Tanker Operation Manual - mau.com.ua manual.pdf · WALLEM SHIPMANAGEMENT LTD. Tanker Operations...

SHIPMANAGEMENT LTD.

TANKER OPERATIONS MANUAL

Edition No.: 3 Date: December 2010

WALLEM

SHIPMANAGEMENT LTD.

Tanker Operations Manual

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

PREFACE : Page 1/1

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

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Superseded pages must be destroyed and all changes be brought to the attention of all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 Director, Safety & Insurance 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. The manual is in three sections. The main section is the company procedures pertaining to Oil tanker operations. The Appendix contains the Cargo transfer procedure as per CFR and the various procedures. MAIN SECTION : COMPANY TANKER PROCEDURES APPENDIX : CARGO TRANSFER PROCEDURES AND CHECKLISTS

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)

WALLEM

SHIPMANAGEMENT LTD.


Approved by : Directors Revised by : MSQR Edition No. 3 : December 2010 Checked by : Director (Marine) Rev. Date : Jun 2016 Table of contents : Page 1/6

TABLE OF CONTENT SECTION PAGE NO.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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WALLEM SHIPMANAGEMENT LTD. Tanker Operations Manual

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

REVISION SHEET

REVISED PAGE(S) REVISED PAGE(S)

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

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

Feb 2014

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

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

May 2014

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

Jan 2012

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

Dec 2014

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

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

May 12

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

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

Dec 2015

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

Mar 2013

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

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

Checklist Appendix 8 : 2/17 & 5/17

Jun 2016

WALLEM

SHIPMANAGEMENT LTD.


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

MANAGEMENT'S REVIEW

SECTION REVIEWED

DATE REMARKS INITIALS

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

Complete manual Jan 2012 Compete manual revised as per Revision Sheet

PNS/SID

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

Complete manual Feb, May & Dec 2014

Compete manual revised as per Revision Sheet SR/SRAD

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

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

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



Section 1 : Page 1/4

1.0 INTRODUCTION 1.1 PURPOSE OF THE MANUAL

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. 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 crude or product tanker in order to attain safe and efficient Tanker Operations. 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, as defined by law or governmental regulation, or from the exercise of sound judgement and good seamanship. This Manual details the policies & measures adopted by the Company for safe and efficient operation of crude oil and product oil tankers 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 Company is participating in OCIMF’s Tanker Management and Self-Assessment (TMSA) programme. Revision to our self-assessment done at six monthly intervals and is available to potential charterers who have access to TMSA website. This manual is to be read in conjunction with other parts of the Shipboard Management System, in particular the Safety Manual. This manual is to be read in conjunction with ISGOTT and Marpol 73/78.

WALLEM

SHIPMANAGEMENT LTD.


Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Mar 2013


1.2 PUBLICATIONS

All Managed tankers are to maintain the latest edition of the following publication: Publications may be provided in electronic format if available

International Safety Guide for Oil Tankers and Terminals (ISGOTT) a) USCG code of Federal Regulations CFR 33 and 46 b) Marpol 73/78 consolidated edition. c) Intertanko - A Guide to Tanker Charters d) Intertanko - Cloud Point and Crude Oil washing e) Intertanko - Effective Crude Oil washing f) Intertanko - A guide to crude oil washing and cargo heating criteria g) Intertanko - A guide to the vetting process h) Intertanko - Oil cargo losses and problems with measurement i) Intertanko - Demurrage A Practical Guide for Tanker Masters. j) Intertanko - An Explanation and Guideline for Pumping Calculations k) Intertanko - OCIMF Tanker Management and Self-Assessment (TMSA) l) IMO - Crude Oil washing Systems m) IMO - Inert Gas Systems n) Towards Safer Ships & Cleaner Seas (only for vessel’s entered in Gard P&I) o) ICS/OCIMF - Clean Seas Guide p) ICS/OCIMF - Prevention of Oil Spillages through cargo pump room sea valves. q) ICS- Guide to Helicopter/Ship Operations r) ICS/OCIMF Guidance manual for the inspection and condition assessment of Tanker

Structure s) ICS/OCIMF Peril at Sea and Salvage t) ICS/OCIMF Ship to Ship Transfer Guide (Petroleum) u) OCIMF Anchoring system and Procedures for Large tankers v) OCIMF Effective Mooring w) OCIMF Recommendations for Oil Tanker manifolds and associated equipment x) OCIMF Recommendations for equipment employed in the mooring of ships at single point

moorings y) OCIMF Mooring Equipment Guidelines z) OCIMF - Sire Harmonized Vessel Particulars Questionnaire aa) OCIMF – Vessel Information Questionnaire for Bulk Oil, Chemical Tankers and Gas

carriers bb) For Product Tankers: VERWEY tank cleaning guide cc) For Framo Tankers: Framo Training Course Manual dd) Wallem Shipmanagement - Pumping Manual – For all Tankers ee) Handbook on Marine Pollution

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 equipment during the watch.

1.4 TRAINING

Training will be of two types generally - Shore based and On board Training.

WALLEM

SHIPMANAGEMENT LTD.


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


Officers and crew involved with cargo operations would have received shore based training as per STCW requirements. The support staff would have undergone an Oil tanker familiarisation course. Management and Operational level Staff would have received the Tanker Specialized training program on oil tanker operations.

On board Training, mainly for junior officers and support level staff in Tanker operations will consist of gleaming information and knowledge from Video presentations, Publications on board and Practical on the job training.

1.5 COMPANY TANKER SAFETY REQUIREMENTS Mast Riser Fires

Based on experience feedback, vessels are to take following measures to prevent / extinguish Mast Riser fires:

A) Please include & practice actions in case of a Mast Riser Fire. Part of such drill should take into account 'risk assessment' and the decision about

stopping cargo operations when lightening is around. B) Vessels Mast Riser to be fitted with a Fixed CO2 system

For vessels, which do not have any such arrangement, vessels should make a Repair Specification for installing a Fixed CO2 System. In the interim period, after consultation with vessel's Superintendent, vessels to fit a fire hydrant connection to the blank on the Mast Riser, this is a less sophisticated but still effective method of safely extinguishing a Mast Riser fire with water.

C) All vessels should have procedures in the SMMS on checking / cleaning the Mast Riser

wire mesh (flame arrester) after every loading and again prior discharge.

Please refer to Company Safety Manual section 5.7.

Tanker Pollution Safety issues :

The following safety requirements have been initiated by the company. New vessels are to ensure that they comply with the following company requirements:

a) Overboard valve to be fitted with a spectacle blank and should be kept closed. b) Sea Chest lines are to be fitted with a blank. Vessels, which are not fitted with a blank on

the sea chest, are to have a suitable arrangement fabricated at the earliest. c) Lines such as overboard discharge & deck seal water drain line passing through the slop

tank or bunker tank are to be checked/tested for integrity. During dry-docking, the lines passing through bunker or slop tank gauged to check the thickness of the pipe and to ensure that there are no hidden dangers from the pipe

Note: Sea Chest testing arrangement as mentioned in the ICS/OCIMF booklet – Prevention of Oil Spillage through cargo pump room sea valves to be installed. Seals on the sea chest and the overboard valve should not be broken during the loaded passage without approval from the Charterers and the owners.

WALLEM

SHIPMANAGEMENT LTD.


Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Mar 2013


1.6 REGULATIONS FROM CFR FOR TANKERS The following regulations should be consulted as the case may be

• USCG CFR 33 156.215 - Lightering Pre arrival notices

• USCG CFR 33 156.300 to 156.330 – Lightering /operational requirement in Gulf of Mexico

• USCG 33 CFR 155.750 – Oil transfer procedures

• USCG 33 CFR 164.25 - Pre arrival - Test before or getting underway

• USCG 33 CFR 156.170 - Pressure test of pipelines to 1.5 times MAWP once a year

• USCG 33 CFR 155.205 - Oil spill locker inventory

• USCG 33 CFR 155.480 - Testing of overfill devices for cargo tanks

• USCG 33 CFR 155.780 - Cargo pumps emergency shutdown.

• USCG 33 CFR 155.1060 - VRP drills

• USCG 33 CFR 156.150 - Declaration of inspection

• USCG 33 CFR 156.170 - Transfer equipment tests - Pressure testing of cargo lines

• USCG 33 CFR 156.17 - Calibration of Oxygen & HC analysers

• USCG 33 CFR 157.148 - COW line pressure testing

• USCG 33 CFR 157.37 - ODME tests

• USCG 33 CFR 157.39 - OWS tests

• USCG 33 CFR 157.455 - Min UKC discussion between Master/Pilot

• USCG 33 CFR 159 - Marine Sanitation Devices

• USCG 33 CFR 159.131 - Safety - Incinerating devices

• USCG 33 CFR 160.207 - 24 hrs pre arrival notification to NVMC, INS, QI

• USCG 33 CFR 160.211 - 24 hrs pre arrival Cargo decl. to NVMC, INS, QI

• USCG 33 CFR 160.213 - 24 hrs departure notification to NVMC, INS, QI

• USCG 33 CFR 160.T208 96 hrs pre arrival notification to NVMC, INS, QI

• USCG 33CFR 157.435 Vital System Surveys.

The above list is not exhaustive.

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


2.0 OPERATIONS 2.1 PRE ARRIVAL CHECKS AND PROCEDURES.

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

2.2 DEPARTURE CHECK LIST.

On completion of cargo operation, a departure checklist, is to be followed. Sample departure checklist is in Appendix II of this manual.

2.3 SHIP/SHORE SAFETY CHECKLIST

The ship/Shore safety checklist is to be complied with prior any operation between ship and terminal. Please use Checklist 4.1 SHIP/SHORE SAFETY CHECKLIST available in the Wallem Safety Manual, that is in conformance with ISGOTT 26.3.3.

2.4 CARGO DOCUMENTS

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

The below documents are the standard documents that would be required for each port with respect to cargo.

Load port:

Vessels are to compile the following documents at load port.

• Notice of Readiness • OBQ certificate endorsed by the Independent cargo surveyor and or terminal representative • V/L’s experience factor calculation • Slop certificate (if applicable) endorsed by the terminal representative. • V/Ls ullage Report endorsed by Independent cargo surveyor and or Terminal representative • Receipt of Samples • Statement of Facts • Note of Protests lodged. • Stowage plan • V/l’s original documents as stated above along with copies of cargo documents given by the

independent Surveyor and or terminal including protests received, copies of B/Ls, • Agent’s time sheet, Certificate of Origin, Certificate of Quality etc. are to be retained safely on

board in an envelope marked with voyage number and port. • Copies of the v/l’s and surveyors documents are to be sent to the v/l’s operator or as

instructed by v/l’s owner. • Masters to ensure that all Note of Protests received are sighted and properly endorsed for

“For receipt only”. Ensure that the protest reflects the actual facts.

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As per TMSA requirements, the stowage plan is to be sent to the office Masters of Tankers are reminded that they have to complete the ERS form and send this to the office on completion of loading.

Disport: V/l will compile the following documents at Discharge port: • Notice of Readiness • V/Ls ullage Report endorsed by Independent cargo surveyor and or Terminal representative • Pumping log endorsed by Independent cargo surveyor and or Terminal representative. • COW Log endorsed by Independent cargo surveyor and or Terminal representative. • ROB report endorsed by Independent cargo surveyor and or Terminal representative. • Statement of Facts • Note of Protests lodged. V/l’s original documents as stated above along with copies of cargo documents given by the independent Surveyor and or terminal including Note of Protests received, Agent’s time sheet etc. are to be retained safely on board in an envelope marked with voyage number and port. Copies of the vessel’s and surveyor’s documents are to be sent to the v/l’s operator or as instructed by v/l’s owner. Masters to ensure that ROB certificates issued upon the completion of discharge are endorsed to show that all ROB quantities are “Unpumpable” and “Unreachable” by ship’s fixed pipelines and pumps and that the ship’s cargo equipment is in “good working order”. This should be supported by results from using the tank’s four gauge locations as per Marpol requirements. In many places, shore cargo inspectors are reluctant to describe oil as ‘unpumpable’ and may prefer to use the terms ‘liquid/non-liquid’. This is not satisfactory and should be avoided if at all possible because it leaves cargo owners in a position to claim pumpability and to attempt to activate a charterparty retention clause, albeit unlawfully, if the clause requires the cargo to be pumpable. It is strongly recommended that masters contact their Club representative and the ship’s operators for advice if a dry tank certificate showing oil remaining onboard as being unpumpable cannot be obtained. 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.

Details on Documents Independent inspectors will normally provide full documentation relating to the shipboard inspections performed before and after cargo transfer operations. It is very important that all parties have agreed on all aspects of the transfer operation, including the timing of different operations and the quantities reported on the ullage forms. The ship should be aware of all samples drawn by the independent inspector and these should be listed accordingly. Vessel to prepare the Ullage reports and have them signed by the inspector, as should a detailed statement of facts. Vessel to file all documentation for future reference and the load port data incorporated into the VEF determination. If the ship does not agree to any aspect of the transfer operation or the paperwork provided by the shore representatives (including independent inspectors), then a written statement should be made and acknowledged accordingly. Such protests may include • quantity of cargo loaded or discharged • quality of cargo loaded or discharged • delay due to shore reasons • stoppage • high back pressure • insufficient hoses • Nature of OBQ or ROB ( Liquid / sediment - pumpable/unpumpable ) • Free water in cargo • Observed loss or containment ashore

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Pumping Log

For discharge operations, it is essential that a comprehensive pumping and pressure log is maintained. This should record details of pumps in use operational status suction and discharge pressures at the manifold whether or not used for COW or internal stripping.

Cow Log

Equally important is the COW log (where appropriate). The only means by which a ship can demonstrate COW performed in a reasonable manner is the completion of a detailed log. The effects of COW in terms of sludge removal are largely undetectable and the COW log remains the only evidence of good operation. The log should include start and stop times for each tank number of cycles status of each tank (top wash, bottom wash, and so on.) the type of machine and the pressure within the wash line (at pump, aft end of line and at a forward point). All shipboard records should be acknowledged and signed by the attending inspector (or shore representative) whenever possible. Tank cleaning records should be kept for all washing (COW and water washes). Such records should not necessarily be limited to the mandatory oil record book.

2.5 KEY MEETING

In all cases, the loading or discharging plan should be discussed between all parties at the "key meeting", which is designed to reduce the risk of handling losses and product contamination and which ensures that delays are kept to a minimum. Key meeting documentation covering all issues as required by ISGOTT in Appendix of this manual and is to be used.

2.6 CARGO RATE BOOK

The normal measurements with shore are

before loading (OBQ) after loading before discharge after discharge (ROB).

Vessels are to carry out additional measurements at intermediate load and discharge ports and during simultaneous ballast and cargo transfer. It is necessary to carry out accurate measurements during static periods when no transfer is taking place.

