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SHIPMANAGEMENT LTD.

PCC/PCTC OPERATION MANUAL

Edition No.: 2 Date: October 2015

WALLEM

SHIPMANAGEMENT LTD.

PCC/PCTC Operations Manual

Revised by : Marine Supt’d Checked by : MSQR Edition No. 2 : October 2015 Rev. Date : Jun 2016 Approved by : Directors Preface : Page 1/1

PREFACE When it becomes necessary to revise this manual, new page for the relevant sections is

issued. These correction pages will bear a revision number and date. Master will make an entry in the relevant section of the revision Sheet.

Superseded pages must be destroyed and all changes be brought to the attention of all

concerned. The Master and Officers should not hesitate to contact the Company if in their opinion any

part of the contents requires amendment or revision. The Managing Director or Marine Director approve any changes to this manual.

The soft copy of the manual (CD) must be readily available to all Officers, but should not

be made available to outside personnel without the Company's agreement. The chief officer is responsible for maintaining the soft copy.

The contents of this book (soft & hard copy) are confidential and are not to be

communicated or shown to persons outside company’s employ.

RECENT REVISIONS ADVISED BY LETTER. COPY IS AVAILABLE WITH MASTER

(!) Recent revision / Recent amendment (!!) New insertion

Remark: Changes from previous edition is marked (!)(!!) as applicable.

New Revisions in Blue Font (e-Manual only)

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Revised by : Marine Supt’d Checked by : MSQR Edition No. 2 : October 2015 Rev. Date : Jun 2016 Approved by : Directors

Table of Contents: Page 1/3

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 ................................................................................................................. 1

1.3 MASTER’S RESPONSIBILITY FOR SECURITY AND SAFETY ...................................... 1

1.4 TRAINING .......................................................................................................................... 1 2.0 OPERATIONS ........................................................................................................................ 1

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

2.2 DEPARTURE CHECKS & PROCEDURES. ...................................................................... 1

2.3 CARGO DOCUMENTS ...................................................................................................... 1

2.4 KEY MEETINGS: ............................................................................................................... 1

2.5 CARGO LOG (PORT LOG) ............................................................................................... 2 2.6 PRIOR ARRIVAL / PRIOR LOADING / DURING LOADING: ............................................ 2

2.7 PRIOR ARRIVAL / PRIOR DISCHARGING / DURING DISCHARGING .......................... 2

2.8 VEHICLE LASHING/UN-LASHING GUIDELINES: ........................................................... 2

2.9 GENERAL INSTRUCTIONS FOR THE CREW ................................................................. 3

2.10 MEASURES AGAINST STRONG CURRENT & WIND ..................................................... 3

2.11 ATTENTION TO VEHICLES AT TERMINAL ..................................................................... 4 2.12 CAR RAMP OPERATION (STERN & MIDSHIP RAMPS) ................................................. 4

2.13 DECK LIFTERS OPERATION ........................................................................................... 5

2.14 HANDOVER NOTES ......................................................................................................... 5

2.15 PORT CAPTAIN: ............................................................................................................... 6

2.16 GUIDELINE CONCERNING STABILITY FOR PURE CAR CARRIERS ................................ 6 3.0 MOORINGS IN PORT ............................................................................................................ 1

3.1 GENERAL MOORING GUIDELINES ................................................................................ 1

3.2 TENDING TO MOORINGS ................................................................................................ 2

3.3 GENERAL SAFETY HAZARD WITH MOORINGS. .......................................................... 3

3.4 MOORING OPERATIONS ................................................................................................. 3

3.5 MAINTENANCE AND RECORD KEEPING ...................................................................... 3 4.0 COLD WEATHER PROCEDURES ........................................................................................ 1 5.0 DRY DOCKING& REPAIRS AT FACILITY OTHER THAN A SHIPYARD ........................... 1

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

5.2 REPAIRS AT FACILITY OTHER THAN SHIPYARD ......................................................... 1

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5.3 DRY DOCK WORK ............................................................................................................ 2

5.4 DOCKING PLAN ................................................................................................................ 2 APPENDICES ...................................................................................................................................... 1

APPENDIX I: CARGO PROCEDURE ............................................................................................ 1

APP 1.1 GENERAL ..................................................................................................................... 1

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

APP 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER .......................................................... 1

APP 1.4 RESPONSIBILITY OF THE CHIEF ENGINEER .......................................................... 1

APP 1.5 DELEGATION OF DUTIES & RESPONSIBILITIES ..................................................... 1 APP 1.6 CARGO PROCEDURES .............................................................................................. 2

APP 1.7 SAFETY PRECAUTIONS WHEN LOADING /UNLOADING ........................................ 3

APP 1.8 PROCEDURES DURING PASSAGE ........................................................................... 3

APP 1.9 BALLAST SYSTEM / OPERATION: ............................................................................. 4

APP 1.10 BUNKERING .................................................................................................................. 7

APP 1.11 STERN RAMP & SIDE RAMP (MID-SHIP RAMP) OPERATION & SAFETY PROCEDURE ............................................................................................................... 7

APP 1.12 MID-SHIP RAMP SHIFTING OPERATION .................................................................... 8

APP 1.13 INTERNAL RAMP OPERATION AND SAFETY PROCEDURE .................................... 8

APP 1.14 DECK LIFTERS OPERATION AND SAFETY PROCEDURE ........................................ 9

APP 1.15 LIFT-ABLE DECK PANELS OPERATION AND SAFETY PROCEDURE ................... 10

APP 1.16 WATER-TIGHT BULKHEAD DOORS AND GAS-TIGHT DOORS OPERATION AND SAFETY PROCEDURE: .................................................................................... 11

APP 1.17 PROCEDURE FOR REPORTING OF DAMAGED CARGO UNITS: ......................... 11

APP 1.18 PROCEDURE FOR ISOLATION OF FIRE DETECTORS IN CAR DECKS: .............. 12

APP 1.19 SAFETY PRECAUTIONS WHILE OPERATING TABLE LIFTERS : .......................... 12 APPENDIX 2 ...................................................................................................................................... 1

CHECKLIST NO.1 - PRE ARRIVAL LOADPORT / DISCHARGE PORT ....................................... 1 CHECKLIST NO.1A - INTERNAL PRE LOADING/PRE DISCHARGING SAFETY MEETING ..... 1

CHECKLIST NO. 2 - SHIP / SHORE SAFETY CHECKLIST - (RAMP MEETING) ....................... 1

CHECKLIST NO. 3 - LOADING/ DISCHARGING ( AT BERTH) .................................................... 1

CHECKLIST NO. 3A - CHECKLIST FOR SETTING CARS IN DESIGNATED POSITION............ 1

CHECKLIST NO. 4 - PRIOR DEPARTURE PORT ........................................................................ 1

CHECKLIST NO. 5 - LADEN PASSAGE ........................................................................................ 1 CHECKLIST NO. 6 - WEATHER MONITORING & HEAVY WX IN PORT .................................... 1

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

CHECKLIST NO. 8 - OPERATIONAL SAFETY CHECKLIST ........................................................ 1 APPENDIX 3 (A) - BUNKER TRANSFER PROCEDURES ................................................................... 1

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1.0 BUNKERING TRANSFER PROCEDURES ...................................................................... 1

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

1.2. INFORMATION .................................................................................................................. 2 1.3. PRECAUTIONS ................................................................................................................. 4

1.4. POLLUTION CONTROL .................................................................................................... 5

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

1.6 DURING THE VOYAGE .................................................................................................... 7

1.7 BUNKER ANALYSIS REPORT ......................................................................................... 7

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 ............................................................................................. 3

DECLARATION ........................................................................................................................... 4 APPENDIX 3 (B) : BUNKER CHECKLIST ............................................................................................ 1 APPENDIX 4 (A) - ENGINE ROOM PROCEDURES ............................................................................. 1

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

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

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

4. ENGINE ROOM EMERGENCY PROCEDURES ...................................................................... 7 APPENDIX 4 (B) : ENGINE ROOM CHECKLISTS ............................................................................... 1

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

E/R CHECKLISTS NO. 2 - ARRIVALPORT ................................................................................... 1

E/R CHECKLISTS NO. 3 - DEPARTUREPORT ............................................................................ 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 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ........................................... 1

WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) – MASTERS SELF AUDIT CHECKLIST .. 1

WALLEM MARPOL COMPLAINCE PROGRAM – CHIEF ENGINEER SELF AUDIT CHECKLIST .... 1

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Revision Sheet : Page 1/1

REVISION SHEET

REVISED PAGE(S) REVISED PAGE(S)

NO. DATE NO. DATE Complete PCC Manual - Revised New Edition No. 2.

Oct 2015

Preface : 1/1 Table of Contents : All Revision Sheet : 1/1 Management Review : 1/1 Section 2 : 7/16 Section 4 : 1/1 Appendices Index: All Appendix 2 : Checklist Index Checklists Nos.: 1, 1A, 2, 3, 3A, 4, 5, 6, 8 Appendix 3(B) : All Appendix 5 : Pg 1, Master Self Audit Checklist

Jun 2016

WALLEM

SHIPMANAGEMENT LTD.


Revised by : Marine Supt’d Checked by : MSQR Edition No. 2 : October 2015 Rev. Date : Jun 2016 Approved by : Directors Mgmt’s Rev. : Page 1/1

MANAGEMENT'S REVIEW

SECTION REVIEWED

DATE REMARKS INITIALS

ALL Oct 2015 Complete PCC Manual - Revised New Edition No. 2. VMS, PNS

ALL Jun 2016 Reviewed, details as per Revised Sheet PNS

WALLEM

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Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : Approved by : Director SID Officer’s Signature : Page 1/1

OFFICER’S SIGNATURE SHEET

All officers are to read and familiarize themselves with contents of this manual. Please sign as confirmation.

DATE RANK NAME SIGNATURE

WALLEM

SHIPMANAGEMENT LTD.


Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : Approved by : Director SID

Section 1 : Page 1/1

1.0 INTRODUCTION 1.1 PURPOSE OF THE MANUAL

The purpose of this manual is to provide guidance to the Master, Officers and appropriate Ratings on the procedures to be followed on board a PCC / PCTC in order to attain safe and efficient Operation. However, nothing in this manual or in any regulations issued by the Company or the ship's charterers is to construe as relieving the Master, Officer or any other member of the crew of his responsibility to exercise sound judgement and good seamanship. This Manual details the policies & measures adopted by the Company for safe and efficient operation of ships under its management and control. Attention of all persons whether employed ashore or on board vessels is drawn to these policies to which they must abide and be guided by. Suitable references have been made to other documents where individual policy or subject matter has been described in more detail. The safety of personnel, the ship, and cargo must be the prime consideration in all cargo operations. The neglect of safety can never be justified on the grounds of saving time or other commercial reasons This manual is to read in conjunction with other parts of the Shipboard Management System, in particular the Safety Manual and the PCC Operational manual from Owner/line operator /charterer.

1.2 Publications

All Managed PCC / PCTC vessels would have specific Cargo Manaul from the line operator e.g. NYK PCC Manual or K-Line PCC manual or Hoegh Autoliners Manuals. Instructions in the Cargo manual from the operator is to be strictly complied with.

1.3 Master’s Responsibility for Security and safety

It is the Master’s responsibility to ensure that the security level of the ship is matching the security level in the vessels area of operation as promulgated by the Flag state or the port state if the vessel is in Port. Master will also ensure that the duty officers are checking the GMDSS equipments during the watch.

1.4 TRAINING

Training will be of two types generally- Shore based and On board Training. Officers and crew involved with cargo operations would have received shore-based training as per STCW requirements. On board Training will consist of extracting information and knowledge from Video presentations, Publications on board and Practical on the job training.

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Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : 13 June 2016 Approved by : Director SID Section 2 : Page 1/16

2.0 Operations 2.1 Arrival Checks and Procedures.

Prior to arrival load or discharge port(s), preferably several days’ prior arrival, the Vessel should commence with the Pre arrival checks and procedures. Pre arrival checklists are in Appendix II of this manual.

2.2 Departure checks & Procedures.

On completion of cargo operation, the Vessel should commence with the Pre Departure checks and procedures. Pre Departure checklists are in Appendix II of this manual.

2.3 Cargo Documents

Vessels are to compile cargo documents as per the requirements of the commercial operators/owners. The cargo documents are to be kept in envelopes. The envelopes can contain papers for each port or for each voyage. Cargo damage report records to be maintained onboard.

Masters are to ensure that all Note of Protests are sighted and properly endorsed for “For receipt only”. Ensure that the protest reflects the facts.

2.4 Key Meetings:

Checklist from the Appendix 2 to be complied with. Prior Arrival:

Meeting to be held diligently, the meeting can be held once prior commencement of coasting, (Loading/Discharging).

Procedure:

- Pre-arrival meetings should be conducted by the Chief Officer, attended by all deck personnel and supervised by the Master.

- The Minutes of the Meeting will be documented and retained on-board - Meetings should be carried out prior arrival load/discharge port and preferably once the pre-stow plan

has been received. - A copy of the load plan should be made available to all personnel involved in the cargo operations

which include the duty crew at the stern / midship ramp. - Duties for the escort, personnel designated to take a count of the cargo, supervision of cargo

operations / lashing of cargo and supervision of high and heavy (H/H) cargo operations should be designated during the meeting.

- A responsible officer, preferably 2nd or 3rd Officer must be designated to monitor the lowering of ramps from the berth. He is to inspect the berth for any deformities or obstructions such as uneven surface, protrusions, crane track, bollards, horns etc which may harm the vessel’s ramps, if rested on berth without sufficient protection. Repositioning of vessel should also be considered for bigger obstructions such as bollards etc.

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Ship-Shore: In all cases, the loading or discharging plan should be discussed between all parties at the "key meeting(Ship-Shore)", which is designed to reduce the risk of handling damages and which ensures that delays are kept to a minimum.

Ship/Shore meeting should be conducted by the Chief Officer with the stevedores. This meeting normally will include the chief officer, port captain, and the stevedore foreman. This meeting should normally be conducted before commencement of cargo operations (say half hour before commencement of cargo operations). An updated cargo plan will be presented by the port captain. The ship’s crew must gain an understanding of any changes expected to occur to the original loading or discharging plan and check the implications of such changes on operations and stability condition so that suitable measures to ensure safe conditions are taken in timely manner The list of stevedores should be presented by the stevedore foreman.

2.5 Cargo Log (Port Log)

The cargo log / Port Log should contain a detailed record of cargo handling operations & other port operations like bunkering etc.

2.6 Prior Arrival / Prior Loading / During Loading: Checklist from the Appendix 2 to be complied with. 2.7 Prior Arrival / Prior Discharging / During Discharging Checklist from the Appendix 2 to be complied with. 2.8 Vehicle Lashing/Un-lashing Guidelines:

1. Cargo securing to be carried out as per guidelines given in Owner specific manual and the Cargo Securing manual

(Note: Any additional lashing requirement as per Charterer- to be followed, in conjunction with above).

2. Deck crew should distribute the lashing materials to each compartment as calculated from the previous voyage (including more or less), until the loading work is started,

3. Lashing material with damaged lashing belts, or damaged lashing chains should be replaced with completely new pieces.

4. Lashing work shall commence at least 1 minute after the vehicle’s engine has stopped.

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5. Lashing line shall be taken to an angle within the range of 25-55 degrees based on the vessel’s athwart direction line. If the lashing is line cannot be taken within above range , additional lashings to be taken for that vehicle.

6. Standard number of lashing points per vehicle: a) For Passenger car, longitudinal stowage: 4 points, Athwartship stowage: 6 points and slope way stowage: 6 points. b) Heavy Weight vehicles: Number of lashings should be decided upon discussion between Port captain and ship’s chief mate or master.

7. Wooden wedges shall be fitted under the two rear wheels of each unit stowed on the inner slope way in order to prevent damage caused by failure of cars to climb up the slope during the start up.

8. The stevedore superintendent and the ship’s crew shall check the lashing conditions in each cargo hold on completion of loading. Owners/ Charterers instructions on signing any papers regarding the quality of the lashings to be complied with.

9. On vessels where cargo lashing is done by ship’s compliment, rechecking the lashings of cargo loaded to be carried out prior to the vessel’s departure or immediately after vessel’s departure.

10. The tension of car lashing shall be such that vehicle’s suspension would deflect and vehicle’s chassis would be lowered 1 to 2 centimetres. Do not put too much tension on the lashings.

11. The unused lashing materials to be collected and placed in order when lashing work has been completed in each compartment.

12. The labour involved in lashing/un-lashing should wear proper working apparels and clean working gloves. Metal wrist watches and accessories should be covered completely.

13. Always ensure the lashing material should not touch the surface of the cars. Lashing materials, tools, helmets etc. should never be placed on the vehicles.

14. During discharging the lashing material to be released from the vehicle’s hook points and removed from the driving area to a safe place and never leave the lashing material hanging down from lashing holes of deck.

15. During un-lashing the wooden wedges should be kept in position until the vehicle has driven away from the inner slope way.

2.9 General Instructions for the crew

1. No person shall pass between the sides of the motor vehicle, except through the passage which is normally provided in the middle of the deck or marked as passage.

2. When working in cargo hold, care must be exercised to avoid contact with vehicles. Belt buckles, buttons and other metal objects should be covered completely to avoid paint scratch damage. String of torch lamps should be tied shortly and hold it carefully.

3. Duty officers and crew members must always be present during the cargo operations to ensure correct cargo handling procedures are adhered to by all concerned.

4. Smoking is strictly prohibited in the cargo hold or in the vehicles.

5. Never use cargo vehicles as taxi-cabs for the purpose of carrying drivers from terminal yard to the vessel.

2.10 Measures Against Strong Current & Wind

1. The countermeasures for strong current and rough weather should be discussed with port authorities and the local agents in details.

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2. Taking additional mooring lines is a most effective and fundamental measure to prevent the vessel being detached widely from the berth.

3. In many ports, there are special mutual agreements about the countermeasures on the above circumstances between the terminals and carriers. In such ports vessel has to arrange tug boats through local agents when the weather conditions approach close to the specified/agreed limit range.

4. The Chief Officer to notify the Stevedore superintendent when cargo work cannot be continued safely.

5. Study the guidelines given in Bridge Procedures Manual (Section 10, Item number 13) for “Wind Effects on PCC” carry out the calculations and implement measures in pro-active manner.

2.11 Attention To Vehicles At Terminal

1. Whether in a private or public berth it is strictly prohibited to touch or drive the vehicles on the yard by ship’s crew.

2. Sea Water Spray: At the time of Ballasting/De-ballasting and operations, special attention is required to avoid the spurt of ballast water, including any water coming out of the hawse pipe, scuppers, air pipes on to the vehicles parked on the berth. Unnecessary valves shut completely before starting of ballasting operations. It should be noted that even a very light wind can carry the sea water spray from the ship side to the terminal yard and the vehicles may be subject to damage.

3. Rat guards which are not fitted completely on mooring lines have a potential to hit the vehicles in the yard during a strong wind.

4. During Bunkering be in compliance with the precautions during bunkering and the bunkering checklist provided in appendix 3 of this manual. Ensure the DB tanks quantity is not exceeded by 90% capacity and ensure a good check and control is maintained on vessel’s list and soundings so as not to cause inadvertent overflow/spray of bunkers from the bunker tank air pipes resulting in pollution and spray damage to the vehicles onshore at the terminal.

5. Soot Blowing has a potential to harm the paint surface of vehicles on the yard. Therefore, soot blowing should be practiced elaborately before entering every port. Special attention should be paid to the wind direction and position of vehicles in the vicnity to prevent soot damage at the time of trying out the main engines.

6. Heaving lines should be thrown towards the pier with special attention to prevent impact damage on to the vehicles in the vicinity during the docking operation.

2.12 Car Ramp Operation (Stern & Midship Ramps)

The car ramp is the most important facility for the RO/RO cargo operations on a PCC. Therefore, for the officers and crew onboard a PCC, it is essential to have sufficient knowledge to operate the car ramps. Please ensure that the Manual for the ramp is consulted prior operation and instructions are posted near the controls as per the guidelines of the manual. The procedures for the operations of the ramps are to be strictly followed. This applies for stern ramps and midship ramps. The hydraulic storage tanks are to be filled prior arrival port. The hydraulic oil levels in the storage tanks for ramp hydraulic motors to be checked prior switching on. The hydraulic tanks are to be filled up prior arrival port.

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The ramps are to be lowered and hoisted only by the Chief Officer or the duty officer. They should be assisted by at-least three other crew members. All the car ramps should be set within the shortest possible time to save stand by costs of the gangs waiting to start cargo work. Each item of operational procedure must be checked and then proceed to the next step. N.B. ANY DEFICIENCIES IN THE RAMPS MUST BE IMMEDIATELY NOTIFIED TO THE COMPANY, AND ALL EFFORTS MADE BY SHIPSTAFF TO RECTIFY THEM IMMEDIATELY TO AVOID DELAYS TO THE VESSEL AND ENSURE SAFE AND EFFICIENT OPERATIONS. Follow the Safety & Operation Procedures given in Appendix 1 of this manual.

2.13 Deck Lifters Operation

Follow the Safety & Operation Procedures given in Appendix 1 of this manual. 2.14 Handover Notes

Company’s policy is that all officers prepare hand over notes for their relievers. Masters to sight and file the handover notes. Handing over notes provide continuity in the conduct of shipboard operations.

