROB is NIL. If any oil is found in some tanks strip it dry using the eductors.

r) After completion of discharge all the lines and pumps to be stripped using the stripping pump and discharged ashore via the Marpol line

s) Following Note of protests to be tendered as applicable

1. Any restrictions by the port affecting vessels discharge performance. 2. Free water in the cargo. 3. Any restriction of Trim and COW operations at the terminal. 4. Protest against unpumpable cargo by vessel’s pumping arrangements. 5. Any errors induced due to rolling/pitching (Exposed berth/SPM) 6. Any delays or any non-compliance or limitations, issues which can result vessel liable for any loss in

future, by the Terminal.

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SAMPLING: The following representative samples should be secured to ensure adequate evidence is preserved of the cargo and its documentation as the need arises.

1. Composite cargo sample of all cargo oil tanks at Load and Discharge Port 2. Free Water Samples at the Discharge Port 3. Cargo samples taken at Ship’s Manifold at the commencement, Middle and Completion of Discharge.

SHIPBOARD RECORDS: Vessel to ensure the log keeping and record keeping is well maintained as they are very closely scrutinized in an event of any undesirable incident. The logs and records to be maintained onboard shall include but not be limited to the following:

1. It is essential for the defense of possible cargo claims that the ship maintains certain documentary records of cargo operations.

2. A voyage abstract (deck and engine) 3. Notice of readiness 4. A port log 5. Pumping/loading records 6. Stowage plan 7. Loading and discharge port calculations 8. Details of any cargo transfers. 9. COW Log. 10. IGS Log. 11. They may also include records of all oil transfer, whether loading, discharging or internal and including

bunkering operations. Records will assist not only with the defense of shortage and contamination claims but with handling of other possible disputes including performance claims and demurrage and dispatch disputes.

12. The entries to be made correctly in the Oil Record Book Part II. Some Important Points:

1. Pay careful attention to prior loading and prior Discharge onboard surveys to limit the scope and extent of ‘Imagery’ or paper losses occurring. Protest over large ship/shore VEF adjusted differences in quantity (Over 0.25 %) based on calculations following industry standards.

2. Ensure that ROB certificates are issued upon the completion of discharge to show that all ROB quantities are unpumpable and are endorsed to show that the ship’s cargo equipment is in good working order. This should be supported by results from using the tank’s four gauge locations as per Marpol requirements. In many places, shore cargo inspectors are reluctant to describe oil as ‘unpumpable’ and may prefer to use the terms ‘liquid/non-liquid’. This is not satisfactory and should be avoided if at all possible because it leaves cargo owners in a position to claim pumpability and to attempt to activate a charterparty retention clause, albeit unlawfully, if the clause requires the cargo to be pumpable. It is strongly recommended that masters contact their Club representative and the ship’s operators for advice if a dry tank certificate showing oil remaining onboard as being unpumpable cannot be obtained.

3. Avoiding ship sailing from the discharge port with a ROB that is described as other than unpumpable without consulting with the owners, WSM and P&I club.

4. Securing Master’s protests in situations where it can be ascertained that surveyor’s employed by cargo interests do not have sufficient experience or fail to continuously monitor the Cargo Operations or take the time to take sufficient cargo measurements and/or sampling using industry standard methods.

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5. Being aware of the potential evaporation losses in transit and during cargo operations, including COW, and the need to ensuring adequate adjustment of ship’s PV valves during ocean voyages.

6. The largest volumetric losses are likely to occur when there is transfer from one container to another. This means that quite large losses can occur when pumping the cargo from the ship to the shore. Where lightering is involved there will, inevitably, be a greater risk of volumetric losses between the ocean carrying ship and the shore tanks. Where COW is performed, the potential for volumetric losses is greater since the cargo is being formed into a high pressure spray and partially atomised.