However, from a loss investigation stance, the most important measurements are those taken during the loading, discharging and ballasting operations. Vessels to carry out measurements hourly and record them in the ship's rate book.

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Whereas manual ullaging is generally more accurate than auto gauging with remote readouts, the later enables tanks to be measured very quickly - a big advantage if the loading or discharging rate is high. Whichever approach is adopted, the same method should be kept throughout the whole of the transfer operation, with due allowance for any significant change in trim. The purpose of the hourly rate calculation is twofold. In the first instance, it provides an indication of when a particular tank will be at topping off or stripping levels and/or when cargo operations will be complete. In addition, it provides an immediate indication of any possible cargo misrouting, ashore or on board. Comparison of shore and ship figure would provide this indication. Vessel to instruct shore representative to provide the necessary corresponding information whenever possible.

2.7 CARGO LOG

The Cargo rate book is a particularly useful document when completed in conjunction with a detailed cargo log. The cargo log should contain a detailed record of cargo handling operations. It should include stop and start times for pumps change of tank (identifying the line systems used) change of line system ballast details (clean, dirty and permanent) unusual events, ship or shore reason for stoppages (particularly if shore-requested) .

2.8 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.

• Suspected areas in cargo system.

• Training programme.

• Competence of Officers, Pumpman, Fitter, other crew.

• Pending items on the maintenance program

• Status of Requisitions.

• Status of COW /IGS equipment.

• Handling of COP’s

• Ballast and cargo line up to avoid water and cargo hammer respectively

• Ballast line up avoiding the pump for ballasting or deballasting by gravity

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2.9 PRESSURE SENSORS IN CARGO TANKS - SETTING

For Vessels fitted with Pressure Sensors in the cargo tanks in lieu of secondary venting system as per SOLAS or as an additional fitting ( in vessels which have full flow PV Valves and Pressure sensor in cargo tanks), the settings of the pressure sensor in the cargo tank to be set as per following guidelines :

Loading

In the case of inerted vessels 1. The high pressure settings will be set at 10% below the PV valve settings when loading using

vapour recovery systems. When loading by conventional means, the high-pressure settings will be set at 10% above the PV valve settings

2. The low-pressure alarm settings will be set at 100 mmWG irrespective of whether loading by conventional means or by using Vapour Recovery System.

In the case of Non inerted vessels

1. If pressure sensors provided, the over-pressure setting should be set to alarm at 10% greater than the normal actuation settings of the pressure valves, and at a vacuum 10% greater than the normal actuation settings of the vacuum valves.

Discharging

1. The high-pressure settings will be set at 10% below the PV valve settings when vessel is discharging and using the vapour recovery systems. When Vapour recovery system is not in use while discharging, the high-pressure settings will be set at 10% above the PV valve settings

2. The low-pressure alarm settings will be set at 100 mmWG in all cases.

2.10 CARGO PUMP ALARMS AND TRIPS

Cargo pump alarms and trip settings are to be checked as per the manufacturer’s guidelines and the flash point of the cargo. The checks of the alarms and trips are to be carried out as per the SMMS

2.11 AUTOMATIC IDENTIFICATION SYSTEMS( AIS) AIS is required to be operating while a ship is underway and while at anchor.Some port authorities may request that the AIS is kept on when a ship is alongside. The AIS operates on a VHF frequency and transmits and receives information automatically, and the output power ranges between 2 and 12.5 watts. Automatic polling by another station (e.g. by port authority equipment or another ship) could cause equipment to transmit at the higher (12.5 watt) level, even when it is set to low power (typically 2 watts). When alongside a terminal or port area where hydrocarbon gases may be present, either the AIS should be switched off or the aerial isolated and the AIS given a dummy load. lsolating the aerial preserves manually inputted data that may be lost if the AIS is switched off. lf necessary, the port authority should be informed. When alongside terminal or port areas where no hydrocarbon gases are likely to be present, and if the unit has the facility, the AIS should be switched to low power.

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


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

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

(!)

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : May 2014


3.0 BALLAST VOYAGE 3.1 GENERAL

The ballast passage is the ideal time for the vessel to carry out maintenance on the cargo system. Procedures in the Safety manual are to be followed for Hot work. The ballast passage is the ideal time for the vessel to carry out maintenance on the cargo system.

Tank cleaning is required for: Complying with Hot work procedures For Tank entry purpose- Inspection and or Repair- Cold work or Hot work. As required for a change of grade on Product Tankers. To prepare cargo tanks for clean ballast.

3.2 PLANNING STAGE In the Planning stage as well as operational stage of a tank cleaning operations ensure,

adequate trim, list and propeller immersion.

• Weather reports to monitor frequently.

• Equipment is checked and in working order.

• Atmospheric sampling equipment is in order.

• Contingency measures are in place to handle any leaks.

• The degree and type of cleaning meets the cargo requirement (If cleaning for change of grade)

• The degree and type of cleaning meets the end requirement (Hot work procedures, Clean ballast etc.)

• Inert Gas Operations

• Venting and purging procedures.

• Watch keeping schedule

Vessel to follow all Precautions listed in Safety Manual Chapter 7 and Chapter 11 as applicable. Vessels to send the tank-cleaning plans to the office

3.3 TANK CLEANING

• In a crude oil tanker, the tank atmosphere must always be inerted with oxygen less than 8% by volume during tank cleaning operations. Tanks are to be with positive pressure during tank cleaning.

• Tank cleaning operations is to cease if Oxygen percentage in the tank or line exceeds 8% by volume and failure of IG plant. On a Product Tanker with Inert Gas plant, the same shall apply.

• On Product Tankers, without inert gas, the “Washing in a Non-Inert Atmosphere” method as described in ISGOTT 11.3.5 will apply.

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• To avoid a free fall, the liquid level should always be such that the discharge inlet in the slop tanks is covered to a depth of at least one metre to avoid splashing. On some tankers, the discharge is high and close to the bulkhead in order to prevent free fall.

• All hoses supplied for tank washing machines are tested for electrical continuity in a dry condition prior to use. The resistance should not exceed 6 ohms per metre length. Connect one end of the tank washing line to the hydrant prior lowering the hose and machine into a cargo tank. This is to ensure electrical bonding. A natural fibre shall take the weight of the hose. The water supply hose should not take the weight of the hose and the machine.

• In Product tankers, tanks that contain static accumulator residues or cargoes are to be well stripped prior introducing the wash water.

• Product tankers are to consult VERWEY tank cleaning guide when tank cleaning for change of grades.

• ISGOTT Ch.7.1.6.9 references are to be consulted.

• All safety precautions as listed in Chapter 11.3.4 and 11.3.6 of ISGOTT are to be followed as applicable.

3.4 PURGING

When it is required to gas free a tank after washing, the tank should be first purged with inert gas to reduce the hydrocarbon content to 2% or less by volume. Please refer to ISGOTT 7.1.6.10

3.5 GAS FREEING OPERATIONS.

All procedures as stated in ISGOTT chapter 7.1.6.11 & 11.4 to be followed. The tank is to be isolated and IG valve blanked off if gas freeing for man entry. The tank after subsequent attendance/repairs/Inspection is to be maintained in a gas free state or in an inerted state. Keeping the tank in question in undefined state is not permitted. Please be guided by the below mentioned guidelines while gas freeing of tanks that contain toxic and/or flammable cargoes :

• A Responsible officer must supervise all gas freeing operations

• All personnel on board should be notified that gas freeing is about to begin

• Appropriate ‘NO Smoking’ Regulations should be enforced

• Instruments to be used for gas measurement should be calibrated and tested in accordance with the manufacturer’s instructions before starting operations

• Sampling lines should in all respects be suitable for use with and impervious to the

Gases present

• Only Portable fans or blowers which are approved for use in Gas Hazardous areas are to be used.

• Venting of toxic and flammable gas during gas freeing should be through the vessel's approved gas freeing outlets. No escape of cargo vapours should be allowed in the proximity of accommodation spaces and the velocity of venting should be sufficient to carry the vapours clear of the deck.

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• If gas freeing is done through cargo pipelines, then the entire line system should be

thoroughly drained before venting. Gas vent risers drains should be cleared of water, rust and sediment and any steam smothering connections tested and proved satisfactory

• When the gas level within the tank has fallen below 25% of the LFL, the other deck

openings of the tank in question may be opened to complete the ventilation

• Intakes of central air conditioning or mechanical ventilating systems should be adjusted to prevent vacuum inside the accommodation. Window type air conditioning units which are not certified as safe for use in the presence of flammable gas, or which draw in air from outside the superstructure, must be electrically disconnected and any external vents or intakes closed. If at any time, it is suspected that gas is being drawn into the accommodation, central air conditioning and mechanical ventilation systems should be stopped and the intakes covered or closed.

• Fixed gas freeing equipment may be used to gas free more than one tank

simultaneously. However, gas freeing with fixed system must not be carried out while washing is in progress in another tank.

• If several tanks are connected by a common venting system each tank should be

isolated to prevent the transfer of gas to or from other tanks

• If petroleum vapours persists on deck in high concentrations ,gas freeing should be stopped

• When a tank appears to have been completely gas freed, a period of about 30

minutes should elapse before taking final gas measurements. This allows relatively stable conditions to develop within the tank space. The testing of the atmosphere should be carried out to determine its flammability, as a percentage of LFL, and its toxicity relative to the TLV. Tests should be made at several levels .The fans should be put off while carrying out atmosphere checks inside the tanks.

3.6 HEAVY WEATHER BALLAST

Weather forecasts for the passage to the next port are to be checked. Based on weather reports, vessels are to consider the necessity of taking heavy weather ballast in case very rough seas and heavy swell are anticipated.

However, the approval of owners or commercial operators and technical department is required for taking heavy weather ballast. Slops would be generated and vessel would need to load on top or dispose slops to shore reception. Heavy weather ballast is to be only taken in tanks that has been crude oil washed. Vessels are to bear in mind that Heavy weather ballast is to be taken prior to entry in very rough seas and heavy swell. It would not be possible to take Heavy weather ballast once vessel has entered the area of very rough seas and heavy swell.

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4.0 LOADING OPERATIONS

4.1 LOADING PLAN

Preparation of a loading plan

The objective of this plan would be to achieve a very safe loading operation, together with minimum time and effort spent at the berth. Safe loading operations are paramount. Much of the outcome of a safe efficient loading operation, starts with and depends on the plan, hence effort must be given in preparing a good loading plan.

The Chief is to brief all officers on the loading plan. Master is to verify and initial the loading plan once completed. All officers are to read and initial plan. Loading and discharging plans have to be sent to the office to enable the office to monitor the plan. In preparing, a loading plan the following elements are to be considered as well as reference is to be made of ISGOTT chapter 22.5 and the approved loading condition(s) in the vessel’s trim & stability manual. Please refer ISGOTT 11.1.7 for static accumulator cargoes

• The voyage orders • Load line Zones at the port of loading, discharge and enroute. • When Vessel is departing from a deeper load line zone and traversing a lesser one enroute,

then deadweight calculations are to worked out for the draft at the arriving lesser Zone and logged.

• Names of the grades to be loaded. • API and temperature of cargoes – please take in to account the possibility of cargo

expansion. The 98% criterion is generally considered adequate for heated and non-heated grades alike. It will make room for expansion resulting in raising the products temperature by 20 deg C. However, there could be some occasions when an even greater ullage allowance may be appropriate

• The volume in each tank is not to exceed 98% by volume. This expansion allowance can be exceeded if at very low loading temperatures, where an increase of more than 20 deg C is expected on voyage. On voyages of exceptional large variation of sea temperatures are expected, or in a composite loading, where un-heated product is stowed adjacent to a heated one.

• Segregation and compatibility of cargo – single valve or double valve • Stress calculations during the loading operation and enroute. Stress limits at all times to be

within limits of the designed bending moment and shearing force, endeavouring not to exceed 95% of SG condition. In all cases enroute the limits are not to exceed 95% SG condition.

• Restricting Drafts, Displacements at load as well as discharge port, and tidal restrictions at berth

• Loading sequence – Which will include, first tank to commence loading and last set of tanks for final trimming

• Avoid “Checker board”; if possible as it places tank bulkheads intersections under unnecessary stress. In a single grade operation, it’s best that the bulk loading encompasses all tanks, before tanks are restricted for topping up.

• Adequate trim to complete the de ballasting operation • Minimizing the number of slack tanks to avoid sloshing • Ullage restrictions with respect to design or stability criteria • Loading rate: bulk loading rate and topping off rates, start-up rates

• De ballasting plans and sequence. - Gravity and by Pump. Note: de-ballasting by gravity can only be done if the process by-passes the pump.

• Venting - During topping off it advisable to keep the Tank pressures below 200mmWg

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• Toxicity of cargo- High H2S • Bunkers- Whether the Vessel will bunker after loading. • Discharging Sequence, if more than one grade carried • Time required by terminal to reduce loading and stop loading operations. • Any line displacement needed by terminal for line content prior completion of loading. • Additional precautions if any, for example in the case of high H2S cargoes • Communication channels for internal as well as external communication. • Critical time of the loading sequence when the C/O is to be called. • Topping up procedure and Final ullage • Comparison of remote and local ullage readings • Contingency procedures- For example a standby tank with a higher ullage • Any Terminal Instruction/Restrictions • Reference to Master’s standing orders during cargo operation

Sample cargo plan for loading operations attached in Appendix section.

Thermal Stresses during the voyage

To avoid high thermal stresses developing in the Ships hull during the voyage the cargo temp must be limited to

• 65 deg C where side shell and longitudinal bulkheads are constructed with longitudinal framing OR 80 deg C where side shell and longitudinal bulkhead are constructed with transverse framing.

• If Master in doubt, he should consult the office 4.2 LOADING OPERATIONS.

Vessel is to carry out closed loading operations.

• Prior start of loading operations, A pre transfer meeting is to be held with the terminal and details of the plan should be discussed with all personnel, both on the ship and the Terminal. Any changes in the plan shall be formally recorded and brought to the attention of all personnel involved with the operation

• The Terminal is to be requested to furnish a MSDS data sheet of the cargo loaded. In an event of MSDS not being furnished by the terminal, suitable Letter of Protest to be lodged against the Terminal.

• Chief Officer and the Terminal Representative to ensure the Ship/Shore Safety checklist is completed and signed by the Vessel and the Terminal. A copy of the ship shore safety checklist is available in the Appendix section of this manual.

• Vessel’s “Prior Loading Checklist”, is completed and signed by the Chief Officer and verified by Master. This checklist is available in the Appendix section of this manual.

• It is to be kept in mind that when wind speeds are less than 5 meter/sec then gas dispersion could be affected and terminal is to be consulted immediately.

• Cargo system is to be shut down and loading operations stopped if thunderstorms are in the vicinity. Mast Riser and other vents are to shut until loading operations resume.