The contents for a Chief Officer handing over notes are to include the following:

• Defect list of all items concerned with Cargo system, Mooring system, Deck equipment.

• Details of the next loading and discharge operations.

• Deck maintenance programs.

• Training programme.

• Competence of Officers and crew.

• Pending items on the maintenance program

• Status of Requisitions.

• Operation of ramps

• Port Captain’s role for a typical trade, need to be explained to the new joiner (Information can be obtained from the Owners/Charterers guidelines). The standard practices at some ports may differ as per “custom of the port”. Such practices and or deviations from the norm should be highlighted.

• Familiarization with loadicator computer to be given to the in-coming Chief Officer, which shall Include:

- Detailed explanation with respect to various data inputs in the loadicator (Like procedures of putting correct Cargo vcg, Weights etc..).

- Limitations (If Any) of loadicator.

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- Procedure for taking print out of various conditions / Location of printer cartridges. - Procedure & Frequency for taking out loadicator test conditions (Class approved Test

conditions to be used). - Location of Loadicator Manual & Software CD (Physically sight the manual & CD – If

time permits, check the functionality of CD on another computer). - The file which contains printouts of test conditions and actual verified stability

conditions for various ports and stages of previous voyages 2.15 Port Captain:

The Port Captain ensures the safe, cost effective and environmentally sound marine transportation of cargo on company vessels via oversight/monitoring and co-ordination (With the ship staff & Shore). Refer owner’s/Charterers specific guidelines on the job responsibilities of a port captain. Ship staff to closely liaise with the Port Captain throughout the cargo operation, If Any concerns with respect to safety of the vessel or any deviation from the agreed plan is noted, same to be brought to port captains attention immediately and appropriate remedial measures to be taken as necessary.

2.16 GUIDELINE CONCERNING STABILITY FOR PURE CAR CARRIERS

SPECIFIC PROCEDURES The Master must strive to maintain proper management and discipline aboard ship, and thereby to maintain the safe operation of the ship, by ensuring that crewmembers are well versed in and comply with these guidelines and procedures.

The safety of navigation and safe operation on board are the sole responsibility of the master and he must not sacrifice safety for the sake of maintaining the ship's schedule.

2.16.1 Verification of vessel’s stability (Safe Condition) - Before Sailing:

The Master and Chief officer, by using the “Guideline Concerning Stability for Pure Car Carriers” ,vessel’s class approved Trim and Stability booklet and the on-board safety-management manual (PCC / PCTC Manual) based on the ISM Code, must confirm to the IMO stability criteria at all times.

As soon as pre-loading plans are received on board, the Chief Officer must feed the weights of the cargo to be loaded after ascertaining the quantities of ballast, bunkers, lub oils and fresh water into the loading computer and produce results of the condition of stability for the Master’s approval before loading is allowed to commence. Further, upon completion of loading, the actual quantities of cargo loaded shall be fed in the loadicator and the actual departure stability condition shall be verified and signed by Chief Officer and Master before casting off from the berth.

If the calculated result do not satisfy the stability criteria as per IMO resolution A.167/A.562 or A.749 (18) or IS 2008 (as applicable to the vessel - refer vessel’s approved Trim and Stability Booklet for details), the vessel shall not cast off from the berth and postpone sailing.

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Revised by : Marine Supt’d Checked by : MSQR Edition No. 2 : October 2015 Rev. Date : Jun 2016 Approved by : Directors Section 2 : Page 7/16

The Master shall immediately report the situation and the calculated stability results to the Operator’s personnel responsible for the area with copy to Marine Superintendent. In addition, the master to liaise with the commercial operators and Marine Superintendent on the mitigation measures to satisfy the IMO stability criteria in all respects 2.16.2 Report to WALLEM after Sailing: After sailing, the master must confirm that the results of GoM and stability are in good order and must report those results with the departure report in Vessel Movement Report under remarks column. Example of remarks on stability is as follows: “GoM=2.21m, Stability and Hull Strength=Satisfied” The value of GoM stated above is an example only. The requirement for the maintenance of GoM is as per the criteria given in IMO ResolutionA.749 (18) 3.3.1 and A.749(18) 3.3.2 or IS code 2008 (as applicable) . For your vessel, you can find it from the minimum permissible GM curve mentioned in the approved trim and stability booklet. 2.16.3 Intact Stability Code: IMO has long developed intact stability criteria for various types of ships, culminating in the completion of the Code on Intact Stability for All Types of Ships Covered by IMO Instruments (IS Code) in 1993 (resolution A.749(18)) and later amendments thereto (Resolution MSC.75(69)). The IS Code included fundamental principles such as general precautions against capsizing (criteria regarding metacentric height (GM) and righting lever (GZ)); weather criterion (severe wind and rolling criterion); effect of free surfaces and icing; and water tight integrity. The IS Code also addressed related operational aspects like information for the master, including stability and operating booklets and operational procedures in heavy weather.

The IS code 2008 contains two significant changes from previous resolutions, namely:

1. The requirement for all ships to demonstrate compliance with wind and wave criteria and 2. The requirement for approval of stability instrument (loadicator) where provided to

supplement the stability book. It is also a requirement to provide trimmed hydrostatic data in the stability book covering the expected range of trim. All limiting curves must also be provided covering the expected trim range.

• Intact stability requirements in IMO Res.A.167 apply to ships whose keels are laid before 4

th Nov 1993.

• Intact stability requirements in IMO Res.A.749 (18) apply to ships whose keels are laid on or after 4th Nov 1993. This resolution superseded Resolutions A.167 (ES.IV), Resolution A.168 (ES.IV) & A.562(14) and consolidated them into one document.

• Intact stability requirements detailed in IMO Res. MSC 267(85) apply to ships whose keels are laid on or after 01

st July 2010. This is when IS Code 2008 was adopted and it incorporates details as per above earlier resolutions.

Due to various regulations applicable to different vessels (depending on the keel laying date, each vessel must comply with Intact Stability requirements as per its Class approved Trim and Stability booklet applicable to that vessel.

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This can be checked from the ship’s Trim and Stability Booklet. A copy of the graph showing the Minimum GoM (X-axis) against the ship’s draft (Y-axis) and the ‘Intact Stability permissible curve’ and ‘Damage Stability permissible curve’ is shown below. Masters should refer to this graph from the ship’s stability manual before making the report to WALLEM after departure. In addition, Hull stresses (SF&BM) should be verified from the loading computer after the actual values of cargo loaded and other weights are in put before making there port. Please post a copy of this graph at a prominent location near the ship’s loading computer.

Limiting curves for a PCTC vessel, Keel laid on 03 December 1999.

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Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : Approved by : Director SID Section 2 : Page 9/16

Limiting curves for a PCTC vessel whose keel was laid on 17 May 2013. (Note that the curves are provided for the expected range of trim as per IS Code 2008).

2.16.4 Stability Guidelines:

Because of their large superstructures, PCC/PCTCs demand that special attention be paid to maintaining vessel stability. Therefore, we are providing the below guidelines concerning stability. All PCC/PCTCs shall strictly comply with them:

1. Criteria of stability:

Stability criteria should clear the two (2) below items at all times.

a. GZ (stability) curve: Criterion of IMO Resolution A.167/A562 (or A.749(18)) or IS 2008 (as applicable). (Consult vessel’s approved Trim and Stability Booklet)

b. GoM: more than the minimum required as per the ‘Intact Stability curve’.

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Even though a ship has a GoM more than the minimum required, the Master should consider the risk of capsizing at all times if the criteria of the GZ (stability) curve is not cleared.

Stability should be confirmed not only by evaluating GoM but also by evaluating the GZ stability) curve criteria, as is required by IMO standards.

2. Stability on departure port: The Master shall confirm the calculation result of the

ship’s trim and stability / longitudinal strength on “departure” (calculated in consideration of weights of cargo loaded, fuel-oil, ballast-water, fresh water, lub oils etc.) before the ship departs from a port. The master shall confirm that the stability criteria is satisfied as per the GZ (stability) curve and GoM.

3. Stability on arrival port: Prior “departure” port, The Master shall also confirm the calculation result of the ship’s trim and stability / longitudinal strength on “arrival” next port after taking into account the estimated fuel-oil, fresh water consumption during the passage. The master shall confirm that the stability criterion is satisfied as per the GZ (stability) curve and GoM.

4. Stability during passage: The master shall ensure vessel is satisfactorily meeting the

stability criteria throughout the passage. The master shall confirm that the stability criterion is satisfied as per the GZ (stability) curve and GoM at all stages of the voyage. If required the vessel shall adjust the ballast water in case the criteria of GZ (stability) curve and G0M are not cleared due fuel-oil and/ or fresh water consumption during the passage.

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2.16.5 GM and GZ curve information: Example of evaluating GoM and GZ (stability) curve: The below figure is an example of the method used to evaluate stability by the loading-calculation software aboard ship.

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2.16.6 How to evaluate GoM and GZ stability curve.

a) The area under the GZ curve upto 30°should not be less than 0.055 meter-radians.(A) b) The area under the GZ curve between 30° and 40°or θf (the

angle of flooding) which ever less to be not less than 0.03 meter-radians. (B)

c) The area under the GZ curve upto 40°of θf whichever less to be not less than 0.09 meter-radians.(A+B)

d) Max GZ to occur at angle (θmax) not less than 25°, and GZ to be at least 0.20 meters at angle equal to or greater than 30°.

e) Initial GoM to be not less than 0.15m. θ0＝angle of heel under action of steady wind θ1＝angle of roll to windward due to wave action θ2＝angle of flooding (θf) or 50°or θc whichever is less, θf＝angle of heel at which openings in the hull, superstructures or deck houses which cannot be

closed weather-tight immerse. In applying this criterion, small openings through which progressive flooding cannot take place need not be considered as open. θc＝angle of second intercept between heeling lever lw2 and GZ curves.

*IMO Resolution A.167 and A 749.3.1 contains identical information

IMO Resolution A.167 and (A 749.3.1)

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The ability of a ship to withstand the combined effects of beam wind and rolling should be demonstrated by at least the following criteria (with reference to the figure as follows): a) The ship is subjected to a steady wind pressure acting perpendicular to the ship’s centreline

which results in a steady wind heeling lever (lw1). b) From the resultant angle of equilibrium (θ0), the ship is assumed to roll owing to wave action to

an angle of roll (θ1) to windward. Attention should be paid to the effect of steady wind so that excessive resultant angles of heel are avoided*.

＊ The angle of heel under the action of steady wind(θ0) should be limited to a certain angle to

the satisfaction of IMO Resolution A.562 (A.749-3.2) requirements. As a guide,16° or 80% of the angle of deck edge immersion, whichever is less, is suggested.

c) The ship is then subjected to a gust wind pressure which results in a gust wind heeling lever

(lw2). d) Under these circumstances, area “b” should be equal to or greater than area “a”.

2.16.7 Optitrim (Optimum Trim Programme) Many ships have Optitrim tables, which gives trim by head as optimum for the voyage depending on draft. A sample of this table is given below.

*IMO Resolution A.562 and A 749.3.2 contains identical information

IMO Resolution A.562 and (A 749.3.2)

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It is to be clearly understood that compliance with this optitrim must be secondary and Stability criteria is the priority. Vessels are not to carry out optitrim if by doing so the stability criteria is not satisfactorily met. The ship’s ballast should be adjusted with due regard to meeting stability criteria as a priority. Note: The Optitrim to be carried out once the vessel is in open seas, normally from Commencement of Passage to End of Passage. It has to be noted, when manoeuvring within port limits, trim by head is not considered appropriate and trim by stern is preferred.

2.16.8 Ballast-water exchange at sea:

If it is necessary to exchange ballast water at sea, the Chief Officer shall make a “Ballast Water Exchange Plan” before performing the work and this plan to be verified by Master to confirm vessel satisfies the stability and strength criteria at all times. The plan must clearly describe step-by-step work procedures and the stability and strength calculations done for each step and verified for satisfactory compliance with Stability and strength crite

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2.16.9 Pre-Stowage Plan - Flowchart

Pre-Stow Plan YES NO

Pre-Stowage Plan Handed Over To Ch. Off

Stability Criteria complied with as per Trim & Stability Booklet (For Departure & the Arrival Port)

Plan Verified By the Master

Ship / Shore Meeting - Reconfirm the Stow Plan

Comply with the checklists given in Appendix 2

Document Meeting & Verification / Commence cargo operation

Request Operator / Port Captain / Cargo Planner

For Pre Stow Plan

Inform Operations / Owners/Wallem (for follow up) Stability Calculation to be

completed prior commencement of cargo operation

YES

YES NO

NO

Inform Operator / Port Captain / Cargo Planner

Concerns & Changes Required Pre Arrival Meeting

Monitor cargo operations closely for compliance with Pre-stowage plan.

Any deviation from pre-stowage plan causing concerns with vessel’s stability, strength, loadline or draft limitations?

Inform Operator / Port Captain / Cargo Planner Concerns & Changes Required

Follow up with final stowage plan flow chart

NO YES

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2.16.10 Final Stowage Plan - Flowchart

FINAL STOW PLAN

Request Operator / Port Captain/ Cargo Planner for the final stowage plan

Final Stowage Plan handed over to Ch. Off.

Stability criteria complied with as per the “trim & Stability Booklet” (For Departure as well as the next arrival port)

Drafts checked visually and compared with the calculated

drafts (Obtained from loadicator)

Vessel not to sail

NO

NO

YES

YES

Stability condition report printed and verified/signed by the Master prior departure (Visual drafts to be entered adjacent to the calculated draft)

Vessel ready for sailing

Inform Operators/Owners/Wallem (for follow up and further

instructions)

YES NO

Visual draft matching reasonably with the

loadicator drafts

YES NO

Investigate the reasons for the difference between the visual and calculated drafts

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3.0 Moorings in Port

Vessels are to refer to the “Mooring equipment guidelines” and “Effective mooring” booklet, which provides guidelines for mooring equipment and mooring operations. PCC/PCTC vessels are to study the companies circulars on “ Wind effects on PCC” and use the information in actual practice and for decision on course of action. The mooring systems on board are designed to maintain the vessels position alongside a jetty, a wharf or a berth. The moorings of a ship must resist the forces due to some of the following or possibly all, of the following factors:

• Wind • Current • Tides • Surges from Passing ship • Waves / swell • Ice

Normally, the mooring arrangements are designed to accommodate maximum wind and current forces. Wind forces on the ship vary with the exposed areas of the ship. The head wind strikes only a small portion of the ship while a beam wind exerts a larger force on the exposed area of the ship. Current forces acting on a vessel are affected by the clearance beneath the keel. Note: Whilst at berth, vessel to adjust Stern/Side ramp with due regard to change of tide.

3.1 General Mooring Guidelines

Following are important point to be borne in mind for mooring:

1. Mooring lines should be arranged as symmetrically as possible about the midship point of the ship.

2. Breast lines should be oriented as perpendicular as possible to the longitudinal centre line of the ship and as far aft and forward as possible. PCC vessels often do not have a possibility to send breast lines with a good lead. Thus, the lead and the numbers of headlines become much more important. If possible, some of them to have 45~90 deg lead.

3. Spring lines should be oriented as parallel as possible to the longitudinal centreline of the ship.

4. The vertical angle of the mooring line should be kept to a minimum

5. Generally, mooring lines of the same size and type to be used.

6. Very short length of lines should be avoided; as such line will take a greater proportion of the total load when the movement of the ship occurs.

7. All lines in the same service should be of the same material and size, never mix wire and soft moorings.

8. Two or more lines leading in the same direction should be of the same length.

9. On completion of moorings, the winch should be left with the brake on and out of gear.

10. Correct reeling: The line must be reeled on the winch drum in the right direction, the band brakes are designed for the line to pull directly against the fixed end of the brake band.

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11. Correct layering: - for vessels with split drums, the number of layer should be only a Single layer on the split drum. This is because the number of layers on the drum affects the brake holding power.

12. Always use a chain stopper when stopping a wire rope prior transfer from the storage drum to the tension drum.

13. The wire/rope should always be taken through a fairlead that is in line with the winch drum. Deployed wires/ropes should not pass through sharp edges or have excessive angle.

14. For synthetic fibre ropes, the rope should be made fast to bitts and should not be left on the warping drum.

15. When making fast synthetic ropes on the bitts, do not use a “figure of 8” alone to turn them up. One round turn should be taken with the rope around any of the post before the figure of eight turns.

16. The stopper used for stopping off a synthetic rope should also be made of synthetic fiber, a chain stopper should never be used on a synthetic rope. The synthetic fiber rope should be always used “ On the double”

17. Where moorings are to be heaved on a drum end, one person should be stationed at the drum end, backed up by a second person backing and coiling down the slack. In most circumstances three turns on the drum end are sufficient to undertake a successful operation. A wire on a drum end should never be used as a check wire.

18. A wire should never be led across a fiber rope on a bollard. Wires and ropes should be kept in separate fairleads or bollards.

Please refer to Figure 1.6 from the Mooring equipment Guidelines of the effect of the mooring elasticity on the restraint capacity of the moorings.

3.2 Tending to Moorings

The Objective of good line tending is to ensure that all lines share the load to the maximum extent possible and the ships movement is limited in the berth(off or alongside the pier face). The following general rules apply to line-tending:

• Generally, slack lines should be hauled in first. Slack lines may permit excessive movement of the ship when there is a sudden in the wind or current or due to the effect of the wake of a passing craft or ship.

• Only one line should be tended at a time.

• Whenever a spring line is tended, the opposite spring must also be tended but not simultaneously.

• PCC have a problem of keeping the vessel alongside due to lack of good breastlines. Hence, vessels need to pay good attention to this problem.

• While tending the mooring, it should be noted that the heaving power is always less than the render force and it is impossible to heave in after a winch has rendered unless there is a change in the forces acting on the moorings.

• The brake is a static device for holding a line tight and is not means for controlling a line. If the line has to be slacked down, the winch should be put into gear, the brake opened and line walked back under power. Opening a brake when the lines are taught and under tension will cause the wire to run uncontrollably which might cause a sudden increase in load on the other wires.

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3.3 General Safety Hazard with Moorings.

Handlings of mooring lines have a higher potential accident risk than most other shipboard activities. A significant danger is snap back, the sudden release of the energy stored on the tensioned line when it breaks. Even long wire lines under tension can stretch enough to snap back with considerable energy. As synthetic lines are more elastic, the danger of snap back is more severe. When moorings are under strain all personnel in the vicinity should remain in positions of safety, i.e. avoiding all ‘Snap-Back’ Zones. It is strongly recommended that a bird’s eye view of the mooring deck arrangement is produced (an aerial view from a high point of the ship can be utilised) to more readily identify danger areas. Immediate action should be taken to reduce the load should any part of the system appear to be under excessive strain. Care is needed so that ropes or wires will not jam when they come under strain, so that if necessary they can quickly be slackened off. More details on snap back zones are available in the “Code of safe Practice for Merchant Publication”.

3.4 Mooring Operations

Vessels should carry out a “Risk Assessment” for different type of mooring operations. Vessel should have a component called mooring operations in the SMMS and the risk assessment is to be attached to this component / Job. The risk assessment should be reviewed every quarter. Prior mooring and un-mooring operations, the responsible officer should have a “Tool Box” meeting with his staff and safety aspects of the operations should be discussed in the tool box meeting. During mooring and un-mooring operations a sufficient number of personnel should always be available at each end of the vessel to ensure a safe operation. A responsible officer should be in charge of each of the mooring parties, and a suitable means of communication between the responsible officers and the vessel’s bridge team should be established. Vessels’ heaving lines should be constructed with a ‘monkey’s fist’ at one end. To prevent personal injury, the ‘fist’ should be made only with rope and should not contain added weighting material. Areas where mooring operations are to be undertaken should be clutter free as far as possible. Decks should have anti-slip surfaces provided by fixed treads or anti-slip paint coating, and the whole working area should be adequately lit for operations undertaken during periods of darkness. Vessel should also carry out a Risk assessment on the protection of supplies to the mooring equipment. The contingency plans formatted in case of failure of equipment should be part of the risk assessment.

3.5 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

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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. 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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4.0 Cold Weather Procedures

(Comply with cold weather precautions check list in Appendix of this manual) ** Company 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 affect 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. All vessels are to use the checklist for cold weather in the Annex of this section. 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. Fire Line and Other Pipelines When freezing weather conditions are imminent (sea temperature +2oC or air temperature +1oC) or the temperature will drop below zero degrees Celsius, the following precautions must be taken: The fireline is to be drained completely and afterwards drains and valves are to be closed so the fireline is ready for immediate use. Lifeboats Drain any water condensation from LB engines and keep break area free of ice.

Clothing for Crew Ensure Heavy winter clothing for Crew for example Ski suits etc.

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5.0 Dry Docking& Repairs at facility other than a Shipyard 5.1 Preparation for Dry-docking / Repair facility

Between the dry dockings vessels should write defect/repair requisitions. The vessel should report the defect to the Superintendent. Superintendent would then instruct vessel to raise a repair requisition for the defect.

The important elements to a successful docking is the Defect list well made with as least an ambiguity as possible, listing details, photographs, staging requirement etc.