7. Being aware of Crude oil cloud point and pour points, ambient temperature conditions during COW operations and the extent to which they are decisive for ROB quantities. Securing representative cargo composite samples for the purpose of making analysis at later dates.

8. Being aware of the ability of different cargoes to retain water in suspension, conversely their readiness to release water as free water beneath the cargo and the potential this may have to create cargo shortage claims. Support with Free water samples prior discharging and samples taken at ship’s manifold at the time of loading.

9. Ensure master file protest if surveyors employed by the cargo interests are not following API/IP or ISO standards and/or show lack of competence.

10. At load port and discharge ports – Masters to be careful about correct time & place of tendering the NOR as per the terms of the charter party, it is prudent if in doubt to clarify the NOR tendering time and place from the vessel’s commercial operators.

11. Professional, safety conscious and knowledgeable conduct of operations and courteous communications with Terminal supervisors, cargo expeditors, surveyors and inspectors is paramount for maintaining the good reputation of the vessel, her crew and her owners.

NOTE: Please also be guided by publication from North of England P&I Association “Shipboard Petroleum Surveys – A Guide To Good Practice” contained in Maritime Safety CD (Publications CD).

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Tanker Operation Manual

Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Appendix 7 : Page 1/8

APPENDIX 7 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) General The guidelines and instruction in this annex are additional to the requirements of Marpol. Vessels are to comply with Marpol requirements and the instructions herein are voluntary additional company requirements based on industry best practice and our own experience. Environmental Ethics Environmental Compliance is extremely important to Wallem. There is an expectation that each and every employee, both ashore and afloat, demonstrates the Company’s commitment to protecting and sustaining the environment. The Company has made available to all employees an Open Reporting Line, served by a 24-Hour phone (852 2876 8363 ) and a dedicated email mailbox ([email protected]), intended to facilitate the reporting of environmental non-compliance activity, environmental hazards, or a breach of any regulatory or Company policy related to environmental protection. It is a requirement and expectation that every individual with knowledge of any deviation from Wallem Environmental Compliance Program or any otherwise unethical conduct shall report this to their department head or to the DPA as soon as practical. Marpol Compliance statement All crew members joining a Wallem managed vessels are to sign a Marpol compliance statement.

Coverage Wallem Marpol Compliance Program ( WMCP ) coverage is limited to Marpol I and Marpol V.

The additional requirements are mainly with respect to Engine room wastes. There are no additional requirements under WMCP for sewage which is covered under Marpol IV. The main focus of WMCP is for Engine room waster under Marpol I, garbage under Marpol V and as below for tankers under Marpol I.

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Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Appendix 7 : Page 1/1 Master Self Audit Checklist

WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) – Masters Self Audit Checklist Name of the Vessel: Date: ____________ Notes for Master: The checklist is to be checked and filled within 7 to 15 days of joining. The completed copy of this checklist is to be sent to the Superintendent with copy to the fleet. Any deficiencies noted should be sent in the text of the mail.

1.0 General 1.1 Marpol Special Area and ECA poster is available on board 1.2 Officers and Engineers on board aware of Marpol Special area and ECA areas 1.3 The Ballast water exchange record, Ballast handling log, Training with respect to ballast water

management plan and Ballast water reporting forms for various port states maintained onboard

2.0 Marpol Annex I 2.1 Master to Verify with Chief Engineer on the following

a) Proper functioning of all Marpol Pollution Prevention equipment ( MPPE) i.e OWS, Incinerator, Sewage treatment plant, communiter and ODMCS for tankers

2.2 Master to check that ORB is being signed by C/E and duty Engineer for entries and Master is signing at bottom of page

2.3 Master to verify with all Engineers individually: a) All Marpol equipment in good working condition i.e OWS, Incinerator, Sewage treatment

plant, communiter and ODMCS for tankers b) Familiar with operation of Marpol equipment

2.4 For Tankers, ODMCS is operational and records in ORB ( Cargo ) are in order

3.0 Marpol Annex V 3.1 Is the Garbage segregation satisfactory on the vessel?

Note for Master : Garbage segregation to be checked at the Garbage station, Galley, Pantry and cabins. There should be no paper, plastic or bottle fin bin marked “ food waste “ in the galley.