• Loading Sequence, initial/bulk and final topping off rates, emergency signals and shut down, communication means are agreed and written in the Ship Shore Safety checklist. Reference is made to ISGOTT 22.5

• When loading products, it must be kept in mind that terminal or receivers may require a bottom sample at a low innage. This is to be discussed and agreed upon during pre transfer

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meeting. When loading static accumulator oils, care should be taken as to the initial loading rate. Reference is made to ISGOTT 11.1.7. Simultaneous loading and discharging are not usually permitted on Product tankers.

• The cargo line setting for loading operation is to be carried out by Duty Officer under instructions/guidance from Chief Office and as per the Cargo Plan. The Chief Officer is to verify the line-up personally prior start of the cargo operation. The manifold valves are normally the last valves to be opened.

• To avoid pressure surges, valves at the downstream end of the pipeline system should not be closed against the flow of liquid except in emergency. If the flow has to be diverted from one tank to another, either the valve on the second tank should be opened before the valve on the first tank is opened. The valves that control liquid flow should be closed slowly. The time taken for power operated valves to move from open to closed, and from closed to open, should be checked regularly at their normal operating temperatures.

• Prior to the commencement of loading, the inert gas plant should be closed down and the inert gas pressure in the tanks to be loaded reduced (Unless simultaneous loading and discharge of cargo is in place – which is a very rare operation requiring a full scale risk assessment). IG pressure to be monitored throughout the loading operations and IG recorder to be kept on in recording mode.

• In some ports where VEC system is used where loading is totally closed, experience has shown that there is a pressure build in the system to as high as 1000 mmWG and subsequently reducing when tanks are nearly 90-95% full. Terminal in such case reduces rate, however a close watch is to be maintained.

• All IG valves are to be locked open and key control under chief officer. IG pressure recorder and graph to be kept on in the CCR.

• Cargo rates and the stress conditions to be calculated at least once every hour (two hourly for slow loading rates)

• The high-level alarm to be set at 95% of the tank’s capacity and the independent high-high level alarms have to be set at 98% of the tank capacity. These alarms to be tested for prior to the loading and shall never be bypassed during cargo operations.

• Venting: All venting is to be carried out through the Mast Riser, or through the vapor recovery system where fitted and in use. Vessels not equipped with the mast riser the venting to be done via full flow PV valves.

• Deadweight and Displacement- Vessel is to maintain a minimum of 30% deadweight and propeller submerged at all times during the operation. Some ports may require 37 or 42 % to be maintained. Even if the port has no stated criteria, at weather prone ports, it is advisable to maintain 40% deadweight so that Vessel is suitably submerged to cast off in an emergency.

• During the early stages of the load operation, the tank valves are to be rechecked for operation and tightness. The ship should monitor and regularly check all full and empty tanks to confirm that cargo is only entering the designated cargo tanks and there is no escape of cargo into pump rooms or cofferdams, or through sea and overboard discharge valves (Always ensure the blanks are in place and checked for the Overboard and the sea chest lines)

• A manifold watch to be maintained at all times.

• If for some reason the loading operation is temporarily suspended, then all tank valves are to shut, except one tank.

• If at any time during the loading operation, the officer of the watch or the Chief Officer if he is charge of the operation considers that a situation is developing which will place at risk the safety of personnel, environment or Vessel, the operation is to be immediately stopped and Master and terminal informed.

• The loading operation is to be stopped if any cargo leakage from the shore loading arms is detected.

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• A close watch should be kept on the ballast being discharged from Ballast tanks. Additional risk assessment is required if the pipeline is passing through the Cargo tanks. A watch to be kept on the water around vessel for signs of any oil sheen. The ballast tanks to be checked for any oil contamination or presence of hydrocarbons and continuously monitored during de-ballasting to avoid any inadvertent pollution incidents.

• A watch is to be maintained for passing ships and terminal is to be requested to advise the passing Vessel to reduce speed. If need be the crew on mooring watch are to be alerted.

• Times of Highs water & Low Water to be available at the manifold and the CCR for moorings to be tended.

• A check for cargo loading temperature should be carried out in all cargo tanks when approximately 75% of the cargo has been received for re-verification of the final topping off ullage.

• Local and remote ullage should be compared at the time of taking temperature checks. This comparison should be entered in the CCR logbook.

• The Bulk-loading rate for a Aframax, Suezmax tanker would be generally 8% of its Summer DWT and for a VLCC, it will be 6% of its Summer DWT. Some Vessels have venting rates calculated and stated in their loading manual, which are to be followed. However, in determining the safe bulk rate the following factors shall be taken into account.

• The max. rate permitted by the design of the ship’s pipeline system. The flow rate in any section of the pipeline shall not exceed 12 m/s

• The maximum rate of rise in a cargo tank shall not exceed 150mm per minute.

• The maximum gas velocity in vapour lines must not exceed 36 m/s.

• Generally, 90% of the nominated cargo quantity can be loaded at max bulk rate before rate reduction becomes a necessity for topping off.

• The number of tanks to be kept open during loading will be governed by the tank loading capacity the details of which can be obtained from Class Approved Pressure Drop Calculation and or P/V valve design keeping an operating factor of 80%. (USCG CFR 46 CFR 39.30-1 d gives guidance as to the maximum loading rate per tank) .

• During loading operations, cargo line up should be re-checked by the officer on watch at regular intervals. The soundings of Non- nominated tanks should be monitored and recorded along with the nominated tanks. The tanks in use should be recorded in the cargo log book .

• On completion of loading when vessel is on even keel the fixed gauging equipment is to be checked and compared with the portable gauging equipment and noted in the CCR log. This can be carried out during final ullaging and gauging.

• On completion of loading prior departure, the chief officer shall obtain and file the loadicator calculations of the departure conditions.

• On completion of loading, a visual check shall be made of the drafts. This should be compared with the final loadicator printout and noted. It’s best that the visual draft be inserted besides the calculated draft in the loadicator sheet. If visual draft was not possible then indicate so on the loadicator sheet.

• If loading a high pour point cargo, it is essential to clear all cargo from all lines on the exposed deck to prevent the pipeline getting choked when ambient temperature falls below the pour point of cargo.

• If loading a highly volatile cargo (eg. Naptha), the lines must be cleared to prevent cargo expanding in the lines and causing a leak.

• Blow through of lines after loading operations, during disconnection of manifold, is not recommended. (note: it is mandatory at some off-shore terminals)

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• During and after loading operations of crude oil cargoes, the chief officer is to check the H2S content of the cargo and record it in the logbook. If H2S Content exceeds 5ppm the V/L is to take precautions as mentioned in ISGOTT chapter 11.1.9 and Safety Manual chapter 8.4.

4.3 TOPPING OFF PROCEDURES

Following procedures to be followed for topping off tanks:

• Mooring should be attended to and made tight immediately before topping off so that the entire crew on deck can be made available for the topping off if needed.

• Cargo loading rate should be reduced prior commencement of topping off. Adequate notice

should be given to the terminal for reduction of rate prior topping off as agreed during the key meeting.

• IG pressure- it is advisable not to exceed 200mm water gauge during topping off operations. • Staggering of tanks is of essence during topping off. One method of reduction of rate to the

tank being topped off is to use the stripping valve in lieu of the main valve prior reaching the final ullage.

• Ship shore communication should be tested before topping off. • Even though the remote gauging system may be very reliable, the physical monitoring of the

tank level is required during all topping off operations. The crew on gauging and manifold duty to be advised to remain on the windward side of the gas released from the mast riser.

• Adequate ullage space should be kept for line displacement (if required by the terminal). • The level of completed tanks should be frequently monitored so as to detect any valve

leakage and prevent any tank overflow.

• Reference is also to be drawn to ISGOTT 11.1.6.16 4.4 LOADING OF VERY HIGH VAPOR PRESSURE CARGOES.

• Please refer to ISGOTT chapter 2.5.6 & 11.1.8

• Release of IG Pressure: Due to the tendency of a quick build-up of gas , caution is drawn to helicopter operations, especially disembarking/embarking pilots by helicopter. In this case, its best that the IG pressure be lowered prior this operation.

4.5 Prohibition of the blending of bulk liquid cargoes and production Process during Sea Voyages

The physical blending of bulk liquid cargoes during sea voyages is prohibited. Physical blending refers to the process whereby the ship's cargo pumps and pipelines are used to internally circulate two or more different cargoes with the intent to achieve a cargo with a new product designation. This prohibition does not preclude the master from undertaking cargo transfers for the safety of the ship or protection of the marine environment. The prohibition in paragraph 1 does not apply to the blending of products for use in the search and exploitation of seabed mineral resources on board ships used to facilitate such operations.

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Any production process on board a ship during sea voyages is prohibited. Production processes refer to any deliberate operation whereby a chemical reaction between a ship's cargo and any other substance or cargo takes place. The prohibition in paragraph 3 does not apply to the production processes of cargoes for use in the search and exploitation of seabed mineral resources on board ships used to facilitate such operations. The Maritime Safety Committee has further agreed that prohibition of the blending of cargoes does not apply where cargo is recirculated within its cargo tank or through an external heat exchanger during the voyage for the purpose of maintaining cargo homogeneity or temperature control, including when two (2) or more different products have previously been loaded into the same cargo tank within port limits. Furthermore blending operations would be permitted onboard when conducted in port or while moored, for example, where it is pre-supposed that safer conditions would exist and additional spill response equipment would be readily available. Therefore consent of relevant local authorities (load port, discharge port, etc.) is to be obtained prior to commencing any onboard blending operations to ensure that compliance expectations are understood by all parties

4.6 Loading Rates

Maximum permissible loading rates have to be clearly stated and posted in the Cargo Control Room for each cargo and ballast tank and, where tanks have a combined venting system, for each group of cargo or ballast tanks. This requirement is aimed at ensuring that tanks are not over or under-pressurised by exceeding the capacity of the venting system, including any installed secondary venting arrangements.Other considerations will also need to be taken into account when determining maximum loading rates for oil tankers. Precautions against static electricity hazards and pipeline erosion is to be taken into account as stated below Depending upon the trade of the tanker; a number of loading rates need to be determined for each cargo tank. These loading rates will be dependent on the maximum flow rates in the cargo lines for different products and loading operations. ln general, the following flow rates may need to be calculated for each section of the cargo system.

• A loading rate based on a linear velocity of I metre/second at the tank inlet for the initial loading rate for static accumulator cargoes into non-inerted tanks.

• A loading rate based on a linear velocity of 7 metres/second for bulk loading static accumulator cargoes into non-inerted tanks.

• A loading rate based on a linear velocity of 12 metres/second for loading non-static accumulator cargoes and also for loading static accumulator cargoes into inerted tanks. This velocity is provided for guidance only and is generally considered as a rate above which pipeline erosion may occur at pipe joints and bends.

Where a number of tanks are loaded through a common manifold, the maximum loading rate may be determined by the flow rate through the manifold or drop lines. For this reason, it is important that a constant check is kept on the number of cargo tank valves that are open simultaneously and that a suitable loading rate is determined for the particular loading operation.

4.6.1 Venting Arrangements

Venting capacity is based on the maximum volume of cargo entering a tank plus a 25% margin to account for gas evolution (vapour growth). When loading cargoes having a very

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

4.7 Carriage of Heavy Grade Oils

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

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

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

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

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

vanadium

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

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

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

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

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

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

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

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

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5.0 LOADED & BALLAST PASSAGE. 5.1 LOADED PASSAGE

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

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

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

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

Please follow the procedures mentioned in VOC Management manual.

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

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

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

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

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

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

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

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

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

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

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

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

(!)

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5.2 BALLAST PASSAGE.

Ballast passage is the time for carrying out repair work on board. The requirements for carrying out hot work are mentioned in the Safety manual and are to be followed.

• When V/L has completed her cargo discharge and proceeds on a ballast voyage, this time is

to be used to assess and carry on operational maintenance on the cargo equipment which otherwise would not be possible due to cargo on board. Examples are repair of defective valves in tank, Hydraulic leaks in tank, cargo tank inspections, test and repair of heating coils etc. However, the approval of owners or commercial operators and technical department is required for cargo tank cleaning. Slops would be generated and vessel would need to load on top or dispose slops to shore reception.

• If V/L carried a high pour point cargo on the previous Voyage, then the tanks and bottom and

top lines are to be re-stripped. This is especially critical if the bellmouth is submerged in a well. The cargo can solidify in the well effectively plugging the line. Flushing with heated water (or a heated water bottom) then could become a necessity, depending on the actual condition.

• All cargo tanks are to be maintained under positive IG pressure of at least 100mm WG and oxygen content below 8 %.

• Normal ballast plans produce a trim of between one and three meters by the stern. Careful attention to the trim of the ship can add as much as 0.5 knots to the voyage speed. The ballast quantity must take account of the draft limitations of the fairway or channel, and the height limitations of the overhead bridges and power cables.

• Avoid slack ballast tanks to the extent possible. Any slack ullage in ballast tanks will also promote accelerated corrosion on the under deck construction.

• Vessel’s entering Canadian, Norwegian, or other high-latitude waters during winter season

should replace any river ballast with salt water to reduce the risk of icing. In extreme cold weather, when even salt water ballast may freeze, tanks should not be completely full – approximately 90 % if calculations permit.

• Prior arrival port, Ballast Water exchange as per plan in the Ballast water exchange manual is to be done, if required. Maintain a proper record of ballast water exchange carried out.

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6.0 DISCHARGE PLAN AND DISCHARGE OPERATIONS 6.1 PREPARATION OF A DISCHARGE PLAN.

The objective of this plan would be to achieve a totally safe discharging operation, together with good outturn, minimum time and effort spent at the berth. A safe discharge operation is paramount. Much of the outcome of a safe efficient discharging operation, starts with and depends on the plan; hence effort and time must be given in preparing a good discharge plan. A copy of the discharge plan must be given to the Chief Engineer. The Chief Officer is to brief all officers on the discharging plan. Master is to verify and initial the discharge plan once completed. All officers are to read and initial plan. In preparing a discharge plan the following elements are to be considered as well as reference is to be made of ISGOTT chapter 22.6.

• Voyage instructions.

• Terminal restrictions including freeboard limitation and under keel clearance at the berth.

• DWT/Displacement/Draft at the berth.- Vessel may require a bodily lift to have sufficient UKC at low water

• Ballasting plan. - When to commence by Gravity/Pump. Adequate trim to be kept in mind for stripping.

• Manifold height restrictions: Most terminals have manifold air draft restrictions and this is to be incorporated in the discharge plan.

• Weather Monitoring at berth.

• At SBMs : In some SBM terminals trim is restricted to 1.5% of LOA

• Manifold connections: Appropriate Manifold connections keeping in mind the discharge sequence.

• H2S procedures for high H2S cargoes.

• Adequate trim- for draining purposes adequate trim is necessary.

• At some off-shore terminals, vessel may be restricted from using stripping systems such as Prima-vac in order to avoid gas entering the submarine hose.