Other elements include the following:

Defect list- Made well by Ship staff. Good Planning and execution Team work. All safety parameters are to be complied with as per Safety Manual.

5.2 Repairs at facility other than Shipyard

On occasion where the ship is operational and is required to carry out repairs using shore labour outside a shipyard or dry-dock facility, all activities should be carried out in accordance with the companies and Vessels SMS system. The master shall maintain full control of the repair work and ensure that the vessel is maintained in a safe condition at all times and that the work is carried out in a safe and proper manner. Work Planning meeting should be held prior to the commencement of any work and on each subsequent workday. Work planning meeting should include representative from the vessel and all the contractors involved. The areas of concern and interaction between contractors with special precautions to be taken are to be discussed. Work permits from the safety manual are to be issued as applicable for the relevant repair job. As applicable, a certified chemist should normally test all ballast space and void space for oxygen and hydrocarbon content. If work is being carried out over a number of days, the gas free certificate should be issued on a daily basis. Fire Patrols can be provided either by ship staff or by shore side contractors. In case shore contractors are used for fire patrol, there should be an agreed procedure. Each member of the fire patrol should be aware of the procedure for raising the alarm and the action to be taken in the event of an emergency. All Hot work is to be carried out in compliance with the Procedures and the checklists in the Safety Manual

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5.3 Dry Dock work

When a ship is a shipyard, the work is primarily managed and carried out by the shipyard. The safety of all operations rests primarily with the shipyard safety systems even though the operation maybe checked and monitored by the ships staff. Hot work checklist is not required for hot work as the ship would be under the shipyard safety system. However, ships have to ensure that the shipyard safety requirements are strictly followed.

5.4 Docking Plan

The docking plan with the ballast distribution and trim requirements is to be discussed and agreed upon with the dock master/yard representative prior docking. Trim of less than 1 m is normally required. If docking with ballast in cargo tanks, then ensure that ballast and lines are clean and risk of pollution does not exist. The Yard should be informed of this..

The complete docking plan is to be filed and again referred for ballast quantities and weight distribution prior undocking. Once reviewed, an undocking plan is to prepared stating the weights and agreed upon with Yard representative. It is best that weight and distribution remain the same in docking and undocking. When in dock, the ballast is to be removed as much as possible with the main line/pump. Draining ballast via plugs in SBT tanks is extremely slow and will go on for days, which will interfere in the paint procedure of the hull. This is a critical operation and thought and effort should be adequately given to this. Fire Protection whilst in Ship Yard - Please follow procedures as laid down in Safety Manual section 2.21

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PCC/PCTC Operations

Manual

Revised by : Marine Supt’d Checked by : MSQR Edition No. 2 : October 2015 Rev. Date : Jun 2016 Approved by : Directors Appendices Index:: Page 1/2

APPENDICES

APPENDIX I: CARGO PROCEDURE ............................................................................................ 1

APP 1.1 GENERAL ..................................................................................................................... 1 APP 1.2 RESPONSIBILITY OF THE MASTER .......................................................................... 1

APP 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER .......................................................... 1

APP 1.4 RESPONSIBILITY OF THE CHIEF ENGINEER .......................................................... 1

APP 1.5 DELEGATION OF DUTIES & RESPONSIBILITIES ..................................................... 1

APP 1.6 CARGO PROCEDURES .............................................................................................. 2

APP 1.7 SAFETY PRECAUTIONS WHEN LOADING /UNLOADING ........................................ 3 APP 1.8 PROCEDURES DURING PASSAGE ........................................................................... 3

APP 1.9 BALLAST SYSTEM / OPERATION: ............................................................................. 4

APP 1.10 BUNKERING .................................................................................................................. 7

APP 1.11 STERN RAMP & SIDE RAMP (MID-SHIP RAMP) OPERATION & SAFETY PROCEDURE ............................................................................................................... 7

APP 1.12 MID-SHIP RAMP SHIFTING OPERATION .................................................................... 8 APP 1.13 INTERNAL RAMP OPERATION AND SAFETY PROCEDURE .................................... 8

APP 1.14 DECK LIFTERS OPERATION AND SAFETY PROCEDURE ........................................ 9

APP 1.15 LIFT-ABLE DECK PANELS OPERATION AND SAFETY PROCEDURE ................... 10

APP 1.16 WATER-TIGHT BULKHEAD DOORS AND GAS-TIGHT DOORS OPERATION AND SAFETY PROCEDURE: .................................................................................... 11

APP 1.17 PROCEDURE FOR REPORTING OF DAMAGED CARGO UNITS: ......................... 11 APP 1.18 PROCEDURE FOR ISOLATION OF FIRE DETECTORS IN CAR DECKS: .............. 12

APP 1.19 SAFETY PRECAUTIONS WHILE OPERATING TABLE LIFTERS : .......................... 12 APPENDIX 2 ...................................................................................................................................... 1

CHECKLIST NO.1 - PRE ARRIVAL LOADPORT / DISCHARGE PORT ....................................... 1

CHECKLIST NO.1A - INTERNAL PRE LOADING/PRE DISCHARGING SAFETY MEETING ..... 1

CHECKLIST NO. 2 - SHIP / SHORE SAFETY CHECKLIST - (RAMP MEETING) ....................... 1 CHECKLIST NO. 3 - LOADING/ DISCHARGING ( AT BERTH) .................................................... 1

CHECKLIST NO. 3A - CHECKLIST FOR SETTING CARS IN DESIGNATED POSITION............ 1


CHECKLIST NO. 5 - LADEN PASSAGE ........................................................................................ 1

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

CHECKLIST NO. 7 - EXTREME COLD WEATHER PRECAUTIONS ........................................... 1 CHECKLIST NO. 8 - OPERATIONAL SAFETY CHECKLIST ........................................................ 1

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PCC/PCTC Operations

Manual

Revised by : Marine Supt’d Checked by : MSQR Edition No. 2 : October 2015 Rev. Date : Jun 2016 Approved by : Directors Appendices Index:: Page 2/2

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 ................................................................................................................. 4 1.4. POLLUTION CONTROL .................................................................................................... 5

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

1.6 DURING THE VOYAGE .................................................................................................... 7

1.7 BUNKER ANALYSIS REPORT ......................................................................................... 7

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 ............................................................................................. 3

DECLARATION ........................................................................................................................... 4 APPENDIX 3 (B) : BUNKER CHECKLIST ............................................................................................ 1

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

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

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

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

4. ENGINE ROOM EMERGENCY PROCEDURES ...................................................................... 7 APPENDIX 4 (B) : ENGINE ROOM CHECKLISTS ............................................................................... 1

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

E/R CHECKLISTS NO. 3 - DEPARTUREPORT ............................................................................ 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 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ........................................... 1 WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) – MASTERS SELF AUDIT CHECKLIST .. 1

WALLEM MARPOL COMPLAINCE PROGRAM – CHIEF ENGINEER SELF AUDIT CHECKLIST .... 1

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PCC/PCTC Operations

Manual


Appendix1 :: Page 1/13

APPENDIX I: CARGO PROCEDURE App 1.1 GENERAL

These standing orders apply to all personnel engaged in cargo operation.

Copy of these standing orders shall be permanently maintained in the Ship’s office.

App 1.2 RESPONSIBILITY OF THE MASTER

The Master shall hold overall responsibility for the vessel & her safety at all times.

App 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER

The Chief Officer is directly responsible to the Master for the safety of the Cargo operations. Personnel delegated for the duty watchkeeping during cargo operations are directly responsible to the Chief Officer and shall discharge such orders as instructed by the Chief Officer. Chief Officer to prepare his port orders each port and is to have same available at ship's office and ensure understanding by Duty Officers and same to be complied with by Duty Officers.

App 1.4 RESPONSIBILITY OF THE CHIEF ENGINEER

The Chief Engineer is responsible for the safe & smooth execution of all fuel oil, diesel, gas oil & lubricating oil bunker transfer operations. For details on bunker procedures, see SBM II.

App 1.5 DELEGATION OF DUTIES & RESPONSIBILITIES

Salient Watch Keeping Instructions : The Duty Officer holds responsibility for his watch & shall carry out all instructions as directed by the Chief Officer. Any irregularities, shortcomings, defects & similar occurrences shall be brought to the immediate attention of the Chief Officer. Duty Officer and duty AB are to be available on deck during cargo operations and their respective watches. Second and Third Officers to share port watches amongst them as per Chief Officer's requirement. Efficient and effective communications over walkie-talkie to be maintained at all times between Chief Officer, Duty Officer and duty AB .

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PCC/PCTC Operations

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App 1.6 CARGO PROCEDURES

The vessel is built purely for the carriage of vehicles which may be self driven or towed.The number of vehicles which can be carried is dependent on individual sizes of vehicles. Some car decks would be linked by internal Ramp ways of fixed or movable type. Proper attention is to ensure that correct procedure being followed while operating the movable ramp system (MRS). Some car decks would be divided by athwarthship bulkheads with watertight doors between holds. These doors are to be opened at time of cargo operation as required, and always kept closed at sea. Please refer to the procedures on board for opening and wedging the watertight doors. Some car decks have liftable deck panels. These panels can be raised in order to make the heights of the deck below sufficient for loading high height vehicles (buses, trucks). Vessel needs to be careful when loading trucks. Only certain decks can take the load of the trucks. Trucks are to be only loaded on these decks .(Refer capacity plan for details). Vessel would have stern ramp and Center/Mid-Ship ramps. These ramps themselves come hard up against the hull openings and form watertight seals on the ship side in vertical stowed position. The SWL of the ramp is not to be exceeded when loading a vehicle through that ramp. Applicable checklists from the Appendix section of this manual are to be filled. In addition, the following points are to be noted: 1. The existing weather conditions at time of arrival and the prognosis for the time vessel

will be in port must be taken into account when arriving at any decisions. 2. An internal shipboard pre arrival meeting must be held with all key personal involved in

the cargo operations. Instructions for cargo operations are to be given at this meeting together with a copy of the stowage plan if already available.

3. Vessels requirements in port must be planned and orders placed in advance to facilitate

smooth deliveries and avoid delays. 4. On PCC the overhang of the stern often comes into contact with the pier and its

appendages if the vessel is brought alongside at an acute angle to the berth. Every effort is to be made to bring vessel alongside parallel to the berth. This is to prevent damage to the vessel and pier. Positioning of vessel for safe ramp operation is vital.

5. Prior commencing cargo operations meeting must be held with stevedores, charterers

representatives, agents and loading / discharging plans finalised. Vessels ballasting plan to be worked around these requirements. The duty personal must be briefed about any changes which have been decided.

Note: Follow check list given in Appendix 2.

Master to comply with the requirements mentioned in the below attached flowchart with respect to stability Criteria compliance. (Basis the Pre-Stowage & the Final Stowage Plan).

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App 1.7 Safety precautions when loading /unloading

All duty personal to keep sharp watch for any damages to the vehicles and ship. If any such damage noted they must bring same to attention of Master and stevedores immediately. In such cases appropriate forms must be filled out and signed by stevedore’s representative prior to vessels departure. The services of P & I club correspondents may have to be solicited to appraise and record the damage. The tidal situation, angle of the ramps and movement of the vessel at the berth must be carefully monitored. Moorings must be efficiently tended and secured. In case any hazardous goods are being loaded, it must be ensured that this is done according to pre-arranged plans. All crewmembers working in or around car decks must wear the standard safety rig of helmets, safety shoes, boiler suits without metal zips or buttons, not wear any watches or such ornaments, which may cause scratch damage to vehicles. In any case NO CREW MEMBERS ARE TO TOUCH VEHICLES EITHER ON BOARD OR IN THE SHORE YARD, and every care is to be taken not to touch vehicles while passing between or around them at any phase of the voyage. Strict Fire precautions are to be taken at all times. Smoking is not permitted on Car decks at any time. A car may have a dead battery. If this car is jump-started, this should be done only if no other car is being refuelled at the same time. Preferable cars in its vicinity should be discharged first before attempting jump starting. In case vessel is loading IMDG cargo and same is not properly documented, vessel to reject loading of such cargoes. Any cargo units which are found leaking to be rejected for loading. NOTE: Checklist from Appendix 2 to be complied with diligently.

App 1.8 Procedures during passage Vehicles carried in PCC are carried with petrol in the tanks sufficient for them to be driven to and from the vessel. Even if we consider that 5 litres is carried in each vehicle, with a full cargo this would mean some 25000 litres of petrol (approx) in the tanks spread all over the vessel. Together with readily combustible materials like tires, upholstery, paint a considerable fire hazard exists. This may be further compounded by hazardous materials in other parcels which have been loaded on board. Thus vigilant and strict Fire Patrols during the passage are very important. Remember with the wide open deck spaces in the holds once a fire starts it will spread very fast with disastrous consequences. FIRE PREVENTION IS ALWAYS BETTER THAN CURE. Hotwork is not allowed on car decks where vehicles are being carried. Painting of car decks is to be carried out only in the ballast passage and all painting is to be completed (minimum) 7 days prior loading. Paints used in the holds must be strictly as per

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vessels paint specifications. The use of aluminium paint on deck inside holds, is for bidden. Once new paint has had sufficient time to dryout, the paint should be tested to ensure it is not peeling off or detaching from undercoats. If possible drive, the service car over newly painted area to ensure it does not come off and adhere to types. If it is seen to detach, office to be immediately informed so that remedial actions can be initiated before cars are loaded on concerned deck. Persistent vigil is to be kept on all car deck areas to ensure even old, paint does not peel off and cause damage to cars. Painting is NOT is permitted on shipside while vessel is in port. The ventilator fans are stopped during the voyage and during sailing the ventilator flaps for car decks must be kept shut whenever fans are not in use. Lashings must be regularly checked during the patrols, and any loose ones reported and rectified immediately, especially during and after heavy weather is encountered. The lashing inspections to be duly logged in the Deck Log Book. Any damages found must be reported immediately. The patrols are to also be vigilant for any potential sources of damage which may exist and to report same immediately, like leaking pipes, sweating deck heads, loose rust flakes, oil or petrol dripping from vehicles .. etc. The ballast passages are to be fruitfully used to carry out a thorough examination of all car decks for any damage, clear/clean bilges, sweep decks, carry out descaling and coating, repairs/maintenance of various pipelines including hotwork as necessary. Maintenance on ramps are to be carried out as per schedule. Lashing materials to be checked, inventoried and a inventory of lashing materials is send to shipping line office, along with the requirement of vessel. All to be done with view to preparing vessel for a smooth loading operation and successful carriage of vehicles. NOTE: Check list from Appendix 2 complied with diligently.

App 1.9 BALLAST SYSTEM / OPERATION:

Ballasting/Deballasting work on pure car carrier (PCC) plays an important role owing to the fact that loading/unloading operations are of limited time and shifting of ballast water from tank to tank is necessary to maintain safe Ramp clearance. Owing to tidal conditions, the ramp ways have a tendency to become steep in angle which may affect loading/discharging operations. In case the car ramp ways are very low they may endanger wharves. These vessels are very tender and susceptible to listing with lowering and stowing of ramps, as well as small difference in ballast water weights on port and starboard sides. Hence, all ballasting and de-ballasting operations must be carefully monitored to ensure proper stability of the vessel at all times and to avoid listing.

The Master of the vessel is overall in charge, whereas the Chief Officer is the operational in charge and responsible officer.

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Following guidelines to be complied with when carrying out Ballasting or De-Ballasting Operation: 1. Chief Officer to ensure ballasting / De-ballasting operations are carried out as per Plan

and Duty officer to assist Chief Officer as required. 2. It is vital to maintain adequate stability at all times. 3. Ballast water management plan complied. 4. Proper planning done prior carrying out any ballasting or De-ballasting operation. (Note:

Stability calculation to be done, for different stages of planned Ballasting or De-ballasting operation & ensure adequate stability is maintained at all times)

5. Ballasting & De-Ballasting Operation - Properly communicated to Engine Room staff & in good time.

6. The Duty Officer & other crew members on watch must be informed of all the developments.

7. Avoid ballasting and de-ballasting during bunkering. 8. Close monitoring of the tank sounding to be done during the ballasting & de-ballasting

operation, using manual soundings as well as remote ballast tank level gauges. The remote ballast tank gauges to be compared for accuracy, any discrepancies in readings or mal-function of remote ballast tank level gauges to be reported to the office for necessary follow up and appropriate repairs.

9. Ballast Handling Log maintained - diligently. The records should contain at the minimum the following information: a. Date b. Geographical location of the ship c. Ship’s tank or Cargo holds used d. Ballast water temperature e. Salinity of ballast water f. Amount of Ballast water loaded or discharged

10. Air pipes and sounding pipes in car-decks checked at regular intervals. 11. Ballast tanks shall not be filled to overflow to eliminate the possibility of ballast water

damage to vehicles on board ship or on the shore. 12. Double bottom ballast tanks are to be kept pressed up as much as possible. There may

be times when an occasional tank has to be left slack for some operational reasons, however before this is allowed, first the adequacy of stability must be ascertained. It is often better to have tanks pressed up or empty to avoid large free surface effect. (i.e., movements of water in the tank from side to side and hence changing centres of gravity as well having dynamic side effects, and with this negatively impacting the transversal stability of the vessel; this is especially important for cargo holds and wider ballast tanks; e.g., double bottom, topside.).

(NOTE: It must be remembered that several PCC’s have come to grief by Taking angle of loll or even capsizing due to excessive free surface present in the vessel.)

13. While it is recognized that PCC / PCTC often take up to two degrees of list during cargo operations which is corrected generally by one set of Side or heeling tanks as required, such listing should be avoided as much as possible. If free surfaces exist, the list on a tender ship will be much more than above and vessel may tend to flop from one side of

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the vertical to the other with even a slight change in weight distribution. If ever a vessel experiences such a situation then: a. Cargo operations must be stopped. b. Ballast Tank, Bunker tank, Cofferdam’s, Void Spaces & Cargo hold bilges, soundings Re-Checked. c. Cargo Distribution Re- Checked.(Liaise closely with Port Captain). d. Stability Calculation done. e. On the basis of the finding of GoM appropriate recovery measures to be taken. These measures could be to ballast the ship and or shift cargo in a planned, step by step controlled manner, calculating the effect of each action on stability before the action is taken. The ultimate being to reach a positive GoM which is sufficient to ensure adequate static and dynamic stability of the vessel.

14. Several countries require vessels to change ballast at sea before arrival. However, this must only be done without compromising the safety and stability of the vessel taking weather and other factors of weight distribution into account. If such conditions cannot be met then an appropriate entry should be made in the deck log book. Requirements of a particular country must be ascertained from guidelines provided in appropriate publications, and from agents and if necessary guidance can be sought from the office, Refer SMS DVD for more information.

Manual soundings of all ballast tanks to be taken at least once daily and duly entered in the sounding log.

A. Procedure for Ballast Exchange:

1. Ballast Water Exchange to be followed as per Ballast Water Management Plan and

IMO Guidelines Annex 2 Resolution MEPC.124(53) 2. A positive Stability of the vessel is to be maintained and monitored at all times during

the exchange. 3. The GoM, trim, draught, and stresses (SF/BM) at each stage of the ballast exchange

should be calculated, recorded and approved by the Master, prior to commencing the ballast exchange. (Sequential Method to be prepared / signed by master).

4. The OOW/ Engine Room should be kept informed when ballast exchange has commenced and is completed. Any concerns (list / tender vessel / trim) should immediately be brought to the attention of the Chief Officer and Master.

5. The Chief Officer shall carry out ballast exchange only with the express approval of the Master. He should inform the Master prior commencement and once completed.

6. Preferably not more than 2DB tanks to be de-ballasted at a given time. 7. Time-permitting ballast exchange shall only be carried out during daylight hours. 8. Ballast tanks should be topped up by gravity only, as far as possible. 9. The depth and distance from shore shall be confirmed prior to commencement of the

exchange. 10. Weather conditions will be accessed when considering Ballast Exchange especially

the effect of weather on the stability of the vessel. 11. The Chief Officer will monitor the full Ballast Exchange Process.

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12. It shall be ensured that no Ballast Tank is overflowed during the Exchange process. Continuous monitoring in the car-decks at the air pipes and sounding pipes shall be maintained during the Exchange process especially during a loaded passage.

13. Records of the exchange shall be maintained in the Ballast Water Handling Log.

Procedure for Ballast Operation in Port - Precautions to prevent Cargo Damage due to overflow of Ballast:

1. As far as possible external Ballast operations is not to be done in Port. 2. When Ballast operations are considered due importance is given to the vehicles and

cargo stacked on shore. 3. Internal transfers to be undertaken for correction of list and /or trim 4. Ballast Operations are to be monitored all the time and to be started by using only 1

pump. Topping is to be done only by gravity. No tanks will be overflowed in port under any condition.

5. All air vents passing through car decks will be inspected on a regular basis. 6. Sounding caps in car decks will be check, maintained and shut tight.