3.2 Entries in Garbage log are up to date, consistent and recorded regularly? Note for Master: Check entries under different Categories made correctly. There should be no entry in cat B if vessel does not have comminuter and is in special areas. Cat B should normally be between .01 to .04 M3 with a larger amount on the first day after departure.

3.3. Entries in Garbage log for shore disposal is recorded correctly. Note for Master: Entries should be made in Garbage log for garbage disposal ashore. Quantity in disposal ashore receipts should match the entries in the garbage log. Garbage landing certificates to be attached to the Garbage Log Book.

3.4 Does the vessel have a Waste Management Plan Note for Master : the ship specific flow chart on page 27/120 should be highlighted as applicable to the vessel

3.5 Where applicable, do the entries for the disposal of cargo residue to sea include the start and stop times and their positions?

3.6 Are Special Garbage Wastes handled correctly? Note for the Master: condemned batteries , expired medicines, condemned pressurized cans, printer cartridges and expired pyrotechnics to be only disposed to shore reception as per instructions in Page 11/120 of Garbage Management Manual & Record book

3.7 Has the processing equipment on board as per Page 28/120 of the Garbage Management Manual and record book been completed?

3.8 Has the garbage storage table on page 29/120 of the Garbage Management Manual and record book been completed?

3.9 Officers aware of Wallem requirement for PSSA? For Bulk carriers, officers aware that cargo residue can be disposed in PSSA with office approval? 3.12 Officers aware of no garbage disposal(including food waste) in Bohai Sea and Torres strait

Name of the Master: _______________ Signature : _________________

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Wallem would then obtain quotes from various security providers and obtain owners approval for the deployment. Wallem has carried out due diligence audit of three security companies. To the maximum extent possible, only the armed security team from a PMSC where a due diligence audit has been completed would be deployed. However, armed security team from a Non audited PMSC may be used provided owners specific request has been obtained for their deployment. This would be done on a case by case basis provided the PMSC meets certain minimum criteria.

When vessel is on Charter to IMT or IMT affiliate, only PMSC from a security provider where a due diligence audit has been completed would be deployed. On vessels with Charter to Shell or to IMT, only a four man team would be deployed. Some Oil majors like Shell may conduct/request for security inspection of vessel prior giving permission to the vessel to proceed through HRA/GOA. Once a PMSC has been selected, the Master will receive an E-Mail stating the name of the PMSC and their contact details. The purpose of sending the contact details is to ensure that the Master is able to regularly update the PMSC with the ETA to the port of embarkation. Master is to ensure that vessel has sufficient lifeboat capacity for the number of additional personnel who would be joining. This is to be confirmed back to office for each transit. If the lifeboat capacity is not sufficient, flag would be approached to obtain authorization. Liferafts may be supplied to the vessel as required by the flag state in such cases or other measures takes as instructed by the flag state. Masters are to ensure that the PMSC would be provided with victualing and accommodation reasonably required for the Security Personnel equivalent to that provided to the Vessel’s officers. If this is not possible, Master to inform office so that additional resources can be provided or supplied as required.