• COW plan – Stating tanks to be washed, pressures, sequence, washing angles.

• When planning COW, it must be remembered that most terminals do not permit washing a tank which contained one grade of crude oil with another grade. Therefore, washing will have to be deferred till the suitable grade can be taken into slop tanks.

• Slop tank ullage: Levels alarms are to be set on slop tanks.

• Mooring operations at berth.

• Receiver’s instructions.

• Group and tank sequence- including stripping sequence.

• Stress: Stress calculations during the discharging operation and enroute . Stress limits at all times to be within limits of the designed bending moment and shearing force, endeavouring not to exceed 95% of SG condition. In all cases enroute the limits are not to exceed 95% SG condition.

• Staggering of tanks and groups

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• Ullage restrictions with respect to design or stability criteria

• Bunkers: Whether the Vessel will be bunkering simultaneously.

• Vacstrip procedures- System to be kept ready when tanks come to NPSH level.

• Precautions and Procedures for High vapor cargoes. Reduce pump RPM as low liquid levels reached to avoid gassing up of cargo pumps.

• Contingency measures.

• Pump capacities. (Q-H curves; optimum utilisation of pumping capacity).

• IG pressure.

• Manpower deployment during stripping.

• De-bottoming of tanks.

• Cargo heating Programme: Consideration should be given to discharge the wing tanks first. If two grades, then consideration should be given to discharge heated cargo first. Excessive heat can create and high RVP cargoes can create a suction loss due to gassing up of pumps.

• Communication Channels for internal and External use.

• Reference to Master’s Standing Orders.

Sample cargo plan for discharging operations attached in Annex section. 6.2 DISCHARGING OPERATIONS Vessel is to carry out closed discharging operations.

• Discharge operation will not commence until all pre-operational procedures and checks have been completed.

• Prior start of discharging operations, a pre transfer meeting is to be held with the Terminal Representative, Ship/Shore Safety checklist as in the annex to this manual is completed and signed by the Chief Officer and the Terminal Representative.

• Vessel’s “Prior discharging Checklist”, as per Appendix II of this manual, is completed and signed by the chief Officer and verified by Master.

• The cargo line setting for discharge operation is to be carried out by Duty Officer under instructions/guidance from Chief Officer and as per the Cargo Plan. The Chief Officer is to verify the line-up personally prior start of the cargo operation. The manifold valves are normally the last valves to be opened.

• Recirculation of cargo, prior start up of discharge at the terminal within the system is not recommended. This is particular risky with tanks 98% full. There have been occasions when spills have taken place.

• Inert gas policy of the Company is to maintain 5% or less O2 online supply to the cargo tanks and tanks are to be below 8% at all times.

• The discharging operations must be stopped if the IG system should fail, or fail to operate efficiently.

• IG pressure to be monitored throughout the discharge operations and IG recorder to be kept on in recording mode.

• Release of IG through the mast riser during discharging is prohibited. It is essential to ensure before arrival at disport that the IG recirculation valves, and pressures regulating system is fully operational.

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• The discharging operation Must be stopped if the IG system should Fail, or Fail to operate Efficiently. Refer to section 11.8 of for the actions to be taken in the event of IG failure

• All IG valves are to be locked open and key control under chief officer.

• Cargo rates and Stress to be calculated hourly.

• During discharge operations, cargo line up should be re-checked by the officer on watch at regular intervals. The soundings of Non- nominated tanks should be monitored and recorded along with the nominated tanks. The tanks in use should be recorded in the cargo log book

• All venting is prohibited during discharging. If venting is required for any reason, vessel to obtain permission from Terminal prior venting. After obtaining Terminal approval, Venting is to be carried out only through the Mast Riser.

• Deadweight and Displacement- V/L is to maintain a minimum of 30% deadweight and propeller submerged at all times during the operation. Some ports may require 37 or 42 % to be maintained. Even if the port has not stated criteria, at weather prone ports, it is advisable to maintain 40% deadweight so that V/L is suitably submerged to cast off in an emergency.

• A manifold watch will be maintained at all times.

• Ensure that the manifold pressure gauge is monitored regularly. The canvas cover on the off shore side pressure gauges to be removed and the gauges monitored to detect any leaks on the manifold valves.

• If for some reason the discharge operation is temporarily suspended, then all tank valves are to be shut including the manifold valves. Please check and obtain terminal approval prior closing manifold valves.

• If at any time during the discharge operation, the officer of the watch or the Chief officer if he is in charge of the operation considers that a situation is developing which will place at risk the safety of personnel, environment or Vessel, the operation is to be immediately stopped and Master and terminal informed.

• The discharge operation is to be stopped if any cargo leakage from the shore loading arms is detected.

• A watch will be maintained for passing ships and terminal is to be requested to advise the passing Vessels to reduce speed. If need be the crew on mooring watch are to be alerted.

• Crude Oil Washing – If the cargo is suitable for crude oil washing, then the Crude oil washing is planned basis Vessel washing tanks to meet Marpol requirements , rotating for sludge control. Charterer’s instructions are to be followed if additional COW is needed. Vessel to maintain list of tanks against the dates that they have been crude oil washed in excel spreadsheet or tabulated format so that no tanks is missed out and that all tanks are completed in a cycle as required by MARPOL. The list of crude oil not recommended for COW is listed in the COW manual.

• For additional tanks that need to be crude oil washed for example heavy weather, please refer to Marpol 73/78 Reg 35

• Debottom all cargo tank at the beginning of bulk discharge.

• Staggering of Groups and Tanks will assist so that each tank or group does not come to stripping level at the same time. If discharging a homogeneous cargo, it is preferable to discharge one group at a time, so that when that group is completed, the tanks in that group can be washed while bulk discharging from other groups is continued.

• During bulk discharge, it is advisable to maintain a high IG pressure (1000 mmWG) to assist in the head pressure.

• During the bulk discharge its best to run the cargo pumps to their design max RPM so as to gain time. If shore restrictions exist then V/L should follow terminal instructions. Though

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charter party clauses state that V/L is to maintain 100 psi at manifold ….., If no terminal restriction, then V/L should pump to achieve its design criteria.

• If LOT procedure has been followed in Slops than the tanks are to be discharged and recharged with fresh crude oil. At the same time, opportunity should be taken to crude oil wash the slop tanks.

• On completion of discharge operations, and tank gauging, V/L is to ascertain whether heavy ballast is required and carry out the plan accordingly.

• After completion of cargo, for final tank gauging, IG pressure should be dropped to minimum.

• On completion of discharging prior departure, the chief officer shall obtain and file the loadicator calculations of the departure conditions.

• On completion of discharging, a visual check shall be made of the drafts. This should be compared with the final loadicator printout and noted. Its best that the visual draft be inserted besides the calculated draft in the loadicator sheet. If visual draft was not possible then indicate so on the loadicator sheet.

6.3 DISCHARGE OF HIGH VAPOR CARGOES

Precautions and Procedures for discharge of High Vapor Cargoes are as follows:

• The effect of High Vapor cargoes during a discharge operation is to increase the NPSH of the tank i.e. gassing up at higher liquid levels.

• Calculate the NPSH. This is to be done during the loaded passage. This is the minimum liquid head required to overcome the various fluid flow resistances in the suction pipeline to the pump. As the tanker centrifugal cargo pumps has a very low ability to suck and only supply energy to the liquid to overcome the discharge pipeline resistances created by the flow. For calculations of NPSH, please refer to the calculations given in “An Explanation and Guideline for Pumping Calculations” – Intertanko publication.

• When vessel is fitted with vacuum pumps and Prima vac system, they have to be in top class working condition.

• Reduce the pump well in advance prior reaching its NPSH level.

• Put one pump each on each cargo line. Avoid making common suctions at low tank levels. Throttle the discharge valve to maintain adequate backpressure. Do not throttle the suction valve.

• The main cargo pump RPM should be in reduced mode when the level in the tank reaches NPSH and Vac strip system should be in operating mode.

• The eductor drive pressure may have to be reduced.

• Maintain vessel with a maximum practical stern trim.

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7.0 BALLASTING AND DE-BALLASTING. 7.1 BALLAST LINE INTEGRITY CHECK

• Keep the ballast line full at all times whether loaded or ballast

• Monthly Check: (preferably loaded passage). Flooded ballast line to be pressurized to 3 bar with air. A drop in pressure may be due to the leak in the ballast line valves. This is to be verified by checking the integrity of ballast line and v/v’s in ballast tanks. If ballast valves in ballast tanks are in order a leak may be in the ballast line where it runs through cargo tanks. Water dip of cargo tanks may indicate in which tank the leak has occurred.

• Check for hydrocarbon content every alternate day : Check hydro carbon content of all segregated ballast tank adjacent to cargo tanks and results recorded in log. If vessel has a fixed monitoring system, the hydrocarbon content of the ballast tank can be recorded from the fixed monitoring instrument.

• Prior arrival Disport Ballast line check: Drain the ballast line and by using the drain plug check LEL content of Ballast line through the drain v/v no more than 24 hrs prior arrival disport . Result to be logged.

• On ships where ballast piping runs through the cargo tanks, the ballast piping should be filled with water and placed under 3 bar pressure during tank inspection. While under pressure the ballast piping should be carefully inspected for leak. Do not exceed this pressure.

7.2 DE-BALLASTING AT LOAD PORT

• Deballasting Operations are to be integral part of the Cargo Plan.

• Prior de-ballasting ensure checks have been made to confirm that ballast is oil free. The discharge of ballast to be monitored continuously until the de-ballasting is complete for presence of any oil sheens. De-ballasting to be stopped immediately if any oil sheens noted around the ship side and the cause investigated. The ballast tanks to be checked regularly for presence of any oil or HC content and entries made in the CCR log.

• Samples are to be taken and retained for one voyage.

• De ballasting is to be planned to ensure that the required safe minimum deadweight and trim is maintained through out the operations.

• De ballasting is to be done by gravity only if the ballast water is not flowing through the pump. If the flow is through the pump, all ballast to be discharged by pump. Suitable poster to be displayed in the CCR of the ballast line up.

• A close watch is to be kept on all the ballast that is discharged into the sea.

• Attempt to be made to remove all ballast to avoid build up and hardening of sediments in ballast tanks and maximise cargo intake.

7.3 BALLASTING AT DISCHARGE PORT

• Ballasting Operations are to be integral part of the Cargo Plan.

• Ballast is to be planned to ensure that the required safe minimum deadweight, manifold air draft, and trim is maintained through out the operations.

• Tanks are not to be overflowed. Some terminals penalize the Vessel for ballast overflow.

• Ballasting is to be done by gravity only if the ballast water is not flowing through the pump. If the flow is through the pump, all ballast to be taken by pump. Suitable poster to be displayed in the CCR of the ballast line up.

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• After completion of the ballast operation, the surface of the water is to be inspected for presence of any oil and same logged in CCR log.

7.4 HEAVY WEATHER BALLAST PROCEDURES

The objective of heavy weather ballast is to avoid structural damage to Vessel in heavy weather. Speed and course adjustments are the most effective ways of reducing any structural damage.

• On Crude Oil tankers, the designated heavy weather ballast tanks are to be routinely crude oil washed each discharge in case of their eventual use.Marpol35 states “With respect to the ballasting of cargo tanks, sufficient cargo tanks shall be crude oil washed prior to each ballast voyage in order that, taking into account the tankers trading pattern and expected weather condition, ballast water is put only in cargo tanks which have been crude oil washed.”

• Taking on heavy weather ballast must be commenced prior encountering heavy weather.

• Prior Departure disport, weather report/ Weather Routing is to be consulted for the intended voyage to enable the Master to take a decision whether to take in heavy weather ballast.

• When opening sea valves for taking in ballast to cargo tanks, caution is to be exercised and procedures as stated above are to be followed

• In port:- If it is decided, due to prevailing conditions, to fill the heavy ballast tank before departure, permission should be sought from the terminal regarding the release of IG/tank atmosphere. Ships with double hull structure and OBOs should consider the effect of sloshing and reduction in GM due to free surface.

• At sea:- Exercise caution to avoid damage to heating coils or tank structure due to sloshing. Heaving to or using available lee would be prudent when filling the tank. Deck access at sea, throughout such operations shall be supervised by the Master, Personnel involved shall have direct communications with the bridge at all times.

• The intention to take in heavy weather ballast is to be communicated to the operators/Charterers.

• The decision to de- ballast will be taken after consulting weather report/ Weather routing enroute.

• When de ballasting V/L shall comply with Marpol Annex I REG 9. However operators should be consulted to check if shore reception facilities are available at the next load port.

7.5 BALLASTING AND DEBALLASTING OPERATIONS.

• When a cargo tank is de-ballasted, example heavy weather ballast, etc, then Marpol 73/78 Annex I regulation 34 is to be followed. A proper plan is to be made, verifying all stresses are acceptable throughout the operation.

• When shore reception facilities exist at the load port, then permission is to be obtained from the operators/Charters, to dispose of the ballast.

• Similarly when a cargo tank is ballasted, say for tank inspection, rafting surveys etc, or to reduce manifold air draft in port, a proper plan is to be made, verifying all stresses are acceptable throughout the operation.

• The cargo lines and pumps in such cases should be stripped well and the tank or tanks crude oil washed.

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• Cargo tanks in all cases are to be inerted, below 8 % throughout the operation, except for example during a rafting inspection or other planned situations for maintenance etc where the tank is required to be maintained gas free.

• If ballast is taken in cargo tanks then the advised procedure is to open the suction side of the pump up to the outer sea valve but leaving the latter shut. If possible the stripping pump should first be started to create a positive vacuum through the cargo pump and up to the sea valve. Thereafter the main cargo pump can be started and as soon as sufficient RPM is achieved and a good vacuum is maintained, then the sea valve can be opened to ensure a positive inflow of water. The opening of the sea valves for ballasting is one of the most critical times in a tanker's operation. All cargo operations are to be stopped. It should also be ensured that all valves not actually employed in the ballasting operation are closed and are not opened again until ballasting is completed and the sea valves are shut.

• It should be remembered that the max capacity of the pump will be reached with disch. v/v partly open due to low head.

• Sea valves should only be open for the period of ballasting and must be shut immediately on completion of the operation.

• The CCR will be manned by the 2nd/3rd officer or C/O as decided in the plan during such operations.

• Stress limits at all times to be within limits of the designed bending moment and shearing force, endeavouring not to exceed 95% of SG condition. In all cases enroute the limits are not to exceed 95% SG condition.

• Control of Vapor Emissions- During COW, hydrocarbon gas is generated within the cargo tanks beyond normal existing levels. Subsequent ballasting of such tanks could lead to considerable hydrocarbon gas being expelled to the atmosphere. Some Port authorities prohibit such discharges. - Please refer to the procedure in ISGOTT 11.5.8 to avoid such emissions.