App 1.10 BUNKERING

All hands to know location and contents of ' anti-pollution station ' established in deck store at upper deck port side so that precious time is not lost at time of mishap. Scupper plugs etc removed from anti-pollution station must be put back at same location after use. During coasting and during vessel’s stay in port all scupper plugs to be in use. Duty Officer in liaison with Chief Officer and Chief Engineer to be extremely vigilant during bunkering period and follow guidelines as per vessel's approved SOPEP. Radars to be off during entire bunkering operation and all relevant signals to be displayed

App 1.11 Stern Ramp & Side Ramp (Mid-Ship Ramp) Operation & Safety Procedure

1. All Ramps have six sides & all six sides to be checked, ensure All sides to be clear

before operation. 2. Stern & Side ramps should be set within the shortest possible time to save stand by

costs of the gangs waiting to start cargo work. 3. Stern and Side Ramps are to be thoroughly checked as per manufacturer’s guidelines

before arrival port. 4. Ramp wires to be checked for deterioration as per maintenance schedule. 5. Ramp wires to be properly greased. Careful attention is to be paid as to not have

excessive grease on the wires. 6. When setting Stern or Side ramps plywood must be put under the ramps to prevent

damage to the wharf surface and /or ramps. 7. Ramp wires should neither be too slack nor too tight while the ramp is set at berth. Over

slackening of wires may cause wires to swing with wind which in turn may cause

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grease splatter on ramps and cargo. Over tightened wire will cause strain on wire for prolonged durations and result in material failure.

8. Stern and Side Ramp moving parts to be properly greased. Checks to be made prior arrival port that all excessive grease is removed from these parts.

9. Prudent estimation of expected ramp angle in port should be made prior arrival in port and vessel’s trim / draft adjusted to ensure the ramp angle remains within working angle limit as prescribed by makers. Previous experience, safe port memos, tidal range in port and agent’s information are amongst those to be taken into account for estimating ramp angles.

10. Hydraulic lines and connections to be checked prior to operation of the ramps. 11. Ramp-way to be checked for any oil or other stains or sharp metal which can cause

damage to the vehicles. 12. Stanchions on Stern ramps must be appropriately prepared. 13. Special attention should be paid to external flexible hydraulic hoses and their couplings.

Wear at the joint of the flexible hose and the coupling due to exposure to weather causes the hose to part at this junction. The hose should be renewed in case of any sign of deterioration.

14. The operation of all lamps at the control panel should be checked and tested. The operating levers should be locked in neutral position to prevent un-intentional operation of the ramp when the hydraulic pumps are switched on.

15. Limit switches should be checked for damage or if painted over to ensure smooth operation of ramps.

16. Manual locking of ramps should be free as the moving parts may get difficult to operate after a long passage or if not maintained properly.

17. After a long passage it is best to check the operation of the stern and side ramp winches without unlocking any of the cleats/locks one day prior arrival to prevent any surprises in port. Due to automation and interlocking this may not be possible on some vessels.

App 1.12 Mid-ship ramp shifting operation

1. With the change in tide, the MID-SHIP RAMP is often dangerous to use at it's original setting. Ifthis situation occurs, the MID-SHIP RAMP should be shifted and reset to next appropriate deck.

2. However, before the commencement of above operations, a pre-notice of this situation to theStevedore Superintendent who will stop the drivers.

3. Stop the traffic completely inside the hold and at the MID SHIP RAMP, using traffic cones, caution ropes, separation tapes etc

4. Start shifting the ramp after confirming that the cargo work is completely suspended at that ramp.

5. Follow maker’s instructions on the operation of the Mid Ship Ramp. App 1.13 Internal Ramp Operation and Safety Procedure

1. All Ramps Have Six sides & all six sides to be checked, All to be clear before operation.

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2. Internal Ramps will be operated as per guidelines laid out in the manufacturer’s operating manual.

3. Operation of the internal ramps should only be carried out by or under the supervision of an officer.

4. The operation of the internal ramp is a 3 man operation. One person should stand by on the underside or the top of the ramp whereas the person operating the ramp is on the other side so that there is no blind area. All persons involved in such operations shall maintain radio contact at all times.

5. Locking / Unlocking position of all cleats should be visually verified before operating the internal ramps to ensure there’s no cargo stowed below the internal ramp. This is to be confirmed with the Chief Officer or the officer who is operating the internal ramp.

6. The internal ramps should be clear prior to operation. No cargo stowed on adjacent deck should be lashed to the internal ramp. If absolutely necessary to do so, the same should be removed prior operation.

7. The internal ramps should not be operated in conjunction with the stern or side ramps.

8. Cones should be placed with “No Entry” signs at the entry and exit of the internal ramp prior to operation.

9. Operating instructions for the internal ramps should be posted at the control stand & to be followed diligently.

10. Blowers/Ventilation the specific cargo area should be shut off or changed to navigation mode prior to closing of the internal ramp.

11. Safety Procedure for Internal ramps has to be strictly followed as given in the operating manual.

12. Maintenance of Internal Ramps to be carried out as per manufacturers’ guidelines. 13. Care to be taken when checking Internal Ramps in-case vehicles are loaded on the

ramp. Internal ramps should be operated with cargo loaded on them, only where permitted by maker. On all other ramps, cargo can be loaded upon securing the ramp. Vehicles stowed on the ramp should be properly lashed prior to opening or closing of the ramp.

14. The operation of all lamps at the control panel should be checked and tested. The operating levers should be locked in neutral position to prevent un-intentional operation of the ramp when the hydraulic pumps are switched on.

15. Internal Ramps may be operated by a junior deck officer provided the officer has performed operation under chief officer’s supervision.

App 1.14 Deck Lifters Operation and Safety Procedure

1. Operation of the Deck Lifter will only be done by a Senior Deck Officer. 2. Operation of the Deck Lifter should be carried out as per the manufacturers'

guidelines. 3. Safety guidelines as laid out in the operating manual by the manufacturers' to be

followed. 4. The use of the deck lifter is a 2 man operation, with one person acting as a guide to

the driver. 5. Deck lifter operation during lifting of panels is at least a 4 man operation, with 3 crew

watching the panel movement, locking / unlocking and one person operating the lifter. 6. Prior operation of the deck lifter the fuel, brake oil and engine lube oil should be

checked. The hydraulics should be inspected for any leaks. Air tyre pressure should be checked. The engine should be run for 5 ~ 10 minutes prior operation.

7. Limit switches should be tested and the safety systems should never be bypassed unless there is an emergency.

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8. Any fault or operation that may require the safety to be bypassed should be brought to the attention of the 2nd Engineer/Chief Engineer and the fault rectified immediately.

9. Maintenance of the deck lifter to be carried out as per SMMS. 10. Special precaution to be paid when driving the Deck Lifter up or down internal ramps

or slope-ways. 11. Driving down internal ramps should be in gear and in a controlled manner. The speed

should be minimal. 12. Driving up internal ramps should be controlled with due attention to the fact that the

deck lifter may not be able to climb up all the way and it is important to apply the hand brake in case the engine stalls. It is imperative that the Lifter Truck is not stopped mid-way up an internal ramp.

App 1.15 Lift-able Deck Panels Operation and Safety Procedure

1. Lift-able Panels will be operated as per guidelines laid out in the manufacturer’s operating manual.

2. Safety Procedure for Lift-able Panels has to be strictly followed as given in the operating manual.

3. Maintenance of Lift-able Panels to be carried out as per manufacturers’ guidelines. 4. If Lift-able panels are being operated whilst sailing then weather conditions are to be

taken into account before starting the operation. The lift-able panels should not be operated if the vessel is rolling more than 5 degrees.

5. Special attention is to be paid to Lift-able Panels of special category and features. 6. Lift-able Deck Panels will be operated only by the Chief Officer. 7. Operation of lift-able panels is at least a 4 man operation which includes the Chief

Officer and 3 experienced crew/officers. 8. The Chief Officer should have a tool box meeting and refer to the relevant Risk

Assessment prior to carrying out panel operation. Safety aspects and duties of each person should be explained.

9. Panel operations should only be carried out under the express approval of the Master, especially when at sea.

10. Prior to lifting the panels, the top of each panel should be checked thoroughly for any obstructions, lashings, stanchions and caution rope should be removed and properly stowed.

11. NO lashing, wedges etc., should be stored on the deck lifter during panel operation since these loose items may get jammed in the moving parts.

12. After lowering the panels, danger areas should be properly cordoned off and this should be finally inspected by Chief Officer upon completion of panel operations.

13. Proper PPE including safety helmet to be worn by all personnel involved in panel operation.

14. Before moving on to the next panel, each panel should be confirmed to be resting properly on all supports by Chief Officer.

15. Safety systems of lifter truck as well as panel should not be by-passed during panel operation. Any fault or difficulties experienced in panel operation should be brought to the attention of Chief Engineer / 2nd Engineer and rectified immediately prior to continuing with the operation.

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App 1.16 Water-Tight Bulkhead Doors and Gas-Tight Doors Operation and Safety Procedure:

1. Water-tight bulkhead doors and Gas-tight doors are to be operated as per specific

instructions of the manufacturer. 2. Chief Officer is to ensure that junior officers and crew are well trained in the operation

of Water-tight bulkhead doors and Gas-tight doors. 3. Water tight bulkhead doors and gas tight doors should always remain closed at sea. 4. Instructions of operation of watertight bulkhead door should be posted at the control

stand. Important factors, such as lifting of flaps prior closing should be highlighted in these instructions.

5. Accidents/Damage to cargo has occurred where the lashing of cargo was made fast to the water tight door and the cargo was dragged along when the door was open. Hence watertight doors should only be closed once all the lashing has been completed and the stevedores have exited the cargo hold.

6. Gas tight doors and watertight bulkhead doors should be closed only after all the blowers to that area have been shut off.

7. Water-tight bulkhead doors should remain closed when at sea except when required to carry out work and must be closed as soon as the work is completed. There will be an indication on the Bridge when the Water-tight door is opened and the Duty Officer should ensure that the door is closed as soon as possible upon completion of work.

8. Under no circumstances, the alarm of water-tight door indication panel fitted in the wheelhouse be turned off or bypassed while the vessel is at sea. Each OOW must check the working condition and lamp test of the panel at each change of watch and question any door which is sighted as OPEN. In case the relieved OOW is unaware of the reason for a door being open, Master and Chief Officer must be immediately informed.

9. Water-tight bulkhead doors will only be operated by the Chief Officer or a junior officer.

10. Due diligence will be paid when operating a water-tight bulkhead door. The following factors will be borne in mind but not limited to the below: a) Ensuring the path of the door is clear whenever opening or closing of the door. b) Ensuring that the hydraulics for the operation of the water-tight bulkhead door are

in good working condition and that there is no oil leakage c) Ensuring that the rubber gasket on the door is in good condition so as to maintain

the water-tight integrity of the compartment. d) When in closed position, ensure that the recess is adequately guarded of with

rails. 11. Gas-tight doors are to remain closed during a loaded passage.

App 1.17 Procedure for Reporting of Damaged Cargo Units:

• Specific Charterers instructions to be followed for reporting of Damage cargo units. • Vessel’s Agents, Port Captain at Load and Discharge Ports and PIC of that region

are to be informed. • It is essential that the damage is well documented and photographed to protect

Owners interest.

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• Stevedores should be held responsible for all damages inflicted by them by preparing stevedore damage report or issuing a letter of protest.

• Cargo/Vessel Damage during cargo operations should be brought to the notice of the stevedore foreman and port Captain immediately. The damaged unit should be kept aside for photographs and documentation and not discharged till this is complete. The damage report should be completed by the Chief Officer / duty officer and acknowledged by the stevedore foreman. Copies should be given to the stevedore foreman, port captain or agent and one copy filed on board. If the port Captain is not present at that port then a scanned copy should be forwarded to the relevant parties.

• Damage reports for all damages found in stow, should be clearly marked with a statement “Damage found in stow inaccessible to ship’s crew; Vessel not responsible”.

• Damage at sea when discovered should be immediately brought to the attention of the Chief Officer. The Chief Officer is responsible for preparing the damage report. For any damage, action should be taken to minimize the damage if possible. Photographs should always be taken and the same along with the report should be forwarded to the agent, port captain and PIC of the region promptly.

• Cargo which has already been discharged should not be allowed to drive back on board under any circumstances.

App 1.18 Procedure for Isolation of Fire Detectors in car decks:

• Fire Detectors in Car Decks are to be isolated during Cargo Operations. • Detectors on only those decks where cargo operations are working need to be

isolated. • OOW must ensure that whenever the detectors in car deck are isolated or

“Disconnected" for the period of cargo operation or any maintenance work then on the completion of such work or cargo operation, the detectors must be "Connected".

• Isolation of Fire Detector is done from the Fire Detection Panel on the Bridge or the Ship's Control Centre. All indicators on the Detection Panel showing decks that are isolated must be in working condition.

• As additional precaution a placard must be placed at the Fire Detection Panel indicating that the Decks are isolated.

• Fire detectors should be reconnected whenever car decks are left unattended for long periods, for example those due to breaks by stevedores, suspension of loading etc.

App 1.19 Safety Precautions while Operating Table Lifters :

Some vessels are fitted with Table Lifters designed for the carriage of Heavy and High cargoes from the Main Deck to another suitably strengthened deck. The SWL of the Ramps/Moveable Ramps as well as the limitations of the Heavy and High cargo to be driven on the Ramps/Movable ramps due to the angle of the Ramps/

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Moveable Ramps necessitate the use of Table Lifter to safely load and move the cargo to a suitably strengthened deck. Vessels fitted with a Table Lifter to comply with the following precautions, along with the other precautions as per the maker’s manual:

• Operation of the Table Lifter shall be done only when vessel is in port. The details on

safe operation to be discussed with stevedores’ foreman and/or port captain during the pre-loading/discharging meeting.

• The operation of Table Lifter to be carried out only under the direct supervision of Chief Officer.

• The Table Lifter and its machinery is vibration sensitive equipment, hence other operations such as panelling on other decks shall be stopped and cargo operation on other decks to be monitored for excessive vibrations (particularly while loading high and heavy units).

• Cargo stowed on the Table Lifter should have handbrakes applied. The cargo should be well clear from the edges of the Table Lifter,

• No person to be on the Table Lifter during its operation. • Check level of hydraulic oil in table lifter hydraulic tank. Make sure cooling water is

on. • The recess covers of the Table Lifer must be clear throughout the entire operation. • There should be no traffic movement around the Table Recess. • Ensure there is no obstruction in way of the Table Lifter. • Person operating the equipment should keep visual checks on locks provided for

securing the Table Lifter. • The traffic barricades (gates) to be checked that they are operating properly. • Ensure that the list / trim are within the acceptable limits at all times. In case list is

more than 1 degree and trim is more than 1 meter, the Table Lifter operation shall not to be carried out.

• On completion of the Table Lifter operation, ensure that the Table Lifter is locked correctly in stowed position and the recess covers are put back in place.

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Appendix2 Index : Page 1/1

APPENDIX 2

APPENDIX 2 ...................................................................................................................................... 1

CHECKLIST NO.1 - PRE ARRIVAL LOADPORT / DISCHARGE PORT ....................................... 1

CHECKLIST NO.1A - INTERNAL PRE LOADING/PRE DISCHARGING SAFETY MEETING ..... 1

CHECKLIST NO. 2 - SHIP / SHORE SAFETY CHECKLIST - (RAMP MEETING) ....................... 1

CHECKLIST NO. 3 - LOADING/ DISCHARGING ( AT BERTH) .................................................... 1 CHECKLIST NO. 3A - CHECKLIST FOR SETTING CARS IN DESIGNATED POSITION............ 1


CHECKLIST NO. 5 - LADEN PASSAGE ........................................................................................ 1

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

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

CHECKLIST NO. 8 - OPERATIONAL SAFETY CHECKLIST ........................................................ 1

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Appendix2 Checklist No.1 : Page 1/2

Checklist No. 1 - Pre Arrival Loadport / discharge port (Highlighted are safety critical items) Note : The checklist is to be completed for each port of call

VESSEL NAME :

PORT : DATE: NO DESCRIPTION YES NO N/A

1. Confirm the ventilation system is working well. Sweep out the rust scale and dust on the bottom of air ducts.

2. All holds are clean, well ventilated and ready for cargo operations in all respects.

3. Confirm all hold lights are working and all car decks are adequately lit. 4. Hold bilges tried out and found satisfactory 5. Check the condition of lashing points on each car deck.

6. Cargo plan prepared for the port operation. Plan to contain watchkeepers at ramp, car decks, mooring, etc

7. Ballast tank sounded to confirm the quantity in the tank are matching the figures used in the cargo plan

8. Pre-stowage plan received and stability condition worked out prior commencement of loading. Confirm adequate stability margins are maintained at all times.

9. The calculated stability condition and the inputs on the loadicator unit, basis pre-stowage plan are cross checked by Duty Officer and verified by Master.

10. Special cargoes (heavy / high / long / caterpillars etc.) loading procedure planned.

11. Risk Assessment prepared for cargo such as : Project cargo on MAFI’s, crated/box cargo, heavy cargoes etc.

12. Confirm situation of tides at port/berth and the jetty height at zero tide. 13. Confirm number of ramp ways to be used

14. Lift / lower movable car decks as per cargo plan (Note: Chief officer to verify the positioning and securing physically, prior commencement of operation.)

15. Passageway doors leading to car decks to be locked where panels are lifted and caution sign to be posted

16.

Confirm sufficient lashing material laid out on various decks corresponding to the number of cars/cargo units to be loaded. Check the lashing chains fastened securely and extended to the lowest position on each tank top deck.(Note: Lashing equipment prepared in bundles of ten and hung for ready usage on the bars provided at the sides of the decks. The metallic hooks are kept behind bars to prevent them damaging the cars due movement.)

17.

Safety lines, car ramp guards, safety signs are rigged / placed on the ramps, all danger zones marked with tiger ropes and stop/damage signs. (Note: sufficient safety cones / marks provided and arranged to facilitate proper loading of cars,safety signs and marks are displayed in the holds,

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NO DESCRIPTION YES NO N/A passageways, etc.)

18.

Provide and maintain caution marks such as “no smoking” and “max speed. 20km/h” (12 mph in USA), ccritical turning area caution mark placed and other indications in the hold; number of deck, direction of driving way and exit signs marked.

19. Stick foam pads on pillars / beams / bulkheads which may damage car doors

20. Mooring Winches and Windlasses checked for satisfactory operation

21. Hydro- pack units are working and have adequate oil levels. Hydraulic system for valve operation checked for oil level and satisfactory operation.

22. Ensure all weather deck / garage top deck scuppers are plugged to ensure inadvertent spill of hydraulic oil etc. does not occur

23. Precautions in place against pilferage of car parts.

24. In ports notorious for stowaways and drugs, has a plan been prepared , discussed and implemented to prevent them getting on board

25. Crew briefed on the working schedule and the number of gangs and location on the ship where the cargo operation will take place.

26. Crew briefed on the planned operation in the port

27. Duty officers have read and signed the Chief officer’s Loading/Discharging plan

28. Master has verified the Chief officers loading/Discharging plan

29. Engine room informed “No soot blowing while vessel alongside or near berth”

30. If applicable, Checklist 1A completed with Internal meeting of staff

Duty Officer Chief Officer Verified by Master

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Appendix2 Checklist No.1A : Page 1/1

Checklist No.1A - Internal Pre Loading/Pre Discharging Safety Meeting This meeting is to be conducted before the commencement of port rotation for a series of ports. The Chief Officer would informs the Master and the duty officers about the planned cargo, ballast and bunkering operations

1. If the ports are more than 7 days away, this meeting is to be conducted again 2. If there is any change in port rotation, meeting is be conducted again with special emphasis

on cargo stowage/ballast/bunkering

VESSEL NAME :

PORT : DATE:

NO DESCRIPTION YES NO N/A 1. Port rotation discussed

2. Outer ramps and inner ramps, which are to be used for cargo operations discussed for each port

3. Briefing on Nature and volume of cargo to be loaded/discharged in various ports

4. Cargo stowage plan, securing plan and flow chart discussed with ship staff.

5. IMDG cargo to be loaded in respective compartments, only as per DOC for carrying IMDG cargo. IMDG Cargoes, which are not documented to rejected for loading. Any leaking/damaged units to be rejected for loading)

6. Special cargoes (heavy/high/long/caterpillars etc.) loading procedure discussed

7. Briefing on lashing of standard cars and various other units discussed 8. Proper PPE to be worn by Ship Staff discussed 9. Any standard instructions from the owners/charterers discussed. 10. Staff informed that ‘Smoking is strictly prohibited in car decks’

11. Staff informed that any difference in number of units or location of units from the stowage plan to be brought to the attention of the duty officer

12. Staff reminded that they should inform duty officer if they notice that the vehicles are being driven at very high speed or rashly

13. No painting job to be undertaken at berth. (Note: check with agents / stevedores prior painting at berth)

14. Blind areas for communication equipment identified and people advised accordingly

15.

Officers and crew instructed to note and report damage to cargo prior to and during cargo operations. (Note: Note of protest issued for any cargo damages and Managers /Owners / Charterers to be informed)

Duty Officer Chief Officer Verified by Master

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Appendix2 Checklist No. 2 : Page 1/4

Checklist No. 2 - Ship / Shore Safety Checklist - (Ramp Meeting) (Highlighted are safety critical items) The following checklist is to be completed in a meeting of Chief Officer, Master, Port Captain, Stevedore and any other terminal or shore representative as applicable for each port of call

VESSEL NAME : DATE: PORT ROTATION FOREMAN*: Stevedore Foreman or person deputized by him PORT CAPT* - Port Captain Informed to stevedore means that the item discussed in meeting and stevedore foreman or person deputized by him informed to convey to his staff (stevedores)

NO DESCRIPTION SHIP FORE-

MAN*

PORT CAPT*

REMARKS

1.