The office will arrange for a BIMCO Guarcon contract or owner specific contract equivalent to Guardcon to the signed with the PMSC. Master would also receive a copy of the letter of indemnity to be signed by the security personnel from the PMSC on boarding along with the Rules on use of Force(RuF). The Master and the senior officers on board are to read through the Rules on the use of force which is specific to the PMSC selected. In addition, this section also has details on detection and engagement with pirate action groups (PAG). All our tankers comply with flag state requirements for medicine chest. The medicines in the chest would be available to the PMSC personnel as required. All the PMSC personnel that have been audited also carry a full medical kit. The medical kit carried by the PMSC personnel has medicines and equipment specific to injuries, which may occur during the transit, which would include shrapnel injuries. Master has responsibility to update the operations department of the PMSC with the ETA to the embarkation point for the PMSC personnel. This message should be updated every day and be copied to the office. In addition, any changes of over 6

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Vessels owned by German companies should send the initial message to German Police at the email address [email protected] Thereafter Master is required to copy them all messages sent to UKMTO Vessels with Indian nationals on board or taking the Indian navy convoy are to send initial message to DGCOMM on e-mail id [email protected] as per their format. If vessel does not have format, please contact Fleet Cell. Thereafter Master is required to send Daily messages on e-mail ID [email protected] and 6 hourly report when vessel in IRTC. a) UTC Date / Time: Position, Course, Speed and ETA Exit Point A or B. b) Contact number of Wallem India Duty Officer is (Mob.) 91-9870855455. Note : All messages to DGCOMM are to be sent only to them in the " To : field " and copied to Marine Department and to Wallem India ( Mumbai ) for attention : Mr Dinesh Kumar ([email protected] ) and Capt N.Passey ( [email protected]) SECURITY MEASURES The Best Management Practice guide Ver 4.0 has been sent to all vessels as E-Mail attachment. ( Also available in SMS Documentation DVD). The hardening of the ship is to be completed before the vessel enters the High risk area. The MSCHOA guidance and information to Masters is available in the SMS Documentation DVD. Please be guided by the contents. All ships are to be piracy hardened ( Razor / wire , additional lookouts, etc. ) on entering the high risk area. Company has a specific policy on 'Citadel Space'. Citadel space is to be only used when it is inevitable that pirates are boarding the vessel. On sighting any boat approaching the vessel, all non-watch keeping staff are to enter the muster point which may be the citadel space or a space outside the citadel which has been designated as the mustering point. Only the watch keepers on the bridge and engine room to be outside the mustering point or citadel. The Engine control room is a good mustering point for the initial mustering. Once confirmed that vessel is under attack, the crew to move to the citadel space. It is to be always remembered that the best defence is efficient lookout and effective hardening of vessel. If pirates manage to board vessel, the remaining staff to enter the citadel space and secure themselves. The decision to take black out the ship to be taken by the Master based on the situation. Vessel to carry out security drill prior transit which should include a Citadel lock down drill. Master is to also carry out briefing for staff on security measures. The iridium phone is to be tested from the citadel space with a test call to the CSO. Telephone numbers of UKMTO, MSCHOA and the CSO number must be available on the bridge and in the citadel space.

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WALLEM

SHIPMANAGEMENT LTD.


Checked by : Director (SID) Revised by : Marine Supdt Edition No. 3 : December 2010 Approved by : Director (SID) New Insertion Issued : Dec 2015 Appendix 10 : Page 1/1

APPENDIX 10 - Contact damage due to Tugs and Shore Fenders During mooring / un-mooring operations, due to lack of sufficient knowledge by tug masters and lack of proper instructions from the Pilots, tugs used for the operations are not pushing the shipside at the designated areas that are strengthened for this purpose. This has resulted in deformation of hull plating and damage to the internal stiffeners inside the Ballast tanks. Similarly, damaged fenders have also resulted in damage to shipside and internal structures. In order to avoid damage to shipside and internal stiffeners following procedures are to be adhered by all ships during mooring/ un-mooring operations in consideration with safe lateral approach speed.

1. TUG push marking to be done on main deck in line with the TUG marks on shipside, for monitoring when tug is pushing.

2. All officers and crew to be made aware of the importance of TUG markings on deck. This is to be part of toolbox meeting

3. Tug push marks on the hull to be discussed in in Master / Pilot Information exchange.

4. Condition of Fenders to be checked visually by officers at mooring station. Any damaged or insufficient fenders to be reported to bridge.

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