• At Some ports where ballast is discharged ashore simultaneously, using the emergency connection in pumproom, then ensure a two valves segregation exists between cargo and ballast.

7.6 Ballasting of tanks when carrying heated cargoes

Solidification in the cargo tanks can occur when solidifying cargoes are stowed adjacent to “cold cargoes” or cold ballast water in adjacent spaces. Cargo tank bottoms must therefore always be checked for hard factions, at regular intervals throughout the voyage and always prior to arrival in the discharge port Due consideration has to be given to minimize the temperature reduction of the heated cargo while taking ballast in the adjacent tanks. Ballast intake to be planned accordingly in order to avoid solidification while carrying heated cargo. Surface area exposed between the cargo and the ballast must be minimized. If possible, there should be no exposure of the ballast and cargo via the structure. This is to avoid any cooling effect which ballast water will have on the cargo which will cause solidifying of the cargo. Remaining ballast is to be only taken after the cargo has been fully discharged from the concerned cargo tank When ballasting double bottom tanks or side tanks with double bottom, the level of the ballast should be below the deck head ( cargo tank bottom) till the cargo is discharged.

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8.0 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. 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.

8.1 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.

3. Spring lines should be oriented as parallel as possible to the longitudinal centerline 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 use.

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.

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

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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. 8.2 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.

• Fender compression should be observed during discharge or during a rising tide. Fender compression may be caused by over-tight breast lines. If there is a fender compression that is not caused by onshore winds or currents, the breast line must be slackened.

• 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 taut and under tension will cause the wire to run uncontrollably which might cause a sudden increase in load on the other wires.

8.3 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

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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”.

8.4 WINCH BRAKE TESTING

Each winch brake is to be tested individually. Winch brakes to be tested annually in order to ensure that they render at a load that is equivalent to 60% of the line’s MBL. After testing, a tag with a proper setting value should be attached to the winch. In addition, the brakes should be tested after completion of any modification or repair involving the winch brakes, or upon any evidence of premature brake slippage or related malfunction. Winch brake testing is to be carried out under the supervision or in the presence of a senior officer designated by the Master. Please refer to Mooring Equipment Guidelines section 7.0 0 - “Winch performance, Brake Holding Capacity and Strength Requirements of Mooring Equipment Guidelines” for guidance The winch brake testing certificate must be attached to the SMMS or the PMS System on board.

8.5 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 attachment 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 equipments. The contingency plans formatted in case of failure of equipment should be part of the risk assessment.

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


8.6 MAINTENANCE AND RECORD KEEPING

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

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

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9.0 CARGO HEATING GUIDELINES 9.1 GENERAL

Charterers normally state the heating requirement for the voyage and must be followed. The operators must be contacted if in any doubt. Excessive heating of cargo will:

a) Increase Vapor losses,

For crude ships:

b) Reduce the solvency of the crude for crude oil washing,

c) Accelerate the fall out of sediment and water otherwise suspended in the crude, waste fuel,

d) Increase the possibility of vapor lock problems with the cargo pumps during discharge.

During Carriage of heated cargoes, cargo temps, measured at three points in each tank must be daily taken and recorded. The type of crude oil cargo will determine cargo Heating or Heating program for the voyage. Aromatic crude oils contain little or no wax. They can be permitted to cool during the voyage, provided the Vessels heating system is capable of raising the cargo temp to the required pumping temp before discharge. Paraffinic crude oils must be maintained above a certain critical temperature, i.e. the cloud point to avoid phase separation of the wax they contain

9.2 PRACTICAL GUIDELINES ON CARGO HEATING.

A standard ship heating system is normally designed to reach cargo temperatures, generally, as per the following parameters: Original design base Condition: To heat up from 44C to 66C at 2C air temperature and 5C seawater temperature. Cargo crude oil temperature will be raised from 44C to 66C (150.8F) with in about 4 days. In general, you should be able to raise temperatures gradually 3-4F/day quite easily, even with only 60-70% of the heating coils on board working. The most important aspect, which needs to be realized, is that with cargo heating, we always need the steam’s latent heat. There is no use or advantage gained if steam passes through the cargo tank and goes back to the hot well as “live steam.” Therefore it is important that correct control of heating coil returns and pressure to inlet systems is practiced. The hot well system, where the condensed water returns from the coils, must be protected from any unforeseen cargo return from the heating system. The duty engineer and motorman must take regular spot checks in that vicinity because it very often has large volumes of oil coming into the cascade tank suddenly. Any of this oily water entering the boiler can be disastrous. A very good secondary precaution would be to cover the top of the hot well with a layer of sponge or oil-absorbent matt and replace/squeeze at convenient intervals. This is a good back up for an emergency oil leak into the hot well tank. Most V/Ls now are fitted with “ Turbidity Sensors “ or “ Sonic Interface Detectors “ that raise an alarm condition if any contamination in condensate return is detected. The correct function of heating coil traps is extremely crucial to the performance of the cargo heating system. Many times this is the biggest problem and no one realizes it with everyone simply trying to increase steam pressure, etc., to achieve better results. Once again going back to basics, where it is extremely crucial for steam to condense and

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latent heat to be given to the cargo.

With a full cargo, generally, it is very unlikely that steam will come back from heating coil returns since almost all of it should condense prior to coming up. However, if your traps are blocked there is no water return back and, obviously, no heat transfer/exchange. On many old vessels the heat coil traps are either broken or damaged from inside. Clogging of trap filters with rust and fine debris is common, therefore, the best practice is to include the Overhaul of steam traps in Planned Maintenance System, however in an emergency the best solution is to either bypass the same or simply remove the internal components. A drain on the outlet can be opened to check if there is excessive steam going back to the hot well.

9.3 GENERAL CARGO HEATING PROCEDURES. The following procedures are to be followed:

• The Main line is to be warmed up to avoid water hammer prior start of heating.

• When commencing cargo heating for each steam header, it is very important that coils are opened gradually and slowly. Generally, coils will have water inside and this causes excessive hammer. On old ships, structural fatigue on welded seams is common, and water hammer can cause damage.

• The Inlet must be first opened, and return shut. Thereafter line pressurized and drain opened on deck slowly to check condensate quality. Take precautions against oil Spillage on deck in case coil has heavy ingress of contaminant.

• The pressure of steam on the entire heating system is another critical aspect. If all coils and valves are fully opened, the pressure in the aft tanks will be more and there may be nothing reaching forward.

• Typically, for example, with 5 Kilos of steam supplied, you may have no more than 1 Kg. Steam pressure reaching forward. To summarize, it is very important to adjust the valves so that pressure on the main line ie equally distributed from forward to aft. To achieve this, one of the best methods is to install three independent pressure gauges on the steam manifold header in the center, amidships and aft (last cargo tank).

• Do not simply rely on the steam pressure on the indicator deck line in the Engine room because, depending on the location of the pressure gauge being before or aft the main deck steam valves, the reading can be misleading. Check what is physically present on the main steam line on deck.

• The recommended way for adjusting efficient cargo heating is to keep all steam inlet valves for the tank open and regulate the deck line pressure by throttling the outlet of the tank return line valve on the manifold. Generally, you will notice that the return line valves for forward tanks may need to be 100% open, mid ship tanks 70%, and aft tanks 40%.

• It is not wise to adjust each coil individually but rather the tank common return valve be throttled. Thereafter, depending on each cargo tank temperature, you can shut off or increase the total number of coils you need.

• The reason for throttling the tank outlet valves, rather than inlet is because the entire coil will be at a higher pressure than the head of the oil within tank. This therefore will avoid a contamination by oil in the condensate return. Throttling inlet steam drops the pressure and increases velocity within coil. When this condenses it leads to internal pipeline pressure drop - which may be lower than the head pressure of cargo within the tank.

• The Temp is to be brought up gradually. Heating is more efficient at anchor than underway. Records of past voyages are to be consulted.

• It is recommended that a responsible officer is delegated to supervise the operation of starting cargo heating rather than leaving it to the pumpman who may not understand the basics.

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• Keep a log with daily cargo temperatures and steam pressure on forward, mid and aft headers. Also, log the percent each return manifold is open so that on a daily basis you can decide on how to change their positions. Normally, you achieve a good balance within 3-4 days of trial and error. Thereafter, rarely will you need to adjust the position.

9.4 PRECAUTIONS FOR CARGO HEATING Following simple precautions are adhered to -:

• Vessel should first ensure that there is sufficient fresh water on board for cargo heating. The fresh water generator should be in good working condition to ensure that cargo heating can be carried out without any problems.

• Heating coils blown through dry with compressed air in cold weather locations with subzero temperatures.

• Vacuum created in the Coil is broken by keeping drains open on stopping cargo heating.

• Cargo heating is always commenced through by opening the header(manifold) inlet v/v slowly with low pressure in order avoid water hammer.

• Pipe clips must all be tightly secured within the entire tank length. This though can only be checked and carried out when the tank is certified for man entry.

Symptoms of Coil Leaks. Leakage of heat coils in tanks generally reflect the following symptoms:

• Oil traces coming into hot well tank. • In case steam pressure is very high, then instead of oil traces there will be steam loss. This

obviously means excessive consumption of fresh water. The quickest way to identify this is to shut each header temporarily for 15-20 minutes and reduce the steam pressure within the coils in the tank. If there is any coil leakage, there will be oil seeping into the system and when you are commencing re-heating, oil smears will come out in the drain. In this way, the defective coil can be isolated.

Heating Coil breakage on deck head will cause steam smear in the vapor space. This is easy to identify by touching the deck area adjacent to the steam manifold or penetration joints. You will immediately notice a much “hotter” steel environment. In addition, a further check for steam emitting sound ie if the leak is large.

9.5 SHUT DOWN PROCEDURE AFTER CARGO HEATING

Heating is normally kept on until the cargo is at the level of the heating coils. Heating after that point will cause excessive vapor and contribute little to a discharge operation. As the tank level falls very low and the coil gets totally exposed, steam in the heating coils must be gradually reduced. Otherwise, you could have damage at bends, etc. When cargo heating coils are shut down completely, the drain must be opened in order to break the vacuum. FYG, once the pipeline steam within the heating coil system condenses it causes a lot of pressure on the exterior wall and, especially on older ships, you tend to get collapse fatigue. You might not notice this at this juncture, but will realize the problem when you carry the next heated cargo. In extremely cold weather climates, ensure that coils are immediately blown out with air in order to avoid freezing damage. At the first opportunity, the blanks must be swung to avoid any steam entering the coil system. Many ships have faced severe damage simply because they forgot to adhere to this elementary precaution.

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9.6 TESTING FOR LEAKS

• All ships should pressure test their heating coils minimum up to 7 kg/cm sq, utilizing the compressed air system on board. A hydrostatic test is the most reliable and efficient check, although even when conducted under pneumatic pressure it is fairly reliable. The test procedure for both is nearly the same. The only difference being that in case of hydrostatic testing the heating coils are completely filled with water prior exerting the compressed air pressure.

• If over a period of 4 to 5 mins the pressure drop is insignificant, then we can assume the coils are tight. Alternatively if the pressure across the coils drops gradually or suddenly, then shut all the individual coils and start checking each coil individually.

• During dry docks its best that the heating coils be tested to 1.5 times of its working pressure. The method recommended is by filling the coils with fresh water and using a hydraulic pump the pressure is built up and inlet and outlet valves shut leaving the coil pressurised.

• The pressure gauge is then observed to check for drop in line pressure and the ship staff then sent into the tanks for visual verification.

9.7 CLOUD POINT

Cloud point is the temp at which wax crystals are precipitated as solids from the liquid oil or is the critical temp at with which a phase separation of paraffinic crude oil begins. The waxy material and its associated oil components, which begin to separate when the bulk oil reaches its cloud point, are significantly different from the balance bulk cargo. The separated materiel is exceptionally difficult to return to the suspension in the bulk oil by heating or even by an effective crude wash. Therefore to avoid these difficulties the temp of paraffinic crude should not be allowed to fall below its cloud point. Cloud point is an important element in governing the cargo heating criteria as well as in COW for sludge control on board. Reference is further to be taken from Intertanko Publications “A Guide to Crude Oil washing and Heating Criteria and “Cloud point and Crude oil washing”

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10.0 CRUDE WASHING 10.1 GENERAL

Crude oil washing is essential for sludge control. It is also required when ballast is to be taken in cargo tank. Tanks which are being water washed should be crude oil washed in the previous port.

Inspection procedures are to include checking for complete vertical and rotary movement of the nozzle. And one positive method is by listening to the sound pattern during COW or test. Some of the checks can be and should be carried out on a loaded passage.

When cargo tanks are inspected then every opportunity is to be taken to inspect the nozzle vanes and movement of the nozzle visually. Most important is the wash head section. Move the machine and check its vertical and rotary motions for complete cycle. Reference to be made to ISGOTT section 11.5.

10.2 CRUDE OIL WASHING PLAN.

a. At every disport make a realistic Crude oil washing plan. Even if Marpol COW is carried out, it is sufficient to control sludge.

b. Plan will contain information on Type of crude, Pressure and machine angles c. As far as possible do not use recycled oil for more than three tanks. Long use of crude

oil will reduce solvency. d. Record of tanks actually washed, to contain the following information: Type of crude,

Pressure, angle of washing and Whether open or closed cycle. Remarks can contain how many machines in use and description of technique (closed cycle for 3 tanks etc etc)

e. Check in the COW manual whether the crude oil carried is suitable for COW. 10.3 CRUDE OIL WASHING PROCEDURE AND TECHNIQUE.

Main Elements involved in the technique is

a) Substantial trim.

b) Type of Crude oil - Solvent effect of crude oil, Paraffinic or Aromatic

c) Temp of the oil.

d) Pressure at the nozzle

e) Viscosity of the crude.

f) Washing Procedure.

g) Safety Parameters. We keep in mind that Crude oil has solvent properties and sludge is soluble in crude oil and

sediment is not. The crude oil Jet from the wash head has mainly two important jobs viz; to create turbulence in the crude thereby dissolving or liquefy the sludge, and to remove the sludge or sediments deposited on the frames, side longitudinal, stringers etc. Therefore its extremely important that a jet of correct pressure, 9 to 10 bar, is obtained at the wash head. If, due to missing nozzle vanes, a shower instead of jet is obtained then we waste energy and time. Same thing applies for the pressure at nozzle.

Trim should be as per the COW manuals. Vessel should have sufficient trim for crude oil

washing to ensure clear flow. It is also important there is no build up of liquid in the tank by ensuring that eduction is efficient. A slight amount of innage during top washing would ensure that the liquid at the bottom is churned well and the sediments are removed

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Another similar and effective procedure is to use the cargo pumps, using the vacstrip to discharge the liquid. For crude oil washing slop tanks, the slop tanks can be discharged first, keeping about 1 to 2 m liquid in the tanks. COW medium can be a bleed off from the main line while the COP on direct suction to the slop tank. It is important that a dequate COW line pressure be maintained to create a turbulence in the liquid below.