Following discussed with stevedores: - Notice required for closing/opening ramps - Time required for opening/closing of stern

and side ramps

Notice Period: ____________ Time for opening/closing: _____________

2. Discuss the times of high water and low water and the need of stoppage of cargo work to adjust the ramp.

3. Position of movable deck panels discussed?

4.

Cargo stowage plan discussed with Port captain and Stevedores Foreman. Feedback provided to Port Captain on Trim/Stability with suggested loading/Discharging plan

Copy of stowage plan distributed

5.

Port Captain and Stevedore Foreman informed that any changes to the initially agreed stowage plan to be communicated to the Master and/or Chief Officer (Note: Chief officer to recalculate stability and verify/discuss results with the Master before agreeing to loading/discharging operation and feedback given to Port Captain. Stability printout to be signed by Master)

6.

In case loading dangerous cargo, to be loaded in D zone only and in compliance with IMDG code. (Note: IMDG cargo to be loaded in respective compartments, only as per DOC for carrying IMDG cargo.)

7.

Special cargoes (heavy/high/long/caterpillars etc.) loading procedure discussed. (Note: Foreman must be informed of clearances, clear height information and SWL of each deck. Location of H/H units on decks must be discussed and monitored by crew/stevedores including lashing requirements as per Cargo Securing

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MAN*

PORT CAPT*

REMARKS

Manual. Traction vehicles must be moved through the car deck on hawsers to prevent damage to decks. Rubber matting must be laid on deck under the tracks at their stowage position.)

8. Special attention for cargo such as : Project cargo on MAFI’s, crated/box cargo, heavy cargoes etc. Control measures from risk assessment discussed

9. Location of additional lashing materials advised to stevedores and procedures discussed if they are required to be moved for use.

10.

Standard number of lashing points per vehicle to be complied with as follows : - Passenger car longitudinal/fore & aft stow - 4 points, - Athwartship stow - 6 points, - Slopeway stowage – 5 points + Rubber Chocks Heavy weight vehicles – number of lashings to be taken after discussion between port captain and chief officer/master. (Note: Cargo Securing Manual to be followed for lashing of cargo units. Any additional requirement by Charterers/Owners instructions to Masters or their Quality Manuals to be followed)

11.

Cars other than those to be discharged at that port, strictly not to be unlashed. Stevedores to be advised to release lashing materials from the vehicles with care and cleared from driving route in the cargo hold. Owners/ Operators / Charterers instructions to be followed for unlashing. (Note: If any other cars/cargo unlashed and consequent delays to the vessel or damage to the cargo to be on stevedores account)

12. Any damage to the vehicles to be brought to the attention of the duty officer prior to the vehicle being driven off the ramp.

13.

Planned Ballast operation sequence discussed. (Note Ballast tanks to be kept full – only heeling tanks and peak tanks to be adjusted for list and trim)

14. Bunker Operation Plan discussed. (Note: Possible list and trim advised to stevedore foreman.)

15. Draft: Maximum allowable draft Fore and Aft during cargo operation obtained..

Max Draft :

16. Maximum draft calculated from pre-stowage plan advised

Max Draft :

17. Maximum Allowable list acceptable during cargo Max List :

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MAN*

PORT CAPT*

REMARKS

operations advised to stevedore foreman.(refer maker’s instructions for the cargo ramps, internal ramps, deck panels and watertight / gas tight doors).

18.

Maximum driving speed inside the cargo hold limited to 20 km/hour (12 miles/hour). Stevedores informed that placards posted on cones along the route of the vehicles on board.

19. Stevedores not to operate any ship’s equipment. It must be operated by ship’s personnel.

20 Stevedores informed that use of mobile phones while on duty during cargo operations is prohibited.

21. List of the names of stevedores received and attached to the visitor’s log

22.

Stevedores advised : - Operation of car music system not allowed - Cars not to be used for ferrying people / stevedores - No Smoking requirements

23. Declaration of Security signed, security notice posted and contents informed to stevedores.

24. Stevedores informed that those working on board to wear proper PPE.

25. Emergency procedures in case of fire in car decks whilst in port agreed upon

26. Location of the Muster Point for stevedores outside at the ramp way indicated to stevedores Foreman

27. Stevedores informed to evacuate working area immediately on hearing the sound of CO2 hooter and proceed to muster point.

28 The emergency Exit Routes from various decks to gangway discussed with all concerned.

29. Emergency contact numbers for the port, fire brigade and hospital ambulance available and posted.

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Remarks:

Master/Chief Officer Signature

Port Captain Signature

Stevedore Foreman Signature

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Appendix2 Checklist No.3 Page 1/2

CHECKLIST NO. 3 - LOADING/ DISCHARGING ( At Berth) VESSEL NAME : DATE:

PORT : VOY NO.: NO DESCRIPTION YES NO N/A On Arrival at Berth

1. Before lowering the stern and side ramps, confirm they are clear of bollards and other shore obstructions and the ramp can be positioned at an acceptable angle.

2. Confirm height of ramp ways from pier and adjust ballast as required, confirm ramp angle plan ready for the duration of cargo operation

3. Confirm ramp way is lowered as per standard procedure given in Maker’s manual.

4. Plywood sheets / rubber mats / steel plates of appropriate sizes are placed below ramp resting pad on the pier.

5. Prevention measures on overflow of sea water to pier in place

Chief Officer

Repetitive Checks YES NO N/A 1. Loading / discharging carried out as per the agreed plan

2. Liaise closely with port captain during the cargo operation. Any changes noted in the agreed cargo plan to be reported immediately to port captain.

3.

Confirm vessel’s compliance with the stability criteria as per the class approved Trim & Stability Booklet throughout the entire cargo operation. (Note: If any changes to the initial stowage plan, Chief Officer to recalculate stability & verify/discuss results with the Master before agreeing to the changed loading/discharging operation/ Plan, the stability printout to be signed by the Master.)

4. IMDG cargo to be loaded in respective compartments, only as per DOC for carrying IMDG cargo. IMDG Cargoes, which are not documented to rejected for loading. Any leaking/damaged units to be rejected for loading)

5.

Weather conditions monitored for safe operations (Note: If strong offshore wind is blowing then consider using tug(s) during cargo operations to keep the vessel alongside, the tugs to be requested only through agents except in emergency. Check list no.6 –“ Weather monitoring & heavy weather in port to be complied with)

6.

Confirm ramp way is rigged at proper angle of inclination (Between 3° - 13°) with pier and ramp angle indicator sensor placed. (Note: Angle between 3 to 13 degrees is acceptable, if steeper, buttressing to be used. If less than 3, trim to be adjusted)

7. No movement of vehicles/cargo carried out during operation of movable ramps.

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NO DESCRIPTION YES NO N/A

8. Units leaking oil marked on stowage plan and included in the exception list. Any oil leaks noted cleaned up immediately.

9.

Mooring lines and Ramp attended regularly. (Note: Ramp angle is monitored, cargo work must be suspended and ramp secured if the ramp angle exceeds maker’s recommended working range and same cannot be controlled by way of adjusting vessel’s trim)

10. Ballasting / de-ballasting carried out as per plan. (Note: Refer appendix 1.9 of PCC/PCTC Operations Manual).

11. Chief officer and/or OOW to personally supervise the loading / discharging of all H/H cargoes.

12. Tally being taken and verified with shore figure

13. Shipstaff aware of discharge port segregation and apply separation tapes as needed.

14. Hourly rounds taken on berth to ensure that the ramps or their fittings are neither chafing nor in direct contact with the berth or other associated structure.

15. Any damage to vessel / cargo brought to Chief Officer’s notice 16. Estimated time of completion of cargo notified to E/R and Master

17. Car lashing material / Safety Cones / and all other equipment from vessel are ship’s property and must be on board before sailing, unless landed under removable report for repairs)

18. When loading vehicles or cars, Checklist 3A for setting of vehicles complied with

Record of Repetitive checks (R) : Check to be carried out on commencement of cargo operation by duty officer and followed by every change of watch.

Date :

Time:

Initial for duty officer :

Chief Officer Verified by Master

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Appendix2 Checklist No.3A Page 1/2

CHECKLIST No. 3A - CHECKLIST FOR SETTING CARS IN DESIGNATED POSITION

VESSEL NAME :

PORT : DATE:

This checklist is only applicable when vessel is loading cars or vehicles.

NO DESCRIPTION YES NO N/A

1. The vehicles are correctly stowed at the designated spots in the cargo hold under the directions of the lead man.

2.

Confirm the distance between the vehicles (side to side) is at least 10 cms and the distance between car bumper to bumper and from the ships structure is atleast 30 cms. Confirm the width of the passage for lashing/unlashing and inspection is at least 30 cm.

3. The space in front of hold stairs shall be about 50 x 50 cms. Clear space allowed for closing/opening operations of watertight and gas tight doors.

4. Stow cars away from sounding pipes, portable fire extinguishers, fire hoses, booby hatches, emergency escape, hatches entrance and watertight doors. All these areas marked in yellow colour.

5. All loading operations are conducted with due consideration to unloading feasibility.

6. The vehicles tires are not parked on projecting parts, such as lashing ring plates.

7. Vehicles are stowed head-out on the inner slope way.

8. Clear space allowed for closing/opening operations of water tight and or gas tight doors.

9. Clear space allowed on the driver’s side along the walking passage, especially for vehicles stowed on the inner slope ways.

10.

After setting car in designated position, confirm the hand brake is fully on. For manual transmission vehicles, confirm the lever is at “LOW” position. For automatic transmission vehicles confirm the lever is at “PARKING” position.

11. Confirm all electric switches are placed in “OFF” position. (Note: During rounds, crew must monitor the car’s engine is stopped even if car’s lights are off.)

12. Ignition keys shall be removed and placed in ash-tray, or glove box if instructed

13. All car windows closed completely. 14. Driver’s seat is set at a position farthest at back. 15. All car doors are closed properly but never locked.

16. Key car label (sticker) affixed on the wind-shield of the key car and following seven units should be affixed with consecutive labels.

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Appendix2 Checklist No.3A Page 2/2

Record of Repetitive checks (R) : Check to be carried out at every change of watch

Date :

Time:

Initial for duty officer :

Chief Officer Verified by Master

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CHECKLIST NO. 4 - PRIOR DEPARTURE PORT VESSEL NAME :

PORT : DATE: NO DESCRIPTION YES NO N/A

1. Departure sailing conditions displayed 2. All crew members on board accounted for 3. Vessel checked for stowaways and contraband – entry in logbook 4. Confirm all cars loaded / discharged as per cargo plan

5. Confirm all cargo lashed and secured properly.

(Note: Refer Cargo Securing Manual & special/additional lashing requirements by Charterers and/or Owners)

6. All loose lashing gear and all movable items secured in cargo holds to prevent cargo damage

7.

All ramp ways hove in and secured. Check physically all around the ramp equipment for proper securing and to ensure no damage has occurred

A.) stern ramp B.) midship ramp

8. Hydraulic system switched off 9. Pilot ladders / gangways secured

10. All shipside doors ( pilot / gangways / bunker ) secured and entry made in log book.

11. Anchors secured. 12. Deck power switched off 13. All cargo papers on board 14. All liftable car decks secured 15. All deck lifter trucks properly secured 16. No soot blowing while vessel is in vicinity of berth

17.

On completion of cargo work irrespective of whether vessel is leaving port or remaining in port following done:

a.) All gas tight doors / ramps secured in place b.) All water tight doors/ bulkhead doors closed and secured c.) All cargo hold ventilator flaps closed

18.

Status of ventilator dampers , watertight , weather tight and entrance doors and booby hatches open closed a.) fire zone ‘a’ b.) fire zone ‘b’ c.) fire zone ‘c’ d.) fire zone ‘d’ e.) fire zone ‘e’ f.) fire zone ‘f’

19. Final stowage plan received. (Note: flow chart from appendix 1,section 1.6 to be complied with)

20. Final stability calculation done – basis final stow plan / loadicator entries cross checked / condition report verified and signed by master and filed.

21. Draft checked and compared with loadicator stability condition report and

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NO DESCRIPTION YES NO N/A recorded. If there is any discrepancy is noted between actual & calculated draft / Displacement – following action to be taken: - Inform the Port Captain and the stevedore foreman of the difference

and that this is being investigated. - Sound all tanks (Ballast, Bunker, Fresh Water) and recheck the

weights based on the sounding. - Re-check that cargo loaded on board is as per the stowage plan. - Verify that the weights of the cargo, ballast, bunkers, fresh water and

other weights is correctly entered in the loadicator. - Verify that the density of water and the entry in the loadicator for

density is correct. If the difference is not resolved with above steps - Call the Marine Superintendent and appraise him of the difference - Call the commercial operator or the Port captain and inform them of

the difference - Inform Stevedore foreman and Port Captain to re-check the weight of

the cargo.

Cautionary Note:

1. Master has ultimate responsibility for the safety of the ship and is to delay departure until the reason for difference in displacement is found and suitable action taken as required.

2. Weights of cargo or Ballast or Bunkers or other variables NOT to be adjusted to deviate from actual weight only to match the calculated displacement with the displacement from the draft readings.

22.

Stability: - Intact stability criteria & damage stabilty criteria fulfilled. GM value

is in sufficient GM range. (Refer Trim & Stability Booklet) - Expected weather condition considered. - Is the draft including trim within applicable loadline or

port/passage limits/restrictions. - Ship specific minimum sailing draft value considered & not

violated. (Note: Refer Stability Guidelines provided in section 2.16)

CHIEF OFFICER VERIFIED BY MASTER

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CHECKLIST NO. 5 - LADEN PASSAGE

VESSEL NAME :

PORT : DATE: NO DESCRIPTION YES NO N/A 1. Daily inspection of cargo lashings carried out and logged.

(Note: During heavy weather, the inspection of cargo lashings carried out at least twice daily. The frequency of this inspection to be increased as appropriate giving due regard to the prevailing weather conditions. Any specific owner & charterers guidelines to be complied with )

2. Damaged lashings replaced, all loose lashings and cones secured 3. When laden with wet or snow covered cargo, the ventilation fans should be

run until the cargo holds are dry.

4. Fire patrol in holds carried out after every watch and logged. 5. Leakage , if any , rectified without damaging cars 6. Daily inspection of the holds to include the following :

a) Leakages from various service pipelines b) Leakage from hydraulic pipelines c) Leakages from ballast sounding pipes , air pipes d) Leakages from any other cracks either on

Ventilator deck e) Leakage from FO , DO tank sounding / air pipes f) Leakage of gasoline , engine oil , brake oil radiator liquid from

any cars

7. After taking F.O / D.O tank soundings ensure the area is cleaned . (No cars to be touched).

8. Measurement of HC, CO & O2 checked regularly and logged. (Note: Hold ventilated if HC reached LEL of 0.5%)

9. Additional checks such as dew point, temperature of car decks above fuel tanks, etc. as per charterer requirements carried out and recorded.

12. All movable material well secured for sea. 13. Do not wear clothes with buckles, carry any equipment, belts or exposed

buttons which may scratch cars during inspection.

14. Check all car lights are off 15. Check for damage which may have went unnoticed during loading. 16. Check for rust , flakes on deck heads 17. Check cargo segregated properly 18. Affix safety stickers on damaged cars 19. Any new damage to cargo noted is reported immediately. 20. All gas tight / watertight passage & booby entrance secured. 21. Check for flat tyres which must be inflated prior arrival discharge port 22. Weekly instruction to crew against damage prevention.

CHIEF OFFICER VERIFIED BY MASTER

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CHECKLIST NO. 6 - WEATHER MONITORING & HEAVY WX IN PORT VESSEL NAME :

PORT : DATE:

NO. DESCRIPTION YES NO N/A 1. Master to ensure that the wind speed and direction is continuously

monitored in the wheelhouse, as staff inside the car decks cannot see the weather out side.

2. Master to monitor weather broadcasts on VHF & Inmarsat "C". Also, Nav. Warnings &Wx information from Navtex.

3. In Japanese ports hourly wind forecasts are given to PCCs. Information should be provided to all officers during pre-cargo operation meeting.

4. Calculate mooring force holding the vessel in position, using the software and template provided by SID to all PCCs. ( In General PCCs have a total athwarthship mooring force of 100 Tons) Ship specific available mooring force to be calculated.

5. Calculate wind force and direction on the ship’s hull and deduce athwarthship force in tons on the ship’s hull, using the software provided by SID to all PCCs. Calculations for wind force of 10, 15, 20 and 25 m/s to be posted in the wheel house.

6. Using 100 Tons of mooring force the Critical wind velocity on the beam is 17 to 18 m/s, after which the mooring force is overcome by the wind force. Taking average wind into consideration, vessel to be alert to take evasive action when wind speed reaches 14m/s (17/1.25). Has the vessel calculated this average wind to prepare for evasive action.

7. To increase mooring force, have additional ropes been sent out at a low angle where available (long lead)

8. Where available have mooring ropes been sent out to storm bitts at a low angle (long lead).

9. During pre-cargo work meeting has it been decided with the stevedore foreman at what stage will the cargo work be stopped in preparation for leaving berth.

10. When bad weather is expected, has it been discussed with the stevedore foreman the possibility to limit the discharge to a single ramp only, so that emergency action is quickly undertaken.

11. In case of deterioration of weather conditions, Port Authorities to be told to arrange tugs immediately, to keep vessel alongside the berth for lifting / securing of car ramp. Also, if feasible Pilot to be asked to board vessel without delay, in case it becomes necessary to cast off the berth. Hoisting of the Ramp to be done after securing the tugs to avoid sudden excessive movement of the stern of the vessel while picking up the stern ramp.

12. Crew to proceed to unmooring stations immediately. Minimum staff to be available to lift and secure ramp when the tugs are alongside.

13. In the event that the weather shows no signs of improving, & staying alongside is not a safe option for the vessel, vessel to cast off on Master's orders, in consultation with Port Authorities and proceed to a safe anchorage area, or steam well clear of any coastal hazards.

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NO. DESCRIPTION YES NO N/A 14. If a situation is reached whereby there is a delay in tugs reaching the

vessel and the vessel’s bow ropes cannot hold the bow alongside. Ensure that sufficient personnel are available at the mooring station astern to slacken the ropes when weight comes on the aft ropes due to lifting of the ramp.

15. Endure to keep the ship parallel to the berth when ropes are slackened. All the ropes from the vessel will act as breast ropes on storm bitts at a small angle due to long lead, increasing the mooring force. Due consideration must be given to the wind force acting on the entire ship side as compared to when alongside at berth.

16. Has the Engine room been advised of the impending weather and are the engines ready to move from the berth at short notice.

17. Has the Engine room staff been advised to provide additional staff for unmooring stations and ramp preparation in case of moving from the berth on an emergency basis.

18. Has the second engineer been advised to be ready to take over from the chief officer for continuing with the closing of the ramp, while the chief officer is relieved to go on forward unmooring stations.

Chief Officer 2nd Officer

3rd Officer

Master

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CHECKLIST NO. 7 - EXTREME COLD WEATHER PRECAUTIONS

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A FORWARD DECK AREA 1. Forepeak Store bilge wells cleaned & dried. 2. Forepeak Store ventilators shut 3. Foremast floodlights fully covered, to be uncovered only prior arrival port. 4. Forward Rope Hatch hinges to be freshly greased, packing to have coat of grease, to prevent

ice formation & subsequent seizure. All rollers/chocks greased.

5. All mooring ropes to be kept inside store until just before arrival. . If the ropes are stowed outside they shall be well covered with canvas (!)

6. All mooring wires on drums to be kept covered, until just before arrival. 7. Mooring winch/windlass hydraulic motors to be started & kept running, from 24 hrs prior entry

into sub-zero zone till 24 hrs after departure from same zone. Keep winches on slow turning from approx. 6 hrs prior arrival port. Check the oil level in the hydraulic tanks forward and aft winches prior putting them in use. (!)

8. Weather permitting, anchors to be walked out by approx. half metre, and kept secured with guillotine and chain lashing, to prevent freezing up in hawse pipe.

UPPER DECK AREA and CAR DECKS 1. Deck Fire line drained, drain plugs & all hydrants on deck & around accommodation kept open.

Forepeak Store hydrant opened to drain water out of their respective branch lines. Deck Fire Main valves to each hold shut.

2. CO2 room Deck line connections to CO2 lines drained, all hydrants & Monitor valves kept open.

3. Fresh water lines on the upper deck drained. 4. At least 150 kg of common rock salt, in 10 kg sacks, to be kept distributed in deck stores, to be

used freely on deck where ice has formed.

5. One accommodation ladder portable air motor to be kept stby inside accommodation, to be used in case the other malfunctions in cold weather.

6. Deck Compressed Air Line to be drained & used every day, to prevent inner moisture from icing up. Extension flexible air hoses to be ready, to use Engine Room connection in an emergency, if Deck Air line blocked by ice.

NAV. BRIDGE DECK 1. Bridgefront window washing line to be kept fully drained, & not to be used in sub-zero climate. 2. Bridge front heating switched on & running.Clear view screens to be running when required (!) 3. Radar scanners to be left turning at all times, even in port. Permission for same obtained from

Terminal.

4. Special attention to be paid to avoid ice accretion on Navigation and Deck Lights. (!) 5. Radar scanner motors to be covered at all times with waterproof canvas covers. 6. Aft whistle to be tried out once every 4 hours. 7. All batteries (in Bridge Deck &Emgcy Gen. Rm. Battery Spaces) to be kept on slow charging. ENGINE ROOM 8. One steering motor to be kept running continuously, even when alongside. 9. Reduce E/Rm ventilation to minimum requirement, to cut down on cold air ingress.Or if

necessary to short-circuit the normal air circulation. Keep funnel flaps shut on unused boiler (beware of reverse cold draft) (!)

10. Start steam injection to sea chests, & temperature control of cooling water, at least 48 hrs before entering cold weather area.

11. All Fresh water tanks to be filled to no more than 90%, to avoid structural damage in case of freezing.

12. Heating on for Emergency Generator Room, Diesel tank to be no more than 90% full. 13. Ensure moisture free air for control air, whistle and deck services. (!) SAFETY EQPT. 1. All Lifeboat Freshwater rations to be removed & placed in Laundry Drying Room, prior arrival in

sub-zero temperatures.

2. Extra greasing to be done of Lifeboat Davits & winches. Ice accretion should be regularly removed from lifeboats and liferafts and launching equipment to ensure ease of launching where required. (!)

3. Keep CO2 room and firefighting equipment within proper ambient temperatures. (!) AFT DECK AREA 1. Mooring winch hydraulic motors to be kept running, from 24 hrs before, to 24 hrs after call at

disport.

2. All rollers & rope hatch lid to be free, &well greased.

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NO. DESCRIPTION YES NO N/A 3. All mooring ropes to remain covered, until actually required during stations. MISCELLANEOUS 1. Any ice formed on deck area to be broken & cleared immediately, especially along the gutter

bar & containment area aft. Crowbars/shovels/long handled scrapers available for this purpose.

2. Glycol to be poured into all drains within accommodation. 3. Manifold drip tray drains for bunkers to be blown thru, valves shut, & drains filled with Glycol. 4. Accommodation AC stopped & Heating ON with fan running on recirculation mode. (!) 5. Lifeboat having water cooled engine, drain all water from the engine jacket and replace it with

an anti-freeze mixture, such as Glycol mixed with water 50% /50% ratio, to avoid freezing of water in sub-zero temperatures. (!)

6. On board Training: Ship follow up ISM Code Section 1.2,6.2,6.3 and Statutory requirements: Chart and Publications for extreme cold navigation. Training on board by DVD provided by WSM carried out for Ice navigation and safety manoeuvring actions, passage preparation, crew protection awareness, and emergency and first aid procedures.

Bosun Chief Engineer

Chief Officer Master

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Appendix2 Checklist No. 8: Page 1/1

Checklist No. 8 - Operational Safety Checklist

VESSEL NAME :

PORT : DATE: This Check list is intended for use by ship's staff every month. All questions must be answered satisfactorily. For unsatisfactory entries, a brief explanation is required, with remedial action initiated, and follow-up inspections programmed. This list is to be sent to the Office & copy retained on board. NO. DESCRIPTION COMMENTS

1. Inspection of external power cables, for visible defects, including in non-gas safe areas.

2. No visible defects in life boats, life rafts, life buoys etc.?

3. Life rafts dated last service?

4. Spot check - fire hoses, nozzles, hydrants & extinguishers

5. Deck light checked?

6. Portable instruments like O2 analyser, ,

Explosimeter, etc. working and calibrated?

7. Fixed fire fighting system operational, i.e. CO 2 System

8. International fire connections accessible?

9. Emergency lockers sealed?

10. Engine Room fire equipment checked?

11. Engine Room Housekeeping checked ?

12. Oxygen/Acetylene bottle stowage area checked?

13. Charts & Publications meet voyage requirements?

14. All Charts/Nav. pubs corrected to latest NTM before arrival port?

15. All navigational equipment reported reliable?

16. Oil Record Book correctly completed? Date of last entry?

17. Garbage Record Book correctly completed Date of last entry?

18. Ballast & Bunker Tank – Remote gauges working?

19. Communication equipment checked for proper operation? Latest Log Book Entries (Deck) Test/Drill Fire/Boat Man O’bd Enclosed Space Steering Drill Oil Spill L/Boat In

Water Date Latest Log Book Entries (Engine) Test/Drill Emgcy

Generator Emgcy Fire Pump

Emgcy Compressor

Lifeboat Engine

Fixed Fire System

Date

Date and week no. Last notice to mariners received : Charts, list of lights, radio pubs last corrected to:

Chief Engineer Master

(!)

(!) (!)

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Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : Approved by : Director SID Appendix3(A) : Page 1/7 Bunker Transfer Procedures

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

The guidelines noted hereunder refer to any procedure which involves the transfer of fuel oil, diesel oil or lubricating oil to and from ship or from one tank to another and not considered as cargo.

1.1 PERSONNEL AND THEIR DUTIES 1.1.1. OVERALL IN CHARGE - CHIEF ENGINEE Undertakes overall charge of procedure and is responsible for carrying out the task in proper

manner, allocate related duties to other persons on board and oversee their work. Entire operation can be broken down in to following steps.

1.1.1.1. Determination of the amount of oil that the ship can take and order it through the

Owners or Charterers. Accurate description and specification of the bunkers must be provided to the company arranging bunkers.

1.1.1.2. Preparation of the bunkering plan. 1.1.1.3. Establishment of the bunkering organisation and allocation of related duties to other

staff. 1.1.1.4. Verification of preparations and safety precautions. 1.1.1.5. Liaison with bunker suppliers. 1.1.1.6. Supervision of testing of samples at the start of and during the bunkering operation

and overall guidance and control. 1.1.1.7 MSDS to be obtained for each bunker

1.1.2. ASSISTANT TO CHIEF ENGINEER - BUNKER OFFICER (3RD OR 4TH ENG. AS

NOMINATED BY C/E). Undertake the following duties: -

1.1.2.1. Supervision of overall bunker operation including the preparation, bunkering work & post bunkering restoration work giving detailed instruction to workers.

1.1.2.2. Liaison with bunker barges. 1.1.2.3. Taking sounding. Also, bunker barge initial and final soundings/ullage of all tanks and

acknowledgement taken of this from barge Master. 1.1.2.4. Checking on oil Specific Gravity & calculation of amount of oil received. 1.1.2.5. Checks on ships heel and trim. 1.1.2.6. Watch keeping on oil spillage. 1.1.2.7. Verification and reporting of the completion of bunkering operation. 1.1.2.8. Make entry in the checklist.

1.1.3. ASSISTANT TO BUNKERING OFFICER (TWO ER RATINGS)

Undertake the following duties under supervision of bunkering officer: -

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1.1.3.1. Check Air Vent for flow of Air 1.1.3.2. Arrangement of empty trays for receiving leaked oil. 1.1.3.3. Preparation of equipment & materials. 1.1.3.4. Open/Close operation of valves under instruction only. 1.1.3.5. Maintain watch on oil spill/leaks. 1.1.3.6. Pre and Post bunkering restoration work.

1.1.4. SPARE MEN - AS DESIGNATED BY CHIEF ENGINEER

1.1.4.1. As situation demands. Assisting in preparation for bunkering operation,post

bunkering restoration work. 1.1.4.2. To provide back up assistance in emergency situation.

1.1.5. DECK DEPARTMENT - PERSONNEL SHOULD ENGAGE IN THE FOLLOWING

ITEMS OF WORK TO ASSIST IN THE BUNKERING OPERATION.

1.1.5.1. Mooring/Unmooring operation of oil supply barges. 1.1.5.2. Checking the mooring condition of the ship during bunker operations. 1.1.5.3. Preparation of fenders and pilot ladders etc. 1.1.5.4. Verification of ships draft, trim and heel. 1.1.5.5. Closing and opening of deck scuppers. 1.1.5.6. Arrangements for flying/posting signal flags or lights. 1.1.5.7. Watch keeping for possible spillage accidents on board the ship as well as on the

surface in the vicinity of the ship.

1.2. INFORMATION

Following items to be displayed prominently near the transfer facility and must be in large bold letters. 1.2.1. Ships bunkering pipeline diagram to be displayed. 1.2.2. Oil tank layout with associated vent piping. 1.2.3. Tank capacities full/98%/95%/90% 1.2.4. Product description: GENERIC NAME

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FUEL OIL - PHYSICAL PROPERTIES: Viscosity : Sp. Gravity : Flash Point : Colour : Black Odour : Strong Aromatic DIESEL OIL - : Details as above. LUBRICATING OIL - : Details as above. 1.2.5. PRODUCT HANDLING PRECAUTION The products are non-toxic. In very rare cases can cause allergic reaction to skin. Avoid body

contact. Wear impervious gloves. If oil gets into eyes, wash with fresh water for 15 minutes and seek medical help. REFER TO MATERIAL SAFETY DATA SHEET (MSDS)

1.2.6. PRESSURE TESTING OF BUNKER PIPE LINES

Bunker line to be pressure tested to its working pressure annually onboard. Twice in 5 years, in Dry Dock, it should be tested to 1.5 times of the design pressure. The working pressure should not be mixed up with the design pressure mentioned in the piping diagram booklet. Initially, the working pressure maybe established by checking last 10 or 15 bunker plan where in rate and pressure at which bunker is taken is mentioned. The average higher pressure from this plan should be taken. This will be the established working pressure which should be stenciled on the bunker line on deck near the manifold valve. Annual testing onboard should be done to this pressure. The pressure testing of the line should be done by the F.O. transfer pump. In some cases, the pump relief valve may have to be adjusted to a higher value to be able to achieve the testing pressure on deck. In such event, the setting should adjusted back to its normal value after the test. Before setting to higher pressure, the pump specification should be checked so that relief valve is not adjusted above that value. In case, the transfer pump is not capable of delivering upto the test pressure. Bunker line should be filled up by the F.O transfer pump first and then a hand pump or similar such pump should be used to build up the pressure. Testing pressure and date should be stencilled on the bunker line.

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1.3. PRECAUTIONS

Utmost care and vigilance must be exercised while carrying out the bunkering or transfer operations. Following guidelines most be strictly adhered to during operations to avoid any spillage. 1.3.1. Prepare the oil receiving plan in advance taking into account the trim/list are

accurately accounted for in calculation of quantities in various tanks. Refer to sample in Section 5.7 of this manual

1.3.2. Bunkering Checklist and the Bunkering Safety Checklist in ship type specific manual

is to be complied with and completed. Any additional ship specific item can be included by hand in the bunkering checklist in the ship type specific manual.

1.3.3.1 Bunkering Safety checklist to be signed both by C/Eng and bunker barge/terminal

in-charge. The Safety checklist to be used for loading bunkers from barge, when taking bunkers from Jetty or when loading bulk lubricating oil or gas oil from road tanker and is to use in all such cases.

1.3.3.2 All tanks on barge to be sounded and / or flowmeter noted. 1.3.3.3 Proper signal/lights for bunkering posted. 1.3.3.4 Line for bunkering to be set and double-checked. Final soundings agree and

bunker team advised. (DB Tanks to not exceed 90% capacity). Unauthorised personnel not to touch valves.

1.3.3.5 Valves in system not in use to be kept shut. Other filling connections to be kept blanked.

1.3.3.6 Ensure O/flow tanks are empty prior beginning operation. Special attention must be paid in this regard in vessels fitted with the ring main/pressure relief systems. O/flow tanks to be sounded at regular intervals and action taken accordingly.

1.3.3.7 Start transfer slowly and once pipe lines attain the temperature of supplied oil, increase rate to the agreed value. Watch the pressure gauge at the bunker manifold closely.

1.3.3.8 Maintain record of the filling rate at all times. 1.3.3.9 Ensure sounding in tanks not being filled are remaining same. 1.3.3.10 Check sample for correct viscosity, density and flash point. Any abnormal values to

be reported/protested to safeguard interest. 1.3.3.11 Exercise caution when changing over tanks. Open fully the valve of the tank to be

filled then close the valve of the filled tank slowly. 1.3.3.12 Check the line pressure at all times against system over pressure. 1.3.3.13 Reduce rate to safe amount while topping up. Top up one tank at a time. 1.3.3.14 Adjust mooring lines during operations. 1.3.3.15 Check ships trim and list condition and maintain in a steady condition. 1.3.3.16 Maintain watch on board for oil spill /leaks. 1.3.3.17 End of transfer:-

i) Exercise caution when blowing through lines especially if the tank are full

especially if the tanks are full to prevent oil spilling from vents. ii) Secure all valves prior to disconnecting hoses

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iii) Fit necessary blank flanges iv) Check final sounding v) Clean up containment trays and put back all materials in store.

1.3.3.18 In case of doubt/difficulty, cease transfer till problem resolved and it is safe to continue.

1.4. POLLUTION CONTROL In case of accidental spillage and pollution.

1.4.1. Inform authorities concerned without delay. 1.4.2. Endeavour utmost to minimise spill overboard. 1.4.3. Assist in the clean up operation. 1.4.4. No chemicals to be sprayed on water unless authorised by the local authorities.

1.5. QUALITY AND QUANTITY CONTROL

1.5.1. It has happened that the specific gravity of bunkers being supplied are marginally less than the figures given in the delivery note. The difference may not appear to be large but when the weight of bunker is calculated by using two different Sp. gravities the difference can be significant. Since cost of bunker is based on the weight the price differential can be quite large. Therefore care must be given to checking correct sp. gravity and if difference is noted then it must be brought to the attention of the supplier.

1.5.2. In case of such disputes the bunker sample is to be analysed by an independent

laboratory. For this purpose proper samples must be taken from the bunker line in presence of the supplier and sealed with his signature.

1.5.3. Importance of viscosity is well known. Sample taken from the line should be

immediately analysed to check if viscosity is same as ordered. Small difference, say about 20 CST, can be acceptable. But if the difference is large then it cannot be ignored and must be brought to the attention of the supplier.

1.5.4. There have been incidents when the difference was found to be quite large and the ship

had stopped bunkering. The supplier then admitted their mistake and changed the supply. However in such situation pleased ensure that your testing equipment and procedure are absolutely trustworthy.

1.5.5 With the impact of environmental legislation and awareness, the nature of MDO or HFO

contamination is changing. Recently a vessel bunkering from a barge received HFO with a Flash Point dangerously below the 60C minimum required by Class and SOLAS Chapter II-2, Reg. 15. If there is any doubt on this account it would be prudent to ensure proper custody transfer sampling is done, sent for analysis and bunker not used until analysis received.

1.5.6 Where available tank space makes it possible, bunkers are not to be mixed (old & new).

When bunkers are mixed, a sample with the ratio as in the tank to be sent for analysis. The mixed bunkers are not to be used until analysis is received.

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1.5.7 Bunker samples during bunkering is to be taken with Drip sampler only. This is a requirement as per IAPP and vessels are to comply with procedures and requirements of Marpol Annex VI.

1.5.8 Vessels are to be aware of ECA areas where only Low Sulphur fuel and diesel is to be

used. Ship specific Procedures as per IAPP for changing over to Low sulphur fuel and diesel to be complied with as per ship specific Procedure which have been prepared after discussions between vessels superintendent and the Vessel.

1.5.9 Vessels to be guided by the following for Maximum % capacity that is to be filled for

Bunkers: a) For DB Tanks, the DB tank percentage is not to exceed 85%. When “Full

Bunkers” are to be taken, then, 90% is acceptable, however with slower pumping rate and due caution.

b) For shoulder or Deep tank, the recommended fill percentage is 95%. This fill

percentage can be increase to 98% on a case-by-case basis in consultation with WALLEM when “Full” bunkers are to be taken.

1.5.10 Tankers are to check the vapour space of the bunker tank prior to, during and after

bunkering. If H2s is detected, the bunker tank should be periodically tested during voyage and precautions taken as required for avoiding personal exposure to H2S.

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1.6 DURING THE VOYAGE Bunker tanks sounding must be physically checked by a responsible ship’s engineer and records

of quantities maintained. This physical check of bunker tank soundings must be made at least twice every week, before

arrival port and before and after bunkering. Do not rely on flow meters for calculating quantities of bunkers on board.

Soundings of all fuel oil and diesel oil bunker tanks must be taken by a responsible ship's

engineer and recorded in the Engine Log book twice per week whilst at sea, at end of voyage, prior to departure and when in sheltered waters at anchor. Please note that this does NOT refer to Sludge tanks as mention in Appendix to IOPP certificate.

If the voyage is less than three days then soundings are to be taken at the end of voyage and

prior to departure only. The Fuel ROB figures are to be calculated by the Chief Engineer using these soundings and the

vessels' calibration tables. Temperature corrections, correct S.G. from bunker receipt and trim and heel corrections must be used in these calculations.

These figures are to be presented to the Master for his reference. 1.7 BUNKER ANALYSIS REPORT

Upon receipt of bunker analysis report C/E must discuss same with entire Engine Team and issue instructions for separator setting, temperature setting and service/settling tank draining requirement and logged down.

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Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : Approved by : Director SID Appendix3(A) : Page 1/4 BunkeringSafety Checklist

BUNKERING SAFETY CHECKLIST Port Date

Ship Barge

Master Master

1. Bunkers to be Transferred

Grade Tonnes Volume at Loading Temp

Loading Temperature

Maximum Transfer Rate

Maximum Line Pressure

Fuel Oil

Gas Oil / Diesel

Lub. Oil in Bulk

2. Bunker Tanks to be Loaded

3. Checks by Barge Prior to Berthing Bunkering Ship Barge Code Remarks

1. The barge has obtained the necessary permissions to go alongside receiving ship.

2. The fenders have been checked, are in good order and there is no possibility of metal to metal contact.

R

3. Adequate electrical insulating means are in place in the barge-to-ship connection.(34)

4. All bunker hoses are in good condition and are appropriate for the service intended.(7)

Bunkering Ship Barge Code Remarks

5. The barge is securely moored.(2) R

Tank No.

Grade Volume of Tank @___%

Vol. of Oil in Tank before

Loading

Available Volume

Volume to be loaded

Total Volumes

Grade

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Bunkering Ship Barge Code Remarks 6. There is a safe means of access

between the ship and barge.(1) R

7. Effective communications have been established between Responsible Officers.(3)

A R (VHF/UHF Ch ..........).Primary System:BackupSystem:Emergency Stop Signal:

8. There is an effective watch on board the barge and on the ship receiving bunkers.(22)

9. Fire hoses and fire-fighting equipment on board the barge and ship are ready for immediate use.(5)

10. All scuppers are effectively plugged. Temporarily removed scupper plugs will be monitored at all times. Drip trays are in position on decks around connections and bunker tank vents. (10) (11)

R

11. Initial line up has been checked and unused bunker connections are blanked and fully bolted.(13)

12. The transfer hose is properly rigged and fully bolted and secured to manifolds on ship and barge.(7)

13. Overboard valves connected to the cargo system, engine room bilges and bunker lines are closed and sealed.(16)

14. All cargo and bunker tank hatch lids are closed.(15)

15. Bunker tank contents will be monitored at regular intervals.

A R at intervals not exceeding…….minutes

16. There is a supply of oil spill clean-up material readily available for immediate use.

17. The main radio transmitter aerials are earthed and radars are switched off. (42)

18. Fixed VHF/UHF transceivers and AIS equipment are on the correct power mode or switched off.(40)

19. Smoking rooms have been identified and smoking restrictions are being observed.(36)

A R Nominated Smoking Rooms Ship/Tanker: Barge:

20. Naked light regulations are being observed.(37)

R

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4. Checks Prior to Transfer Bunkering Ship Barge Code Remarks

1. All external doors and ports in the accommodation are closed.(17)

R

2. Material Safety Data Sheets (MSDS)for the bunker transfer have been exchanged (26)

R

3. The hazards associated with toxic substances in the bunkers being handled have been identified and understood.(27)

R H2S Content .............. Benzene Content .......

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DECLARATION We have checked, where appropriate jointly, the items of the Check-List in accordance with the instructions and have satisfied ourselves that the entries we have made are correct to the best of our knowledge. We have also made arrangements to carry out repetitive checks as necessary and agreed that those items coded ‘R’ in the Check-List should be re-checked at intervals not exceeding _____ hours. If, to our knowledge, the status of any item changes, we will immediately inform the other party.

For Ship For Barge

Name Name

Rank Rank

Signature Signature

Date Date

Time Time

Record of repetitive checks:

Date:

Time:

Initials for Ship:

Initials for Barge:

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Revised by : Marine Supt’d Checked by : MSQR Edition No. 2 : October 2015 Rev. Date : Jun 2016 Approved by : Directors Appendix3(B) : Page 1/3 Bunker Checklist

APPENDIX 3 (B) : BUNKER CHECKLIST VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A A) PRE-BUNKERING CHECKLIST

1. Pre bunkering training completed. All officers/ crew fully aware of preloading planning. Vessel has dual fuel system for heavy oil and diesel oil. In case both the grades of heavy oil and diesel oil have been ordered, care should be taken that no normal Sulphur fuel oil contaminates the low Sulphur fuel oil. Oil receiving plan made and kept ready.