It is to be borne in mind that for Paraffinic crude , a temp of about 10 degrees more than the

cloud point should be achieved. For Aromatic crude the viscosity is important and temp plays a part in reducing the viscosity.

10.4 SAFETY PARAMETERS

Before each tank is crude oil washed, the oxygen level shall be determined at a point 1 m below the deck and at the middle of the ullage space and neither of these determinations shall exceed 8 % by volume. Where tanks have complete or partial wash bulkheads, the determination should be taken from similar levels in each section of the tank. The Oxygen content and pressure of the IG being delivered during the washing process should be continuously recorded.

COW Check list, before COW and During COW, After COW are to be followed. COW must be stopped

• if O2 levels in tank exceed 8% by volumes or IG delivered exceeds 8% by volume.

• The pressure of the atmosphere in the tanks is no longer positive.

• Leaks occur in the system on deck or Pump room.

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11.0 INERT GAS 11.1 GENERAL Hydrocarbon gas cannot be ignited in an atmosphere containing less than about 12% oxygen

by volume. Cargo spaces which are kept inerted to 8% oxygen or less are thus protected from fire and explosion.

The Company places the highest degree of importance on the continuous availability of inert

gas and on its correct use. Cargo spaces and slop tanks are to be kept in a properly inerted condition at all times except when required to be gas free for entry, or for dry-dock.

No transfer of oil cargoes or slops and no tank cleaning operations are permitted unless the I.G.

system is working. On product tankers where the Charterers have explicitly instructed vessel not to inert cargo

tanks and provided the Terminal permits this condition, only then is cargo transfer permitted without using inert gas. The non-use of inert gas and supporting documentation is to be readily available.

Reference to be made to ISGOTT Section 7.1

11.2 RESPONSIBILITY The Master has overall responsibility for the safe and proper operation of the I.G. system and

will ensure that both Deck and Engine Departments carry out their respective functions correctly.

The Chief Engineer is responsible for the operation and maintenance of the I.G. plant and the

Chief Officer is responsible for the deployment of the inert gas and control of cargo tank atmospheres and pressures including the setting of all valves on deck. Close co-operation is essential.

11.3 SYSTEM MANUAL The I.G. System Manual for the individual ship should be consulted for details of operational

and maintenance procedures 11.4 INERTING BEFORE LOADING Prior to arrival at an oil loading port all empty tanks are to be inerted and a check is to be made

with a portable oxygen analyser to ensure that they do not contain more than 8% oxygen by volume. It is to be noted that some terminals may limit to 5% oxygen by volume.

Mast Riser cowl wire mesh should be inspected, and cleaned if necessary, preferably each

voyage. 11.5 LOADING During loading the I.G. plant will be shut down and the deck main isolating valve closed. The

I.G. pressure recorder is to be kept on to record any abnormal pressure surges whilst loading.

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11.6 ON PASSAGE It is important to maintain a slight positive pressure in the ullage spaces of cargo tanks to avoid

the ingress of air through the P/V valves. It may be necessary to operate the I.G. plant periodically for short periods to maintain this condition. The I.G Pressure should be logged in the Deck log at the end of each watch.

11.7 DISCHARGE The I.G. plant must be started prior to the commencement of discharge and OPERATED

CONTINUOUSLY THROUGHOUT. The main blower has a capacity at least 25% in excess of the total pumping capacity to enable a positive pressure to be maintained in the tanks.

Both the Oxygen content and pressure of the inert gas to be continuously recorded during

discharge. A separate risk assessment is to be done and office informed if vessel requires to ballast any

cargo tank in port. Officer is also to be informed if shore requires the shore line to be flushed with sea water delivered by ship’s cargo pump.

11.8 CRUDE OIL WASHING AND TANK CLEANING Prior to the commencement of crude oil washing or tank cleaning with water the atmosphere in

each tank to be washed must first be checked with a portable oxygen analyser and the oxygen content established as being 8% by volume or less throughout. Testing should be conducted at three levels in each tank and, where possible, from more than one sampling point.

INERT GAS MUST BE SUPPLIED TO THE TANKS THROUGHOUT WASHING. 11.9 GAS FREEING If any tanks are required to be gas freed they must first be purged with inert gas to reduce the

hydrocarbon gas content to a maximum of 2% by volume as determined by a properly calibrated Tankscope.

The purpose is to reduce the hydrocarbon gas content to below the CRITICAL DILUTION LINE

so that subsequent introductions of air will not result in a flammable mixture developing (Please refer to section 13.12 in the safety manual ).

Tanks being gas freed must be isolated from the rest of the I.G. system. 11.10 INERT GAS SAFETY CONTROLS The I.G. Control Panel provides constant information regarding system pressures together with

high and low pressure alarms. It must not be switched off at any time when the ship has petroleum cargo or slops on board.

The deck water seal is the ultimate safety barrier between the cargo system and the engine

room and it is essential that the water is kept at the correct level at all times. 11.11 SAFETY CHECKS WHEN PLANT IS SHUT DOWN

Whenever the I.G. plant is shut down, ie. during loading, on passage, etc. the Vent valve

located between the deck water seal and the I.G. blowers must be open. The normal level of the deck seal must be prominently marked.

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Following safety check should be done at sea when plant is not operational.

1. The water supply and water level in the deck seal should be ascertained at regular intervals, at least once per day depending on weather conditions.

2. In cold weather, ensure that the arrangement to prevent the freezing of sealing water in the deck seal, pressure / vacuum breaker etc. are in order.

3. Before the pressure in the inerted cargo tanks drops to 100mm they should be re-pressurized with inert gas.

11.12 SYSTEM TEST SCHEDULE

The testing Programme to be carried out prior arrival at discharge port and is to include the following functions: All alarms and trips. The functioning of the Flue gas Isolating valves The operation of all remote or automatically controlled valves. The function test of deck water seal and non-return valve. The vibration level of IGS blowers. Gas leakages in the System before and after the deck seal. The interlocking of soot blowers. Check for any gas leak from tanks(Butterworth covers, ullage ports etc). Operation of PV Valve Calibration and operation of Fixed oxygen analyzer** ** VIQ requires the Fixed oxygen analyzer to be calibrated immediately prior to the use of

the inert gas system and vessels to comply with this requirement. 11.13 MAINTENANCE PROGRAM

Please follow manufacturer’s guidelines. The Maintenance program is to be part of the maintenance system on board (SMMS ).

11.14 EXCHANGE OF TANK ATMOSPHERE.

There are three principal arrangements.

Arrangement Inlet point Outlet Point Principle 1 2 3

Top Bottom Top

Top Top Bottom

Dilution Dilution Displacement or Dilution

The main difference between dilution and displacement is that in dilution method the velocity of the incoming gas should be high while in displacement the velocity of the incoming gas is low. The velocity of the incoming gas should be as low as around 250 mm WG in the displacement method. This is also the more efficient of the two methods. In the displacement method it is important that the bellmouth is free of a liquid, which will create a seal and obstruct the passage of IG. Therefore, the tanks have to be well stripped.

When inerting cargo tanks from fresh air, it is important, the oxygen content must be below 8% at all levels

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11.15 COMPOSITION AND QUALITY OF INERT GAS International Convention for the Safety of Life at Sea requires that inert gas systems be capable of delivering inert gas with an oxygen content in the inert gas main of not more than 5% by volume at any required rate of flow; and of maintaining a positive pressure in the cargo tanks at all times with an atmosphere having an oxygen content of not more than 8% by volume except when it is necessary for the tank to be gas free. In certain ports the maximum oxygen content of inert gas in the cargo tanks may be set at 5% to meet particular safety requirements, such as the operation of a vapour emission control system. When such a limitation is in place, the ship should discuss these requirements in the pre-arrival information exchange. Efficient scrubbing of the inert gas is essential, particularly for the reduction of the sulphur dioxide content. High levels of sulphur dioxide increase the acidic characteristic of the inert gas, which is harmful for personnel and may cause accelerated corrosion to the structure of the ship.

11.16 INERT GAS SYSTEM FAILURE Solas requires that each ship fitted with an inert gas system be provided with detailed instruction manuals covering operations, safety and maintenance requirements and the occupational health hazards relevant to the installed system and its application to the cargo tank system. The manual must include guidance on procedures to be followed in the event of a fault or failure of the inert gas system

11.17 ACTION TO BE TAKEN ON FAILURE OF THE INERT GAS SYSTEM In the event that the inert gas system fails to deliver the required quality and quantity of inert

gas , or to maintain a positive pressure in the cargo tanks and slop tanks, action must be taken immediately to prevent any air being drawn into the tanks. All cargo and or ballast discharge from inerted tanks must be stopped. The inert gas isolating valve closed, the vent valve between it and the gas pressure regulating valve ( if provided) opened, and immediate action taken to repair the inert gas system.

Masters are reminded that national and local regulations may require the failure of an inert gas system to be reported to the harbour authority, terminal operator and to the port and flag state administrations.

In the event that the inert gas system is unable to meet operational requirements of this regulation and it has been assessed that it is impracticable to effect a repair, then cargo discharge, de-ballasting and necessary tank cleaning shall only be resumed when the emergency conditions laid down in the ‘IMO Guidelines on Inert Gas Systems’ are complied with. In brief, these guidelines state that;

1) In the case of tankers engaged in the carriage of crude oil, it is essential that the tanks be

maintained in the inerted condition to avoid the danger of pyrophoric iron sulphide ignition. If it is assessed that the tanks cannot be maintained in an inerted condition before the inert gas system can be repaired, an external supply of inert gas should be connected to the system to avoid air being drawn into the cargo tanks.

2) In the case of the carriage of products, if it is considered totally impracticable to effect repair

of the inert gas system, cargo discharge may only be resumed if an external supply of inert gas is connected, or the following precautions are taken:

• That approved devices, or flame screens, to prevent the passage of flame into cargo tanks

are fitted and checked to ensure that they are in good order;

• The valves on the mast risers are opened;

• No free fall of water or slops is permitted; and

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• No dipping, ullaging, sampling or other equipment should be introduced into the tank until a period of five hours since injection of inert gas ceased. If essential for the safety of the operation, this should be done only after 30 minutes have elapsed and all metal components should be securely earthed. (IMO Inert Gas Systems 8.3)

11.18 STATIC ELECTRICITY PRECAUTIONS In normal operations, the presence of inert gas prevents the existence of flammable gas

mixtures inside cargo tanks. Hazards due to static electricity may arise however, mainly in the case of a failure of the inert gas system. To avoid these hazards the following procedures are recommended:

If the inert gas plant breaks down during discharge, operations should be suspended. If air has

entered the tank, no dipping, ullaging, sampling or other equipment should be introduced into the tank until at least 30 minutes have elapsed since the injection of the inert gas ceased. After this period, equipment may be introduced provided that all metallic components are securely earthed. This requirement for earthing should be applied until a period of five hours has elapsed since the injection of inert gas ceased.

During any necessary re-inerting of a tank following a failure and repair of the inert gas

system ,or during initial inerting of a non- gas free tank no dipping ,ullaging, sampling or other equipment should be inserted until the tank is in inert condition , as established by monitoring the gas vented from the tank being inerted .

However should it be necessary to introduce a gas sampling system into the tank to establish

its condition, sampling equipment should only be inserted at least 30 minutes after stopping the injection of inert gas. Metallic components of the sampling system should be electrically continuous and securely earthed when the equipment is inserted.should be electrically continuous and securely earthed when the equipment is inserted.

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12.0 H2S PROCEDURES

12.1 GENERAL

The H2S procedures mentioned in this section are applicable to both cargo and bunkers. 12.2 EXPOSURE AND CONCENTRATION

Reference is to be made to ISGOTT chapter 2.3.6 and “ABC of Hydrogen Sulphide”

When H2S concentration exceeds 5 ppm then it is considered high and anything in excess of it can cause adverse effects. Precautions against high H2S concentrations are considered necessary if the H2S content in the vapour phase is 5 ppm or more by volume. The Effect of H2S at Various increasing concentrations in air are shown in table below

H2S Concentration (ppm by volume in air) Physiological Effects

0.1 – 0.5 ppm First detectable by smell

10 ppm May cause some nausea, minimal eye irritation.

25 ppm Eye and respiratory tract irritation. Strong odour.

50-100 ppm

Sense of smell starts to breakdown. Prolonged exposure to concentration at 100 ppm induces a gradual

increase in the severity of these symptoms and death may occur after 4 – 48 hours exposure.

150 ppm Loss of sense of smell in 2-5 minutes

350 ppm Could be fatal after 30 minutes inhalation.

700 ppm Rapidly induces unconsciousness (few minutes) and death. Causes

seizures, loss of control of bowel and bladder. Breathing will stop and death will result if not rescued promptly

700+ ppm Immediately fatal.

Note: Persons over-exposed to H2S vapour should be removed to clean air as soon as possible. The adverse effects of H2S can be reversed and the probability of saving the person’s life improved if prompt is taken.

Table : Typical effect of Exposure to Hydrogen Sulphide (H2S)

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12.3 PROCEDURES FOR HANDLING CARGO AND BUNKERS

The following precautions should be taken when handling all cargoes and bunker fuels likely to contain hazardous concentrations of H2S. They should also be taken when ballasting, cleaning or gas freeing tanks, which previously contained hydrogen sulphide.

• The H2S concentration is to be checked, using a Dragger tube or appropriate equipment from

a UTI port during and after cargo operations and logged. Appropriate PPE to be used as needed. The same is to be carried out after discharge operation and logged.

• All Ullage, sounding ports are securely closed. The tank contents are to be monitored using

remote or automatic gauging. UTI instruments can be used, however prior use the gas /liquid seals are to be checked and in order.

• Draining of loading arms into drip trays is prohibited. • Manifold watches are to be provided with personal H2S monitor, and are to be instructed on

reporting procedures. • In additional to normal monitoring of the pump room spaces as per Company’s procedure,

H2S concentration is to be checked every 6 hrs and logged. • Persons entering the Pump room area are to be provided a personal H2S monitor. • Pump room entry is not to take place until H2S levels are measured. • These precautions, as appropriate, are to be followed during ballasting of cargo tank, Tank

cleaning and gas freeing operations.

• Vapour Monitoring

Exposure levels in all work locations should be monitored by using suitable instruments. Spot checks are to be carried out near the Pump room, Pump room top, Manifold area, accommodation, E/R, and any other area found necessary especially down wind. Continuous monitoring shall take place, using the appropriate equipment during gauging, sampling, mopping up spills, connection and disconnection of manifold.

Detector tubes are to be preferred if the concentration is known to be high. Personal H2S gas monitoring instruments is to be used by personnel engaged in cargo operations. These instruments may provide either a warning alarm at a pre-set level or an H2S alarm be set at a value of 5 ppm. Personnel should also carry personal monitors when working in enclosed spaces, gauging, sampling, entering a pump room, connecting and disconnecting loading lines, cleaning filters, draining to open containments and mopping up spills if H2S concentration could exceed 5 ppm.

• Personal Protective Equipment

When handling cargo or bunker with high H2S, EEBD sets are to be provided at Manifold, CCR and other appropriate locations for use by personnel working in hazardous area. One set of breathing apparatus should be kept standby at the pump room top. All tankers should have an additional set of CABA set for the above purpose, which is over and above the minimum requirement as per SOLAS.

• Personnel are to wear respiratory equipment under the following circumstances: -

- When TLV-TWAs exceeds 5 ppm - When monitoring cannot be carried out;

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- When closed operations cannot be conducted for any reason and the TLV-TWA could exceed 5 ppm

• Training Procedures

The crew is to be made aware of the high concentration of H2S in the cargo. This can be

done by a pre arrival meeting or even during operation if concentration not known earlier. A notice is to be put up for the Officers and Crew in an appropriate area, stating High

Concentration of H2S.

• Measures to protect visitors from exposure

Visitors should be advised that as the vessel is handling High H2S cargo they would be escorted to the CCR.

Chemical canister type facemasks are not to be worn for the above operations.

12.4 LOADING CARGOES CONTAINING H2S

In addition to the precautions and procedures mentioned in 12.2, vessels are to comply with procedures mentioned in this section. (!) The number of cargoes containing significant quantities of hydrogen sulphide (H2S) is increasing. In addition, levels of hydrogen sulphide contained within the cargoes are also increasing. Vessels to follow the below procedures loading cargoes containing H2S, commonly referred to as ‘sour’ cargoes.

• Before arriving at the loading port, ensure that the cargo system is free of leaks from cargo

piping system, piping system Tank fittings and the venting system. The heating coils should be tested to ensure that the No H2S would be transferred into the steam line system.

• Any liquid filled pressure vacuum breakers should be checked to ensure that they are

correctly filled.

• Check that all doors and ports can be securely closed to prevent entry of vapours

When loading a cargo containing H2S:

• A safety plan should be produced for the loading plan with guidance on the venting procedure, monitoring for vapour, personal protective equipment to be used, accommodation and engine room ventilation arrangement

• V/L is to carry out closed operation procedure as describe in ISGOTT 11.1.6.6

• Venting to the atmosphere at a relative low pressure should be avoided, in particular in calm wind conditions

• Cargo loading should be stopped if there is no wind to disperse the vapours or if wind

direction takes cargo vapours towards the accommodation.

• Only personnel actively engaged in vessel security and cargo handling are to be permitted on open decks. Regular maintenance should be postponed until end of cargo operation.

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• H2S is very corrosive and mechanical gauges are therefore more likely to fail than at normal times. Frequent checks to be made on operational status of gauge failure. In the event of a failure, repairs should be carried out only after a full risk assessment.

• In ship-to-ship transfers, particular attention should be given to the difference in freeboards of the ships and the possibility of vapour not being freely dispersed. Vent velocities should be kept high on the receiving ship and the vessels should be turned to allow the wind direction to carry the vapours away from the accommodation spaces.

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13.0 EQUIPMENTS AND ROUTINE

13.1 TEST ROUTINES

The test routine below is the minimum requirement. Any other equipment considered essential to be included. However, care to be taken that list is not made unduly lengthy. Test Routine of equipment related to cargo equipment is described below:

PRIOR LOADING No ITEM Routine Procedure

1. Overfill alarms Prior Each Cargo Operation

As per MFG guidelines.

PRIOR DISCHARGING No ITEM Routine Procedure

2. Cargo discharge lines Prior every Discharge or not exceeding three months Annual

Cargo pipelines should be tested to a pressure higher than the maximum expected discharge pressure at the terminals.(Test pressure should not be less than 100 PSI=7 bars ) Cargo pipelines should be tested to 100% of their rated working pressure (Sometimes referred to as Maximum Allowable Working Pressure - MAWP) at least annually MAWP is the pressure at which the transfer piping relief valve is set or, where no relief valve(s) are fitted, the maximum discharge pressure including hydraulic shock that can be developed by the vessel's pump. For centrifugal pumps, this is the pressure developed by the pump at zero flow conditions, i.e., pump "shutoff head." USCG guidelines state that the operating pressure (i.e. the upper pressure at which the facility decides to limit their operations) may be substituted for the MAWP if the facility operator can satisfactorily demonstrate that mechanical safeguards, such as relief valves or pump controls, are in place to limit the pump pressure to a value below the MAWP Based on the above guidelines: the System Operating Pressure (SOP) for the cargo discharge pipelines on deck has been set as = 10.0 Kg/cm2 The mechanical safeguards, such as relief valves or pump controls or pump trips, should be set to a value to limit the pump pressure in order to ensure that the System Operating Pressure at the manifold is never exceeded

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No ITEM Routine Procedure

Twice within any five year period

All cargo discharge lines from the cargo pump to the cargo manifold are to be tested to 1.5 times the pre-defined System Operating Pressure (SOP) = 15.0 Kg/cm2 at least twice within any five-year period. Pipelines should be marked with the date of test and the test pressure. USCG 33 CFR 156.170, cargo pipelines should be tested to 1.5 times their rated working pressure (Sometimes referred to as Maximum Allowable Working Pressure - MAWP) at least annually All vessels calling US will have to ensure that they have a valid test record ( 1.5 times SOP =15 BARS ) within the last 12 months in order to comply with the USCG requirements. For vessels fitted with stripping pump we recommend to use stripping pump for pressure testing of cargo lines

3. COW lines Prior discharge Pressure test to their operating pressures PRIOR EACH TIME THE SYSTEM IS PUT INTO USE. Lighterage V/Ls may test their lines to their operating pressure once in a quarter.

4. Cargo pump trips Prior Discharge All remote and gang trips included.

5. PV breaker Prior discharge* Liquid level to check. Check Spgr check and add glycol to liquid for antifreeze.

6. Inert Gas System Alarm

Prior discharge Refer to DE 30 and manufacturers guidelines.

7. Auto unloader or Vac strip system

Prior discharge

This is to include operational test, Floats, tightness for gas ejector valves on top of separator, Cooling water system leaks. (!!) Refer to Manufacturers guidelines.

8. Pumproom Pressure Gauges

Prior Discharge Prior discharge during line testing, an accuracy check on Pump room pressure gauges to be carried out

* For vessels with long voyages, the PV breaker level to be checked prior each discharge but in any case at interval of one month. WEEKLY


9. Bilge High level alarms Weekly Manual check

10. PV Valve Operation Weekly Manual check

MONTHLY


11. Ballast line integrity Monthly. As per procedures in this manual

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

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

14. ODME Monthly As per Manufacturer’s guidelines

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

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

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

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


18.

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

19. Ballast Tank fixed Gas detection system.

Quarterly As per the Manufacturer’s guidance.

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

Dry Dock -Recommended

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

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

24. Temperature and Pressure Calibrator

Annually Shore Calibration

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

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : May 2014 Section 13 : Page 4/7

13.2 TANK INSPECTION ROUTINE

13.2.1 Ballast Tank, Void space, trunk and cofferdam Inspection

For Oil and Chemical Tankers less than 10 years of age ballast tanks are to be inspected annually. For vessels more than 10 years of age, ballast tanks are to be inspected every 6 months.

13.2.2 Cargo Tank Inspection

In the case of Oil tankers and Chemical tankers, inspection of cargo tank must be made at an interval not exceeding 2.5 years

13.2.3 Inspection Records

Record of all Inspection must be maintained in the SMMS. The Inspection form ( Form D-16) is available in the SMMS is to be filled for each inspection. Reference is to be made to the “Guidance Manual for the Inspection and Condition Assessment of Tanker Structures” issued by International Chamber of Shipping and Oil Companies International Marine Forum.

13.3 ASSESSMENT SCALE FOR BREAKDOWN.

The coating condition should normally be judged over large areas. However if the conditions vary to a great extent between the various main parts (Bottom, Deck head, Longitudinal and Transverse Bulkheads) of the tank, then an evaluation of the various parts may be advantageous. The Measles Chart is to be used during ballast tank inspection to assess for coating break down. The Chart is available in the publications on board for tank inspections. For the purpose of consistent assessments, the following ratings should be used.

GOOD condition with only minor spot rusting.

FAIR condition, with local breakdown at edges of stiffeners and weld connections and/or light rusting over 20% or more of areas under consideration, but less than as defined in poor condition.

POOR condition with general breakdown of coating over 20% or more of areas or hard scale at 10% or more of areas under consideration.

Tanker Structure Co-Operative Forum has tabulated the above definitions as follows:

Definition of Coating Conditions

Note: The lowest rating within any category shall govern the final rating

Rating/Condition Good Fair Poor Spot Rust Light Rust

Minor Minor

> 20%

Edges Weld

<20% >20%

Hard Scale Minor <10% >10% General Break down Minor <20% >20%

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

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

13.4 GAS INSTRUMENTS ON BOARD

Each vessel should carry:-

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

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

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

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

Calibration Procedures

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

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

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

Operational Testing and Inspection

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

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

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

Physical checks should include: -

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

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

returned to operational use.

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Jun 2015 Section 13 : Page 6/7

These tests are also to be carried out prior instruments use for tank entry and recorded.

However, these tests and inspection need not be recorded prior instrument use for routine checking of gas in ballast or cargo tanks.

Calibration Log

• Each V/L shall maintain a calibration log. The record of monthly accuracy check of the instrument is to be maintained in this log. The C/O is in charge of the checks on the equipment

• C/O to ensure a stock of calibration gas is maintained on board. Please note that calibration gas in disposable canister’s are considered as ‘dangerous goods’ in freight and could take extra time to be delivered.

• However under his direct supervision, for training purpose, he should delegate this to the junior officers as appropriate.

• The calibration log shall include the Model, Make, Type and Serial number as well as the calibration gas and measurement unit under each sampling/Instrument and date of calibration.

• The Master verifies the calibration log every quarter. • The record of training of officers and crew in the use of the equipment to be entered in the

log. The level of training would be appropriate to the rank. • Log should list the instruments in use. If an instrument is defective, the instrument is not to

used further. Tag out the Instrument and make an entry in the log. Land the instrument for repairs and calibration at the next port.

Spares parts for Gas Instruments • Each V/L shall maintain spares/calibration gas as required for each unit in line with the

Bruusgaard instrument report. 13.5 GAUGING EQUIPMENT

Each Tanker will carry the following Gauging equipment: • MMC or UTI gauging equipment 3 no • Bottom sampler for closed sampling 1 no • Vapor lock sounding tapes 2 no • Portable gauge for the IG Pressure Read out 1 no

(to be fitted on the COT Vapor lock) UTI means: Ullage, Temp and Interphase units The vapor locks/ gauge height correction is to be calibrated and certified by class.

Maintenance Procedures for Gauging Equipment One UTI/MMC is to be landed ashore for shore calibration annually and then compare with other UTI /MMC tapes every month.

The MMC/UTI units are to be checked against the Fixed gauging system and against the

standard temperature calibrator or standard thermometer on board. The Temperature section of the MMC/UTI can be calibrated in certain instruments. Please

follow the manufacturer’s guidelines to calibrate and adjust the temperature sensors, if required.. The UTI/MMC instruments are to be landed ashore in case the instrument is defective.

The units are to be cleaned with a solvent after every load/discharge port and stowed in their respective cases. Good on board upkeep is critical for the MMC/UTI equipments. They should be covered and protected when deployed on deck during rain or drizzle condition. They should also be cleaned properly and stowed immediately after use.

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

13.6 GAS FREEING EQUIPMENT.

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

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

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

13.7 HYDRAULIC HOSES FOR Single Centre Line Mounted Crane

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

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14.0 CARGO MEASUREMENTS

14.1 MASTER'S OBLIGATIONS

It is of vital importance that the tanker master establishes the quantity of cargo - and its apparent order and condition - as accurately as possible in order that the bill of lading can be properly completed. It is essential that a ship's officers maintain a vigilant awareness of the inspector's quantity determination and quality control procedures.

14.2 MEASUREMENT OF CARGO

Terminology For the purposes of loss control, the preferred approach is to deal in units of volume: m' @ 15•‹C or US barrels @ 60•‹F. This approach reduces the scope for calculation errors caused by uncertainty in establishing true density. It is difficult to obtain an accurate density on hoard, particularly if stratification has formed in the bulk volume. Normal practice is to obtain an official density of the supplied product from the terminal, which will have sampled and analysed the designated cargo within the shore storage. The density obtained by the shipper of a cargo and by the eventual receiver will vary to some extent, normally showing higher at outturn due to some loss of light fractions during the loading, voyage and discharge. Such variation in density will have a direct effect on the measured weight but normally will have very little effect on the measured volume.

The principle terms used in the measurement of oil are as follows:

Total observed volume (TOV) - total volume of material measured in the tank including cargo (oil), free water (FW), entrained sediment and water (S&W), sediment and scale as measured at ambient (observed) temperature and pressure. Free water (FW) - water layer existing as a separate phase, normally detected by water paste or interface detector and usually settled at the bottom of the tank (depending on relative density of cargo). Gross observed volume (GOV) - TOV less FW and bottom sediment, being the measured volume of oil and S&W at observed temperature and pressure. In practice, GOV is usually calculated with no deduction for bottom sediment, which is very difficult to quantify. Gross standard volume (GSV) - measured volume of oil and S&W at standard conditions of 15•‹C and atmospheric pressure. In practice, the GSV is the GOV multiplied by the volume correction factor (VCF) obtained from the appropriate ASTM/IP Petroleum Measurement Tables . The GSV is the primary quantity measured and reported on tankers. Sediment & water (S&W) - entrained material within the oil bulk, including solid particles and dispersed water. Sometimes known as base sediment and water (BS&W). Net standard volume (NSV) - normally applicable to crude oil, NSV is the GSV minus S&W, being a measurement of the "dry" oil quantity at standard conditions. For products, S&W is not normally deducted and is included (where appropriate) within the receiver's quality specifications. Whereas samples of crude and product are commonly drawn from ship's tanks after loading (and before discharge), the measured S&W is not advised in time for ship's officers to calculate the NSV on board. Total calculated volume (TCV) - total amount of oil, FW and S&W reported at standard temperature. In practice, TCV is the GSV plus the measured FW.

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For crude cargoes, claims for shortage are invariably presented in terms of net standard volume (NSV). Therefore, if the free and entrained water content is understated at load port, the receivers will apparently receive more water than was loaded and this may give rise to a corresponding "apparent" shortage. For products, especially the lighter distillates, claims for short delivery are typically presented in terms of GSV.