2. Declaration of inspection The declaration of inspection should include: Names of receiving vessel(s) Names of transferring vessel(s) Date, time and place of commencement of bunkering operations. Date, time of signing and signature of person - in - charge of receiving and transferring vessel/ facility.

3. Bunker barge is secured safely and adequately fendered. 4. Access to/from bunker barge is safe & adequately lighted. Bunker manifolds are well

lit.

5. Pre transfer conference held with person in charge of bunkering barge/ facility covering the following:

A. Bunker to be supplied meets vessels specifications. B. Sequence of Grades to be supplied given to barge in writing. C. Pumping rate agreed ( in writing ) D. At commencement Mt/hr. E. Maximum during bunkering Mt/hr F. At topping off/ completion stage Mt/hr. G. Emergency stop procedures agreed in writing. H. Communication methods by hand signals agreed. I. Check approval cert. for bunker hose with barge. If unavailable give letter of

protest. Suppliers own emergency procedure discussed.

J. Ship’s officer responsible for communications with bunker barge is introduced to bunker barge representative.

K. Check barge has approved sounding tables. If not, give letter of protest. L. Collect MSDS sheet from the supplier. If supplier does not provide MSDS

sheet then give letter of protest.

6. All product handling precautions to be taken as per MSDS. 7. Ensure valves shut prior removing manifold blanks. Fit sampling equipment. 8. Soundings /meter readings of supplier’s tanks taken.

9. Supplier’s Pre delivery oil tanks ullages checked, noted and oil quantity calculated.

10. Weight of hose does not exceed S.W.L. of vessel’s lifting gear (if used). 11. Hose is well supported, without any kinks and with adequate radius at the bends. 12. ‘B’ flag raised or switched on red light on mast. 13. Open manifold valve. Confirm with PIC that lines have been adequately set. 14. Confirmed from duty officer all scuppers are blocked. 15. Save-alls- empty and plugged. 16. Inform duty officer that bunkering is about to be commenced. 17. Ensured opposite manifold fully bolted. 18. Ensured spill equipment and F.F.A. kept ready. 19. Ensured means of draining of any accumulations of water on deck are understood by

all.

20. Checked all bunker tank air pipes are open and unblocked. 21. Placed drip trays under hose couplings and flanges as required. 22. Is blow through procedure understood? 23. Informed readiness to barge/ terminal to commence. 24. Time bunkering started hrs. Informed duty officer.

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NO. DESCRIPTION YES NO N/A SAMPLING OF BUNKER SAMPLES as per Marpol Annex VI guidelines

Line sampler is fitted in the bunker lines. CONTINUOUS DRIP” sample to be taken in the cubitainer during the full tenure of bunkering. Imp: For each bunkering separate cubitainer to be used and seal to be checked before use and seal number to be noted

B) DURING BUNKERING / TOPPING PROCEDURE

1. Commence at minimum pumping rate. 2. Monitors supply line pressure. 3.

Examine hose connections bunker flanges not in use for leakage. Check that oil is only going to the required tanks. Check soundings of all tanks to confirm.

4. Attain steady pumping rate after ensuring oil flowing only to designated tanks. 5. Commence continuous drip sampling at manifold. 6. The ullages / Soundings in the tanks to be checked continuously 7.

Loading rates to be sufficiently checked so that the full operation is carried out under total control.

8.

If possible, a standby tank having enough space to be always kept for opening in emergencies. (This may be the overflow tank).

9. The level in the tanks to be staggered so that only one tank is topped up. 10. One person must be standby at manifold at all times. 11.

Communications with the barge must be checked at regular intervals especially, prior critical operations like topping of tanks.

12.

Persons involved in bunkering operations must have no other task assigned to them.

13.

The bunker barge must be informed before topping up and/ or changing over tanks.

14.

Bunker Engineer must inform deck watch in-charge when topping up or changing over tanks so that they may monitor for overflows/ spills.

15. Reduce pumping rate and / or open next tank prior topping up. 16. Close valves as each tank is completed. 17. Deck Watch-Keeper to ensure no spill on deck & constantly, monitor moorings 18. Ensure sufficient Ullage in final tank for line blowing. 19. Record time of completion and close all filling valves after air blow.

TIME:_________

This section of checklist is completed on_________________at________________Hrs By_____________.

POST BUNKERING CHECKLIST 1. Bunkering stopped at Hrs. 2. Ensured all hoses are fully drained. 3. Closed and blank all manifold connections. 4. Blanked off disconnected hose couplings. 5. Sounded all tanks and calculate oil-received taking into consideration list, trim &

temperature.

6. Note soundings / meter readings and temperatures of tanks of supply barge. Work out the quantity supplied and keep record to reconfirm quantity received.

7. Verified all bunker receipt details are correct and in compliance with MARPOL Annex VI. In case of any disputes, regarding quantity/quality/give appropriate letters of protest and inform all parties immediately.

8. On completion of sampling the seal to be broken in the presence of all concerned and the cubitainer to be capped

9. Contents of each cubitainer to be thoroughly shaken to homogenize the mixture and the 3 nos. sample bottle to fill till the specified mark.

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NO. DESCRIPTION YES NO N/A 10. The 3 nos. sample bottles to seal, each seal number to have necessary

documentation. Then one bottle to send to fuel testing laboratory, one to be given to the supplier’s representative and one bottle to be kept on board. MARPOL sample to be collected at receiving ship’s manifold. The samples to be sealed and signed by the supplier’s representative and the vessel’s representative (i.e. chief engineer).

11. The retained sample should have following minimum information on the tag: - Location and method of sampling. 1. Date of commencement of delivery. 2. Name of bunker tanker/installation. 3. Name and IMO number of receiving ship. 4. Signatures and names of supplier’s representative and ship’s representative. 5. Details of seal identification and Grade of bunker received

12. The bunker delivery note to be retained on board for a minimum period of 3 years from the date of bunker-delivery. (Fuel Oil Receipts File)

13. The bunker delivery note shall have at least the following information:- a. Name and IMO number of the ship, b. Port /location c. Date of commencement of delivery d. Name, address & telephone no. of fuel oil suppler. e. Products name f. Quantity (metric tons) g. Density at 15C(kg/m3) to be tested as per ISO 3675 h. Sulphur content (%m/m) to be tested as per ISO 8754

And a declaration signed and certified by the fuel oil supplier’s representative that the fuel oil supplied is in conformity with regulation 14(1) or 4(a) and regulation 18(1) of this annex.

14 STORING OF RETAINED SAMPLE BOTTLE A. The retained sample should be kept in a safe storage location (Steering Flat). B. The retained sample must be stored for 12 months minimum from date of

delivery. C. Record of retained sample shall be filed in File ‘Bunker Operations & F.O.

Sample Record’ in Chief engineer’s office.

15. When in, or heading for, cold area: In order to avoid “freezing’, ensure the bunker line is thoroughly drained after bunkering, Also ensure the bunker line on deck is not filled up with bunker when making transfers, and the valves to deck is/are left open by mistake (!)

16. Let down “B” flag / red light on mast. 18. Restore scuppers on deck to open condition. 19. Check all sounding pipe caps in place and screwed down tight. 20. All valves on bunker line back to normal. 21. Stowed all equipment removed for the operation. 22. Updated oil record book. 23. Landed sample for analysis to fuel testing laboratory

Procedures for Reporting Discharges of Oil or Hazardous Material in the Water: A. Any person observing any oil or hazardous material discharge in the sea shall immediately report to the Master and Chief Engineer immediately. B. the Master to follow reporting procedures as per SOPEP / VRP

Engineer handling Bunkering Operations Chief Engineer

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Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : Approved by : Director SID Appendix4(A) : Page 1/8 Engine Room Procedures

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

Please refer to Sec 11 of SBM I All vessels have detailed manufacturer’s manual for various machinery in the Engine room. The manuals cover both operation of the machinery and their maintenance. All Permits to work including Enclosed space entry and hot work permit are in the Safety manual and to be used as applicable. When maintenance is being carried out on any equipment, the equipment must be isolated (Lock out& Tag out). Isolation permit in Safety Manual to be completed. Appendix 3 of this Manual contains the Bunker transfer procedure and the Bunker transfer checklist. Appendix 4 of this manual contains the Engine room checklists. Sample of Chief Engineers standing orders and Insturction for calling Chief Engineer is provided in this section. Chief Engineer to draw up his own Standing order and have them signed by other Engineers and the posted, Test routines of Emergency equipment are in the SMMS and are to be carried out as per the planned schedule. All Joining engine room staff to be familarised with the layout and equipment in the engine room by the outgoing staff or by a officer or crew designated by the Chief Engineer. Blackout recovery procedure would be drawn up specific to the vessel and posted in the ECR.

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2. CHIEF ENGINEER’S STANDING ORDERS

(Sample - Each Chief Engineer to prepare his own standing orders)

• All Personnel entering the engine room shall be properly attired in full sleeve boiler suit, safety shoes, helmet and earmuffs/plugs.

Smoking is only allowed in designated smoking areas. Electric Kettles to be unplugged prior leaving engine room.

• The machinery space is to be kept clean and tidy at all times. Cotton rags are to be disposed only into the covered drums kept for this purpose. All plastics are to be thrown into drum marked “Plastics only”.

• All tools are to be returned to their respective places after work. Good housekeeping practices are to be strictly followed.

• All special tools must be under the custody of 2/E and are to returned to him after use. Inventory to be updated every month.

• All personnel must read and understand the Company’s Policy, Safety Manual and Wallem Marpol Compliance Program. Ask Chief Engineer for any doubts or clarifications.

• All personnel are to be familiar with their emergency stations and duties. They must also be familiar with the location and operation of LSA/FFA equipment.

• Safety Equipment under a particular engineer’s care must be checked every Saturday and any defects rectified immediately and brought to the notice of Chief Engineer.

• Engine room bilges are to be transferred to bilge holding tank, settled for at least 24hrs before being pumped overboard through 15 ppm oily water separator, the ship’s position to be verified from the OOW on bridge. The OWS is to be operated only under my supervision.

• No Hot work is to be carried out without obtaining a permit except in the Engine room workshop.

• Various Operational checklists from Appendix 3 of this manual are available in ECR for identified critical operations. These checklists are to be filled by duty engineer whenever the particular operation is carried out.

• All Engineer Officers must know operating procedures of critical equipment and their duties in case of black out.

• Jobs completed and spare parts consumed are to be entered in SMMS by individual engineers with their own “User-ID”. Appropriate history of the repairs is to also be entered in the SMMS along with spares consumed and inventory.

• Any abnormality, defect or leakage is to be attended immediately and Chief Engineer informed.

• Duty engineer is to attend all alarms promptly and shall take regular rounds of machinery spaces. No alarms to be bypassed and no alarm setting delay to be changed without Chief Engineer’s permission.

• 2/E is delegated to be in charge of engine room personnel and strict discipline to be maintained at all times. All engineers are to carry out their duties diligently and sincerely.

• The Engineer on watch shall not handover the watch to relieving engineer if he has any reason to believe that the relieving engineer is under any disability preventing him to carry out his duties properly and shall inform Chief Engineer immediately.

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PCC/PCTC Operations

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• Any breakdown of equipment or systems is to be entered in the Defect list section of SMMS with date when the repairs are expected to be completed.

• Risk assessment to be carried out as per guidelines in the Risk assessment section of SBM II.

• MOC (Management of Change for vessel) is to be carried out when any equipment is replaced except for replacement in kind (RIK).

• All personnel are to ensure that high standards of “Safety, Operation & Maintenance” are in practice at all times.

• During UMS, Duty ER should inform bridge prior entering the engine room and after completion of rounds in the Engine Room. Deadman alarm shall be operative at all times during UMS.

• All watertight doors in engine room and the steering gear room must always be kept closed.

• The Engine Room manning level to be implemented in accordance to the Bridge watch level. Presence of Chief Engineer in ECR does not necessarily relieve the engineer on watch unless specifically instructed.

2.1 INSTRUCTIONS FOR CALLING CHIEF ENGINEER ( Sample)

Please inform Chief Engineer by phone in the event of the following:

o When in doubt about any variation in plant parameters.

o When two hours’ notice is received prior arrival/departure port/anchorage etc..

o At any time when Bridge requests for change of main engine revolutions.

o Any high or low pressure oil pipe leakage is detected.

o Any sea water pipe rupture or leakage is detected.

o Any abnormal noise or vibration is detected in any machinery.

o Breakdown/changeover of important machinery such as Boilers, Generators, Steering Gear pumps etc.

o Any critical situations like restricted visibility, dense traffic, congested waters etc.

o Vessel’s PA system can be used to call Chief Engineer in case he is not available in the cabin.

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PCC/PCTC Operations

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3. CONTROL OF HAZARDOUS MATERIAL USED ON BOARD

1) It is company policy that all chemicals, paints, cleaning materials, etc. are handled and stored according to The International Maritime Dangerous Goods Code. The following are general guidelines but are no substitute for consulting the IMDG and makers product information.

2) All vessels will maintain a file containing hazard data sheets for various materials in use. MSDS

must be maintained for the following:

A. Engine Room chemicals B. Engine Room lubes and greases C. Paints and Thinners D. Domestic cleaning materials E. Tank cleaning materials F. Miscellaneous

Please refer to SHEQ Manual for asbestos free requirements.

3) Labelling:

A. WSM being an ISO 14001 certified company only purchases products from standard

manufacturers, as such all their products are properly marked. No chemical or hazardous material will be accepted on board without it being properly marked / labeled.

B. The labels must be in good condition, clearly readable, with all proper hazardous warnings and markings in place. Any packaging not meeting these requirements should not be accepted on board.

C. Drums brought on board by shipyards, contractors, or sub-contractors must comply with (B).

D. On occasions vendors or contractors may supply equivalent tank cleaning chemicals or solvents in used drums. In such situations the drums must not be accepted until they are correctly marked. When ordering chemicals at a port not holding a standard stock, it would be prudent to advise supplier in advance regarding marking of drums.

E. Empty drums used by ship for storage of liquids must have old labels erased and be remarked. Such drums must be thoroughly cleaned out from previous product to avoid any reaction between incompatible chemicals.

4) Storage: These must be stored as per the IMDG regulations but following principles are general company policy.

A. Inflammable and Toxic materials must under no circumstances be stowed inside the

accommodation. This includes large quantities of laboratory methanol, fuel samples, cargo samples, domestic cleaning materials.

B. Paint and thinners are to be stowed only in the approved paint locker equipped with fixed fire extinguishing system. Paints or thinners must never be stowed in steering compartment

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PCC/PCTC Operations

Manual


or machinery spaces. At the end of the working day they must be returned to the paint store.

C. Boiler Chemicals, E.R. Cleaning chemicals, Electrical cleaners. These are in general a

mixture of toxic, corrosive or inflammable material. In some cases the chemicals may react with water or heat to give off toxic fumes and in others they could be are inter-reactive. The acids and Alkalis to be stored separately.

D. Drummed Lubes. Only very small quantities of ready to use oil should be stowed near

machinery. All chemical and lub oil drums to be stowed on wooden base.

E. Miscellaneous:

a. Read and follow the relevant MSDS sheets for any specific instructions. b. Existing procedures for issue of chemicals are to be further intensified, maintained

under strict control, and R.O.B. records maintained. c. Chemicals will only be issued by the Officer responsible for its control. At no time is any

crew member allowed to enter the chemical locker un-accompanied. d. If drums are to be cut, then this must be done under direct supervision of a responsible

officer, and procedures for ‘Hot work” strictly followed. e. Prior to any such work being carried out ensure that empty drums are thoroughly rinsed,

and drained, and atmosphere checked. f. The plugs / caps are to be removed prior to starting any cutting. g. Empty drums must be cleaned and rinsed prior to being stored, and the drum marked

as being cleaned, with the caps open. h. Record of inventory to be kept as per sample below

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Vessel : _________________________________________________ Chemical Locker Inventory and Record for the month of ___________ DESCRIPTION FROM LAST

INVENTORY DELIVERED

THIS MONTH

USED THIS

MONTH

R.O.B. STOCK

Remarks:

If any drums were emptied during the month, record of same to be mentioned below.

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PCC/PCTC Operations

Manual


4. ENGINE ROOM EMERGENCY PROCEDURES

4.1 SHIP SPECIFIC PROCEDURES Ship specific procedures are to be drawn up and kept in a file in the Engine room. At a minimum, the following emergency procedures are to be included:

1. Measures in case of Black – Out ( Black out recovery procedure shall be made and posted in the ECR). All Engineers have to be familiar with the Black-out recovery procedure.

2. Manual start of the Emergency Generator

3. Flooding of Engine Room – Vessel to also refer to Checklist 15 of Section V of MCCM.

4. Failure of cooling system for Main Engine and Auxillary Engines

Any other emergencies can be included as applicable to the Engine room

5. Failure of Purifiers

4.2 MEASURES IN CASE OF FIRE IN ENGINE ROOM

In case Engine Room is manned, following procedure is to be followed by the person who notices the fire: - Sound the fire alarm. - Inform Bridge/ECR.

Fight the fire locally with available firefighting equipment. The below mentioned measures are taken when the fire is spread out and beyond control with available firefighting equipment in Engine Room platforms. • Stop bunkering operations if in progress. • Operate emergency stop switch for F.O. & L.O. pumps . • Operate emergency stop switch for E/R fans . • Operate quick closing valves as applicable. • Emergency generator to be started if it has not already automatically started. • Emergency fire pump to be started. • Supply/vent fans to stop, close all flaps; dampers and openings to the Engine

Room. • Proceed to the EHQ. • Isolation valves for the fire line to engine room opened. • Preparation for CO2 release.

In case Engine room was unmanned, following action is to be taken: • Duty engineer will first muster at the EHQ. • Proceed as directed. • Depending on the zone of the fire, entry should be made with full protectivegear

and charged hose from the most suitable entrance to the Engine Room.

Refer to Checklist 8 of Section V of MCCM. Checklist 8 also details the procedure for evacuation and total flooding in case the fire is out of control.

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PCC/PCTC Operations

Manual


4.3 MEASURES IN CASE OF GROUNDING ( Specific to Engine room) Grounding checklist is available as Checklist 3 and 4 in Section V of MCCM and is to be followed.

In case of grounding, following procedure is to be followed with reference to Engine room: Main Engine is to be stopped if it has not already tripped. Change over to high sea suction. Sound all double bottom tanks and cofferdam to assess any rupture of hull. Ensure that there is no changes of E/R bilge levels. Main Engine to be inspected thoroughly. The following to be checked/tested:

o Holding down bolts and chocks. o Crankshaft deflection. o Mechanical control gear. o Main bearing clearances.

- Intermediate shaft and its bearing to be checked. - Stern tube system for possible leakage. - Following to be done only after approval discussion with office - Turn engine on turning gear. Observe T/Gear load (Amps) on panels

after discussion with office. Check for any abnormal noise or vibration. - Inspect Steering Gear. Check rudder movement to ascertain that no

leakage of hyd. oil or distortion of rudder stock have taken place. - Any attempt to refloat the vessel with the help of Main Engine must be

out after ascertaining that no damage to engine, gearings and shafting caused due to grounding.

- Engien room to be manned with extra manpower as appropriate. - Oil transfer/lightering equipment to prepare.

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PCC/PCTC

Operations Manual

Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : Approved by : Director SID Appendix 4(B) : Page 1/1 E/R Checklist No. 1

APPENDIX 4 (B) : ENGINE ROOM CHECKLISTS

E/R CHECKLISTS NO. 1 - STEERING GEAR TEST VESSEL NAME : PORT : DATE: N.B.USCG required tests conducted no more than 12 hours prior to entering/getting underway as per title 33 CFR Section 164.25. NO. DESCRIPTION ARR DEP

1. Primary/Secondary Steering

2. Internal Vessel Control Communications and Alarms

3. Standby/Emergency Generator

4. Storage Battery/Emergency Lighting

5. Power system in vessel control & propulsion machinery spaces

6. Main propeller machinery, ahead & astern

7. An emergency steering drill must be conducted within 48 hours unless the drill is conducted regularly once every 3 months

REMARK:

NOTE: All above tests should be entered in Deck & Engine Log Books. Failure to record tests in

vessel's log can cause delays and the potential for a US$25,000.- Civil Penalty as per USCG Rules Title 33 CFR Paragraph 164.11.

Duty Engineer Chief Engineer

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E/R CHECKLISTS NO. 2 - ARRIVALPORT VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A

AT 1 HOUR NOTICE

1 Chief Engineer informed

2 Confirm required E/R staff at hand for manoeuvring condition

3 Stop Fresh water generator and shut dosing system

4 Change over sea suction to high if required

5 Second generator started and taken on load. Sump tank checked and all parameters normal

6 Check Emergency and Standby generators are on Auto and ready for immediate use

7 Ensure all M/E parameters are normal for the set rpm and check sump tank

8 One Auxiliary Boiler brought up to working pressure and ready for use

9 Second Auxiliary Boiler pressed up and fully Isolated.

10 Change over valves of Sewage Treatment Plant as required

11 Check that all bilge wells are clean. Bilge water separator overboard valve closed and lashed

12 Main air compressors operational and in Auto mode

13 Start air reservoirs pressed up and drained of water

14 Reserve air bottle pressed up and isolated

15 Control air system, filters, water traps and accumulators drained of water

16 Check all non running pumps are selected on "Stand-by" as applicable

17 Power for both ICCP, FWD and AFT switched off

18 Daily / Header / Sump tanks (FO, MDO, LUB oil and FW tanks) levels checked and drained of water as applicable

19 Incinerator to be stopped and secured. All garbage segregated in designated drums and properly stored.

20 Workshop machineries, Welding and Gas cutting equipments properly secured, disconnected and isolated.

21 All engine room access doors from deck secured from inside as per Marsec level.

22 Emergency air bottle pressed up to 30 bars and isolated.

23 Check Stern tube air guard system flow rate and oil tank pressure is normal

AT END OF PASSAGE (EOP)

24 All Counters and Flow meters taken and recorded on Manoeuvring Book

25 Main Engine tried out on fuel in both directions from Bridge

26 Steering gear checks carried out & check list complied with.

27 M/E Jacket cooling water pre-heating steam opened if required

AT FINISHED WITH ENGINE (FWE)

28 All Counters and Flow meters taken and recorded on Manoeuvring Book

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NO. DESCRIPTION YES NO N/A

29 Auxiliary blowers off

30 Indicator cocks open. Turbocharger drains open

31 Fuel Oil Supply pump switched off

32 Turning gear engaged. M/E turned at least one revolution on turning gear after propeller clearance is given from Bridge.

33 M/E Jacket cooling water pre-heating steam opened.

34 Change over Engine room blowers to supply/exhaust as required

35 Stop second generator if applicable

REMARKS:

NOTE: 1. Inform Bridge and chief engineer of any shortcomings that might delay acceptance of Stand by Engines.

2. Only accept Stand by Engines when engines are ready for manoeuvring.


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PCC/PCTC

Operations Manual


E/R CHECKLISTS NO. 3 - DEPARTUREPORT VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A

1 Chief Engineer informed 2 Confirm required E/R staff at hand for manoeuvring condition 3 Second generator started and taken on load, Check Emergency and

Standby generators are on Auto and ready for immediate use

4 Engine order telegraph tried out, Communications with Bridge checked, Bridge and Engine Room clocks synchronized.

5 Steering gear tested, Both steering motors switched on. Steering checklist complied with.

6 Daily / Header / Sump tanks (HFO, MDO, LUB oil and FW tanks) brought to operational levels and drained of water as applicable.


8 Emergency air bottle pressed up to 30 bars and isolated. 9 Main air compressors operational and in Auto mode

10 Main Start air reservoirs pressed up and drained of water. Reserve bottle isolated.

11 Control air system, filters, water traps and accumulators drained of water 12 All loose equipments/received stores adequately secured as applicable 13 Check all non running pumps are selected on "Stand-by" as applicable 14 Check all Engine Room Blowers on supply mode 15 Check all HFO and LO purifiers operation is normal 16 All bilges transferred to bilge holding tank and no water under flywheel 17 ER DB tanks, particularly Cofferdam, Bilge tanks and Sludge / Waste Oil

Tanks sounded.

18 Check all overhauled machinery during port stay, for proper line set-up and operation

19 Check Exhaust gas boiler circulating pump running 20 Check power available for Deck Hydraulic machinery 21 HFO Supply pump started. Auxiliary Blowers started on Auto 22 All Main Engine systems restored to operational status 23 Propeller clearance obtained from duty officer

AT 1 HR NOTICE 24 Main Engine turned a few revolutions on Turning gear after pressing pre-

lubrication on "HMI" unit for cylinder lubrication in Control Room Console

25 Turning gear disengaged. 26 Main Starting air valve and Distributor air valve open after draining of

water

27 Main Engine blown through on air after confirmation from bridge 28 All Indicator cocks closed. Turbocharger drain clear and shut 29 Make sure Main Engine is ready for manoeuvring. Give controls to

Bridge.

30 Main Engine tried out on fuel in both directions from Bridge

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NO. DESCRIPTION YES NO N/A 31 At standby take all Counters and Flow meters and record them on

Manoeuvring Book

AT COMMENCEMENT OF PASSAGE (COP) 32 All Counters and Flow meters taken and recorded on Manoeuvring Book 33 Shut Jacket water pre-heating steam 34 Check all machineries parameters are normal during load up program 35 Equalized both Auxiliary boilers pressure and couple them. Keep Boilers

in Auto mode with selected Master / Slave.

36 Start fresh water generator 37 Change over sea suction as per Chief Engineer's instruction 38 Power for both ICCP, FWD and AFT Switched ON 39 Stop second generator once complete plant is stabilized


2. Only accept Stand by Engines when engines are ready for manoeuvring. REMARKS :


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Operations Manual


E/R CHECKLISTS NO. 4 - SHIFTING VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A

1 Chief Engineer informed 2 Confirm required E/R staff at hand for manoeuvring condition 3 Second generator started and taken on load, Check Emergency and

Standby generators are on Auto and ready for immediate use

4 Engine order telegraph tried out, Communications with Bridge checked, Bridge and Engine Room clocks synchronized.

5 Steering gear tested, Both steering motors switched on. Steering checklist complied with.

6 Daily / Header / Sump tanks (HFO, MDO, LUB oil and FW tanks) brought to operational levels and drained of water as applicable.


8 Emergency air bottle pressed up to 30 bars and isolated. 9 Main air compressors operational and in Auto mode

10 Main Start air reservoirs pressed up and drained of water. Reserve bottle isolated.

11 Control air system, filters, water traps and accumulators drained of water 12 All loose equipments/received stores adequately secured as applicable 13 Check all non running pumps are selected on "Stand-by" as applicable 14 Check all Engine Room Blowers on supply mode 15 Check all HFO and LO purifiers operation is normal 16 All bilges transferred to bilge holding tank and no water under flywheel 17 ER DB tanks, particularly Cofferdam, Bilge tanks and Sludge / Waste Oil

Tanks sounded.

18 Check all overhauled machinery during port stay, for proper line set-up and operation

19 Check Exhaust gas boiler circulating pump running 20 Check power available for Deck Hydraulic machinery 21 HFO Supply pump started. Auxiliary Blowers started on Auto 22 All Main Engine systems restored to operational status 23 Propeller clearance obtained from duty officer 24 Main Engine turned a few revolutions on Turning gear after pressing pre-

lubrication on "HMI" unit for cylinder lubrication in Control Room Console

25 Turning gear disengaged. 26 Main Starting air valve and Distributor air valve open after draining of

water

27 Main Engine blown through on air after confirmation from bridge 28 All Indicator cocks closed. Turbocharger drain clear and shut 29 Make sure Main Engine is ready for manoeuvring. Give controls to

Bridge.

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NO. DESCRIPTION YES NO N/A 30 Main Engine tried out on fuel in both directions from Bridge 31 At standby take all Counters and Flow meters and record them on

Manoeuvring Book

AT FINISHED WITH ENGINE (FWE) 32 All Counters and Flow meters taken and recorded on Manoeuvring Book 33 Auxiliary blowers off 34 Indicator cocks open. Turbocharger drains open 35 Fuel Oil Supply pump switched off 36 Turning gear engaged. M/E turned at least one revolution on turning gear

after propeller clearance is given from Bridge. Turning gear disengaged

37 M/E Jacket cooling water pre-heating steam opened 38 Change over Engine room blowers to supply/exhaust as required 39 Stop second generator if applicable


2. Only accept Stand by Engines when engines are ready for manoeuvring.

REMARKS :


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E/R CHECKLISTS NO. 5 - UMS OPERATION VESSEL NAME : DUTY ENGINEER : DATE: NO. DESCRIPTION YES NO N/A 1 L/T fresh water tank level normal 2 Steering gear oil (P&S) oil level normal/no leaks 3 Aux. Boilers (P&S) press/water level/normal 4 Boiler dosing tanks level normal 5 Workshop m/c, Gas-Weld m/c power off/valves shut 6 Cylinder oil service tank normal 7 HFO service/settling tanks drained for water/level normal 8 Refrigeration compressors oil level/parameters normal 9 H/T fresh water tank level normal 10 Air compressors/Dryer pressure & oil level normal/no leaks 11 Air reservoirs drained for water 12 Incinerator waste oil tank level/temperature normal 13 EGE soot blowers started sequence/observed/put on auto 14 Hydrophore tank/sterilizer pressure/normal/no leaks 15 A/E fuel oil pressure/temperature/diff press normal 16 A/B fuel oil unit pressure/temperature normal 17 Main fuel oil unit/back flush filter pressure/temperature/diff press normal 18 Purifiers/feed pump pressure/temperature/amp/oil level normal 19 Fresh water generator vacuum/shell temp/salinity normal 20 Central coolers in-out pressure/temperature normal 21 Cascade tank temperature/level normal 22 Running Aux engine parameters, oil level normal/no leaks 23 Stand-by Aux engine in remote start position 24 Air-conditioning compressors pressure/amperes/oil level normal 25 ICCP panel readings normal 26 M/E cylinder head/Exhaust valve temperature, fuel rack normal/no leaks 27 M/E turbocharger oil flow & temperature normal/no vibration 28 Cylinder lubricators pumps pressure normal 29 Air cooler / oil mist detector temperature/mist level normal 30 COPT platform no leaks 31 M/E lube oil filter / cooler in-out press/temp/diff press normal _ 32 All tank sounding pipes closed 33 Tank top / bilge wells no leaks/level below alarm float 34 Sump tanks / WO tanks / Sludge tank level/temperature normal 35 scavenge air drain box inlet valve open

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NO. DESCRIPTION YES NO N/A 36 Stern tube air guard system / oil tank level/flow rate normal 37 Shaft earthling potential millivolt reading normal (<50mV) 38 All pumps have stand-by selected on MSBD 39 Aux engines on stand-by remote start mode/ACB auto 40 All fire loops confirmed on 41 Engine room entrance doors Shut 42 Duty / watch mode cabin/unattended 43 NK- Mist Fire Fighting System on Auto 44 Fire Pump on auto remote operation mode. 45 Informed bridge of going unmanned: informed


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E/R CHECKLISTS NO. 6 - AUXILIARY ENGINE START/STOP VESSEL NAME : DUTY ENGINEER : DATE: NO. DESCRIPTION YES NO N/A

STARTING FROM LOCAL STATION 1. Engine control panel start position changed from Auto to Local 2. Turning bar secured in position, Check no leaks and Ready to Start light is ON 3. Check the sump tank and governor oil level, Check pre-lubricating oil pressure 4. Check cooling water supply and fuel oil temperature and pressures 5. Check Alternator bearing oil level 6. Change fuel link lever from Max position to Zero by turning the governor load

indicator knob

7. Open indicator cocks and blow through engines, Shut indicator cocks 8. Change fuel link lever from Zero to Max position by turning the governor load

indicator knob

9. Press Start button, Ensure engine running, Check running parameters are normal 10. Run engine idle for 5 minutes and change control position from Local to Remote 11. Synchronise the incoming generator to the bus bar and close the ACB

STARTING FROM ENGINE CONTROL ROOM ( Remote Start)

Make sure control is on Auto. Turn Start/ Stop knob on Main Switch Board to Start. Generator will start,

Automatically synchronize with Main Bus Bar and come on Load The generator should preferably be started from Local station

STOPPING 1

Offload the outgoing Generator and open its ACB on Main Switch Board

to Open Position

2 Run the Engine Idle for about 10-15 mins, and then turn engine Start/Stop knob to Stop Position


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Revised by : Marine Supt’d Checked by : MSQR Edition No. 2 : October 2015 Rev. Date : Jun 2016 Approved by : Directors Appendix 5 WMCP : Page 1/7

APPENDIX 5 - 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 WallemMarpol 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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Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : Approved by : Director SID Appendix 5 WMCP : Page 1/7

Marpol I ( WMCP ) – Engine room waste The additional requirements are mainly with respect to Engine room bilges. The Engine room wastes controls are mainly under three subsections:

1. Bilge water and OWS 2. Sludge and Incinerator 3. Recoding in ORB

Marpol I ( WMCP ) – Bilge water and OWS Following are the requirements for Bilge water and OWS which is also captured in the Mind map on the next page. OWS Discharge Pipes : They should be painted in Distinctive colour. The flanges should have numbered seals on the bolt to prevent unauthorized removal. The seal numbers should be recorded In the PMS. Visiting superintendents should check the actual seal numbers against the numbers in the PMS during attendance. Joining Chief Engineers should check the numbers on the seal against the numbers recorded in the PMS at the time of joining. Joining Chief Engineers should also remove one section of pipe* within one week of joining to ensure that the pipe is clear of oil. This should be done with office approval for breaking seal. After inspection, new seals to be put and records in PMS updated. * in the presence of the outgoing C/E if time & operational constraints permit. Control of Portable pipes : All portable pipes and pneumatic/portable pumps on board are to be kept in locker / box. The key for the box/locker is to be kept with Master & Chief Officer. A Register is to be maintained to record purpose for which pipes/ pumps are removed/used. All pipes should be tagged for their purpose. Oily water separator : The operation of OWS is to be done only under direct supervision of Chief Engineer and during daytime. Notice should be displayed at OWS sampling valve stating 'Fresh water not to be opened during operation of OWS'. Notice to be also displayed stating the OWS operation is to be done only during daylight and under supervision of Chief Engineer'. OCM compliant with MEPC 107(49) should have a stencil mentioning that ‘date/time in UTC’. Vessel should carry sufficient spares for Bilge pump and OWS. Vessels should have spare Coalescer/cartridges for OWS. Others: Bilge and Sludge lines should be completely isolated. If there is a common line, one section to be removed and blanks inserted at open ends. Seals should be inserted at the blanks. Discharge line isolated with the only common point being the shore connection. Office should be informed before making any modification to any of the lines. Office will then inform Class and Flag. Ships will be instructed to proceed only after the approvals are in hand. Emergency Bilge valve and bilge suction valve of pumps ( GS, Fire pump ) to be sealed. Seal to be removed every three months with office approval to move the valves. New seals should then be put on the valve and the SMMS updated. To minimize the possibility of suction of containments, floating oil and/or oily water exceeding 15 ppm which may compromise the efficiency of the OWS equipment, care should be exerted when disposing bilge water through the OWS, to avoid operating the OWS unit when the level in the BHT is reduced to less than 20% of the tank capacity

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Marpol I ( WMCP ) – Sludge and Incinerator Following are the additional requirements for Incinerator:

• Necessary spares on board for sludge pump and incinerator • Old spares of incinerator such as nozzles kept for showing to PSC inspectors

Marpol I ( WMCP ) – Oil Record book entries Below is a mind map of additional requirements on ORB entries. Vessel to comply with MEPC 1./Circ 736 for entries in ORB.

Change of Chief Engineer New Chief engineer should carry out the following on his joining;

• Check pipeline drawing with layout • Check no connection between sludge lines and bilge lines • Check seal number against records in SMMS

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• Within one week of joining, open OWS discharge pipe to check condition on the inside of the pipe. If time and operational constraints permit, this check to be done whilst off-signing C/E present.

• Any defects to be advised immediately to vessel’s superintendent and Manager • Complete the Chief Engineers WMCP Self audit checklist and send to office with selected

photographs within 7 to 15 days of joining

Superintendent attendance Any office superintendent attending a managed vessel to check all items as below:

Change of Master

• Complete the Master’s WMCP Self audit checklist and send to office within 7 to 15 days of joining

Dry Dock work Following additional work to be done during dry-dock :

• Bilge tank to be cleaned • Bilge separated oil tank cleaned and heating coils checked • All sludge tanks to be cleaned and heating coils cleaned, tested and repaired as required.

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• Set up EGB wash water system, if required • Fit an extractor to waste oil tank, if required • Incinerator refectory inspected and repaired, as necessary • OWS opened, inspected and cleaned; heating coils checked • 15 PPM monitor calibrated/checked by vessel or manufacturer authorized workshop

Marpol V - Garbage Following additional measures on Wallem ships:

• Plastic garbage bags are restricted to 150 pcs only. Vessel to maintain inventory of the garbage bags and these to be in custody and control of the Chief Officer

• Vessel to use only biodegradable bin liners • Vessel to have wheelie bins for easy storage and disposal • EGB wash water to have independent system for storing and disposal • Correct Entries in Garbage logs as per actual disposal of garbage both quantity and time

wise. Chief Officers should not make entries on rough estimate. • Master’s should verify the entries in the Garbage log. • When vessel is in special area, placard should be put up stating that vessel is in Special area

with the discharge restrictions. • Vessel to have compactor based on trading pattern and garbage storage

Marpol Pollution Prevention Equipment (MPPE) The below guidelines are designed to meet the requirements of environmentally critical equipment as mentioned in Element 10 (Environment Management) of TMSA. The following equipment’s are considered as Marpol Pollution Prevention Equipment (MPPE) :

1. Oily Water Separator 2. ODMCS 3. Incinerator 4. Sewage Treatment Plant 5. Comminuter

In event of any failure or operation significantly below specifications of above mentioned MPPE which cannot be rectified by the ship’s complement, the Master must immediately report the matter to the office, to seek guidance for restoring normal operation. When any MPPE is deemed to be in-operational, vessel is required to discuss with the office and implement alternate methods of retention, transfer and disposal of the affected waste as appropriate and in compliance with Marpol requirements. Prior to the vessel’s arrival in port, the following must be complied with for non-functional MPPE: 1. The office to obtain “Dispensation Letter” from Flag State Administration authorizing to sail the

vessel without the operating equipment until such time it can be repaired. The dispensation letter must be sent to the vessel prior to arrival at the next port so that the Master can present it to the Port State Control authorities

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2. The Master must notify the local port state control authorities of the malfunctioning condition of the equipment in accordance with the specified local and international regulations. Master would also advise them of measures taken to retain and/or dispose the waste in compliance with Marpol requirements and send a copy of the relevant Flag Dispensation Letter to the port authorities through the vessel’s agent

Air Pollution compliance All vessels in the fleet have Ship Energy Efficiency Management Plan (SEEMP). Masters and Chief Engineers are required to monitor and educate the ship’s compliment on the effect of vessel’s emission of harmful gases such as NOx, SOx, CO2 and GHG etc. on the environment. .

Optimisation of fuel consumption, which in turn will reduce emission, by better Voyage planning, Cargo planning, Ballast management, Hull cleaning, Propeller polishing and any other such measures to be emphasized and discussed in the passage planning meetings on board.

Energy Efficiency Operating Index (EEOI) is calculated based on the Formula provided by IMO and Intertanko, on a Voyage to Voyage basis. Vessels is required to send the report to office through VRM, Voyage abstracts at end of each voyage. These are monitored and analysed in the office. The top management is provided with a consolidated report every quarter. The report compares the EEOI performance of vessels based on class and type of vessel.

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Revised by : Marine Supt’d Checked by : MSQR Edition No. 2 : October 2015 Rev. Date : Jun 2016 Approved by : Directors Appendix 5 : 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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PCC/PCTC

Operations Manual

Revised by : Manager SID Checked by : Director SID Edition No. 2 : October 2015 Rev. Date : Approved by : Director SID Appendix 5 : Page 1/1 Chief Engineer Self Audit Checklist

WALLEM MARPOL COMPLAINCE PROGRAM – CHIEF ENGINEER 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 along with photographs.

1.0 General 1.1 Marpol Special Area and ECA poster is available in the ECR 1.2 Engineers on board aware of Marpol Special area and ECA areas

2.0 Marpol Annex I 2.1 Are seals fitted on OWS discharge pipes ?

Note for the C/E : Seal numbers should have been logged and informed to the office. Check the seal numbers on the flanges against the number logged in SMMS to ensure that they match and that no new seals have been put. Vessel should also have sufficient number of blue numbered spare seals.

2.2 Is the bilge line as per drawing ? Note for C/E : Any modification should have been advised to office and should have class approval.

2.3 Bilge and Sludge Pump suction lines are completely isolated from each other? Note For C/E: If there is a common line, are the two lines isolated with one pipe length removed and with blanks at each remaining end which are tack welded and with numbered seals.

2.4 Bilge & Sludge pump discharges are connected only for shore connection & nothing else ? 2.5 Is the discharge line from OWS painted in a different colour ?

2.6 Are seals fitted on OWS sampling line ? Note for C/E : In most cases, clamps to be fabricated which would fit on the sampling line and the seals would be inserted on the clamps

2.7 Are Seals fitted on the Emergency bilge valve and bilge suction valve of Pumps(Fire Pump, GS Pump or others as per class requirements)

2.8 Are Portable pipes on board kept locked? Note for the C/E : All portable pipes should be kept locked in a locker or box. All portable pipes are to have their use/function purpose painted on them The key for the lock should be with the Master and C/O. Vessel to also have a log to note down the date, time and purpose for which hose has been removed. Inventory of pipe should be available.

2.9 Are their recommended spares of OWS, bilge and sludge pumps on board ? Note for Chief Engineer : Coalescer / cartridges must be on board

2.10 No Rough logs or sounding books to be used to maintain record of sludge tank soundings. Note for C/E: Vessel to use sounding board. Once the figures are entered in the ORB, the sounding of the previous day to be erased.

2.11 Open OWS discharge pipe to check condition of the inside of the pipe. If time and operational constraints permit, this check to be done whilst off-signing C/E is present. Take a photo of the pipe removed before re-fitting.

2.12 Have new numbered seals been fitted and recorded in the SMMS

Name of the Chief Engineer: _______________ Signature : _________________