Calculation of cargo quantities Calculation of the amount of oil within a ship's cargo tanks is a straightforward procedure. Using a pre-determined temperature and the advised density, the volume correction factor (VCF) is readily determined from the American Society for Testing Materials (ASTM) and IP Petroleum Measurement Tables. The GOV is multiplied by the VCF to obtain the required GSV. Depending on the units in use, the VCF will standardise the oil volume to 15•‹C (mi) or 60•‹F (US barrels). For most applications, ASTM/IP tables 6, 24 and 54 are utilised to establish the VCF for a given density and temperature. Each of the tables is produced in three versions "A" version -for generalised crude oils. "B" version - for generalised (petroleum) products. "C" version - for individual and special applications. Depending on the reported volumetric units (1x1" or US barrels), the density units (American Petroleum Institute (API), specific gravity or density in kg/l at 15•‹C) and the standard temperature required (60•‹F or 15"C), the relevant ASTM/IP tables are summarised below: Table 6 (A, B & C) - used to standardise US barrels (or gallons) to 60•‹F when density is reported as an AH gravity at 60•‹F and the temperature is in "F. Table 24 (A, B & C) - used to standardise US barrels (or gallons) to 60•‹F when density is reported as a relative density or specific gravity at 60/60aF and the temperature is in 'F. Table 54 (A, B & C) - used to standardise m3 (or litres) to 15•‹C when density is reported at 15•‹C and the temperature is in "C.

Vessel experience factor The vessel experience factor (VEF) is basically the historical difference in ship and shore figures for a given ship over a given period, typically based on the previous 10 loadings. It is a factor which indicates the ship's calibration error. The VEF may vary over the life of a ship for a number of reasons. The VEF is the principal method by which the chief officer is able to assess if the bill of lading quantity is reliable. It may also provide an indication of potential shortages on outturn. It is essential that the ship's loaded quantity is correctly determined from measurements made prior to and on completion of loading. It is also essential that the ship's figure and the bill of lading quantity are determined by consistent calculation procedures, with particular reference to the applied VCF. In general terms, VEF is only applicable to a fully laden ship and cannot normally he applied to part loadings or to individual tanks (though some ships engaged in the parcel trade will maintain a tank-by- tank experience factor if one tank represents one certified consignment). The VEF thus normally applies to ships loading all tanks at one port. If more than one grade is loaded, then it is possible to assess only the reliability of the total bill of lading quantity against the total loaded without assessing the reliability of individual bills of lading.

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Calibration tables The VEF essentially is a measure of calibration error within the ship's cargo tanks. Such error can be attributable, among other things, to poor calibration of the bottom-most part of the tank due to hull curvature and the presence of tank structural members and cargo lines. These factors can give rise to inaccurate determination of the on-board quantity (OBQ) and ROB which, in turn, will result in an inaccurate determination of the quantities nominally loaded and discharged. In order to minimise the scope for error, a clear understanding of the ship's calibration tables is required. Some ships require an adjustment to the obtained volume to compensate for the bottom cargo lines. The tables should be clearly marked accordingly, and the independent inspector so advised. It is generally accepted that ship's measurements may vary by up to 0.2% at different gauging operations. After a lengthy sea passage, and depending on the volatility of the cargo, there will inevitably be some loss arising due to the evaporation of light ends. In order to minimise such losses, it is important that the pressure/vacuum valves are correctly set. If under inert gas, a suitable balance should be achieved to minimise the need for venting via the mast, riser as diurnal temperature effects take hold. If consecutive sets of ship's figures differ by more than 0.2% between measurements, it is recommended that the tanks be regauged. All measurements must be recorded onto clearly designed ullage reports and filed for future reference. In cases where loss of containment has occurred, and cargo is detected in non-cargo spaces, this should be brought to the attention of the attending inspector and measured in the normal manner using the relevant calibration tables. A decision to discharge such cargo or transfer it back into the cargo tanks can only be done after a full risk assessment by the ship in consultation with the office.

OBQ and ROB Determination

Crude shipments are frequently governed by cargo retention clauses in the voyage charter parties which can allow the deduction, from freight, of the value of the liquid cargo remaining on board. It is thus essential that this component is not needlessly overstated. If the attending inspector has deemed that the residue is wholly or partially liquid, this must be quantified using the appropriate approved method. In practical terms, once the existence of a liquid residue in the cargo tanks has been determined, allowance must be made for trim and list. Depending on the amount of residue remaining, it may be appropriate to utilise either the established wedge formula or the ship's trim-corrected calibration tables. If the liquid residue reaches the forward bulkhead of a cargo tank, then the wedge formula cannot be utilised and a trim correction must be applied. As necessary, large amounts of liquid residue should be subjected to temperature correction. Whenever possible, dips should be taken at more than one point in each tank in order to establish the nature and formation of the bottom residue. Non liquid material may still form a wedge shape and, accordingly, be subject to correction. Whenever possible, and particularly in the event of disagreement, samples of the ROB should be taken from the cargo tanks, the pump suction (mud box) and also from the manifold if waxy residues are found. These samples may assist in evaluating the nature of the cargo actually reaching the pumps at the completion of discharge. Any samples taken should be acknowledged and/or annotated by a shore representative wherever possible, and a list of samples drawn handed to the inspector. The samples should be retained on board the ship or handed to a representative of the P&I club.

A full OBQ and ROB survey should include all void spaces and ballast spaces. The inspector should be invited to survey the ballast tanks, cofferdams, double bottoms, fore and aft peak,

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and so on. It is of considerable value to demonstrate that a full survey of the ship was carried out, particularly on completion of discharge, and that no inadvertent leakage or misrouting occurred. Where possible, the inspector should be able to determine that the ship's lines are empty and stripped of cargo, including the duct keels on OBO and O/O ships. As necessary, the line content should be drained into a suitable tank and quantified. The survey may also include the bunker spaces (depending on the cargo involved) and, if possible, the sea valves will normally be sealed or the seals checked at discharge port. An accurate record should be kept of the amount of slops on board and the associated tank washing and recovery procedures. Once any decanting has been carried out, and prior to any slop disposal or load on top (LOT) procedure, a sample should be drawn from the oil layer for retention purposes. It is important that the quantity of recovered oil being sampled is also recorded. Whereas this ideally should be done on every occasion, it is recognised that this might not the practical and instead such sampling should only be carried out if the previous ROB was excessive and/or the amount of recovered oil greatly exceeds the previous ROB. Any samples drawn should be acknowledged or verified by an independent inspector if possible. It is normally possible to place an upper limit on the ship's liability towards a claimed shortage if the above procedures are observed.

14.3 GAUGING OF CARGO TANKS

It is very common for basic errors to be made in the gauging of cargo tanks. Such errors, while not normally having a direct effect on the outturn difference as based on shore figures, do give rise to complications in the subsequent reconciliation of cargo quantities whereby the source of any loss can be identified. In certain instances, the bill of lading quantity might be based directly on the ship's nominal loaded figure in which case any errors in shipboard measurement will have a direct effect on the outturn difference. In such cases, a coarse adjustment can be made by applying the VEF although a prerequisite is an accurate set of ullages and product temperatures. The ship's officers should ensure that the figure recorded by the independent inspector is accurate and should not depend on the inspector's own reading. Ullaging should only be carried out once cargo transfer is complete. Internal transfer of cargo should not be undertaken until all tanks are ullaged. Due allowance must be made for trim and list, with observed draft readings taken whenever possible. If FW is detected at the bottom of the cargo tanks, this must also be corrected for the effects of trim and list. If significant quantities of water are detected, samples should be drawn and retained for future analysis. The temperature of the cargo should be obtained: normally the average of three readings per tank - top, middle and bottom. The temperature in each tank should be recorded as an average temperature across the ship is insufficient and may give rise to inaccurate calculation. The quantity being measured will be understated when adopting a temperature that is too high (for example, taken in the region of a heating coil). Similarly, the quantity will be overstated if the adopted temperature is too low. See Table 4. When the ship is rolling or pitching during measurement, it is important that repeated measurements are taken to confirm the reliability of the reported ullage. As many as five measurements may be required, with the middle three readings being averaged for the official ullage.

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14.4 MEASURING EQUIPMENT

For the purpose of custody transfer, it is possible that shore measurements may be determined by automatic (permanently installed) gauging devices subject to approval being made by the supplier and purchaser of the cargo. On tankers, however, it remains normal for manual measurements to be taken, especially for OBQ/ROB and water dips, though progressively new tankers are being equipped with automated closed-system measurement devices. The means of ullaging varies considerably depending on the port and cargo involved. For crude oils, it is now common for electronic ullage equipment to be used. Whatever system is in force, ullages should be reported to the nearest 5 mm. In this regard, it is worth noting that the accuracy claimed by the manufacturers of electronic devices is typically of the order +3 mm. Temperatures should be accurate to within 0-2°C or 0.5°F. Whereas it is often stipulated that independent inspectors should carry their own equipment, it is the case that independent inspectors will frequently depend on the ship’s own measuring equipment. This results from the incompatibility of the vapour lock valves associated with the different systems and it is therefore essential that the ship’s equipment is well maintained and in good working order.

14.5 SAMPLING

Whenever possible, all samples drawn by the ship's crew, or on behalf of the ship by an attending surveyor, should be clearly labelled with the following information

• ship name • operational status

o before discharge o after loading o before loading

• product • sample source

o tank number o manifold number o pump number

• sample type

o top o middle o bottom o dead-bottom o running o composite

• identity of sampler o surveyor o crew member

• date and time of sampling

• location o port

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o berth number o anchorage

• seal number.

The seal number would normally apply to those seals placed on a sample by an independent inspector. However, it is increasingly common for ships to be equipped with their own seals which are on board. Any samples drawn for shipboard purposes should be noted in a separate sampling log. A list of samples drawn and retained by the ship should be prepared and handed to the shore representatives or independent inspectors for acknowledgement and signature. It is important that the samples are drawn in compliance with industry practice as set out in publications such as those by ASTM, API, IP and the International Standards Organisation (ISO). The most difficult aspect of sampling is obtaining a representative sample, particularly in the case of non-homogenous cargoes such as fuel oils which may be prone to stratification within the cargo tank. In the case of petroleum products, it is the normal practice to test the cleanliness of ships' lines by taking "first-foot" samples. Loading should be stopped as a sample is drawn from the nominated tank(s) and taken ashore for key test analysis. In cases where some doubt exists as to the quality of the first-foot sample, further samples should be taken for the ship's own reference purposes. It is obviously important to confirm the integrity of the line and tank system in use to ensure that any such quality doubt is not attributable to shipboard factors such as adjacent and different grade products. In some instances, the inspector will draw first-foot samples while loading continues uninterrupted. These samples necessarily are subjected to only a very basic visual analysis, that is a lesser degree of quality control, and this practice should be discouraged if possible.

The safe-keeping of samples in a suitable locker is of paramount importance. Depending on the prevailing circumstances, the samples should be retained for at least a year, by which time notification of any claim should have been made. It is recommended that samples are retained for more than this period if there was clearly a problem or doubt concerning the product quality during the voyage. In most cases, cargoes will be loaded and delivered without incident and, in these cases, disposal of samples is a matter of common sense based on the availability of storage space. Ideally the head office should be asked to confirm that sample disposal is in order as it will have notification of any claim arising. Conversely, as soon as a claim is raised against the ship or the owner is notified of third party involvement in a claim, then the ship should be advised to identify all relevant samples and arrange for these to be landed at a suitable location, into the custody of an owner's (or P&I club's) representative.

Additional for Product carriers At start of loading, samples to be drawn at the ship's manifold so that such samples can be compared with the first-foot samples subsequently drawn from the cargo spaces. It is sometimes the case that shore facilities are designed with a common jetty header which causes co-mingling of various products at the loading arm or hose until the header is flushed though with the cargo being loaded. Samples should be drawn from the manifold whenever some doubt exists as to the quality of the supplied or discharged product or after scheduled and unscheduled stoppages for shore reasons. In any event, manifold samples should be taken at the start of loading or discharging of all grades. Whenever sampling from an installed sample point, it is very important that this

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has been flushed of any previous residues prior to start of cargo operations and before obtaining a reference sample. In many cases, particularly in the case of high purity products (such as lubricating oil), the ship's lines and pumps will be checked for cleanliness at the discharge port by slopping a small quantity into a reception container. During such slopping operations, a sample should be drawn at the manifold for reference and retention purposes.

No attempt should be made to disguise or ignore any observed co- mingling or misrouting of on-board cargoes, or any observed or possible contamination. In terms of cost effectiveness, early resolution of such problems is much the preferred approach and reduces the potential exposure to the owner and its P&I club.

14.6 VESSEL EXPERIENCE FACTOR (VEF)

Vessels should maintain the VEF sheet and keep this updated. List all the admissible recordings of vessel load ratio (VEF) . The following VEFs are not admissible o first voyages after dry dock o lightenings o voyages where bills of lading are based on shipboard measurement o voyages prior to any modifications which have affected the ship's cargo carrying capacity.

Calculate the mean value, r, of all the listed VEC’s. o Calculate 0.003r (0.3%) of r. o Delete all of the values of VLR that do not fall into the range 0.003r o Calculate the mean of the remaining values, r'. This is the VEF. Calculate 0.003r' (0.3% of

r'). This is the range of accuracy of the VEF

14.7 EARLY DEPARTURE PROCEDURE (EDP)

By definition, EDP normally requires that the ship departs prior to a bill of lading quantity being officially determined. As soon as the bill of lading figure is received (E-Mail), the usual ship/shore comparison should be made with the ship's figures and the charterer advised of any significant difference - once ship's figures have been rechecked as necessary. A Letter of Protest should then be prepared and sent to the agent for obtaining the terminal’s signature. EDP should be done when the voyage orders specifically state that EDP is applicable. If in doubt, please contact the owner/commercial operator. In some instances, it may be the case that the ship is asked to return to the load port for a re-check of the figures. Alternatively, independent surveyors may be placed on board at a suitable intermediate port. It is important that the implementation of EDP does not expose the ship to any unwarranted liability caused by an unexpected passage loss, in turn attributed to unreliable gauging at the load port

14.8 SHORTAGE CLAIMS

Not surprisingly, an oil shortage is a perceived loss by the purchaser/ receiver of a consignment of oil. The benchmark against which the receiver assesses the amount of "missing" oil is the bill of lading as issued at the port of loading. Depending on the contracts

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prevailing at the time of this perceived loss, the cargo receiver (or more probably its insurer) will claim damages. In addition to the normal shore/shore loss (bill of lading less the outturn), a claim for short delivery might arise if a large amount of pumpable cargo is left remaining on board (ROB) after completion of discharge. Such claims are normally governed by the wording of specific cargo retention clauses in the voyage charter party. Early identification of potential losses arising on board a ship is important in order that remedial action may be taken. Shipboard losses are limited to evaporation via the installed venting system, leakage to non-cargo spaces (or, less frequently, to sea), and excessive ROB (high pour-point cargoes, pumping deficiencies, ineffective crude oil washing).

14.9 CONTAMINATION CLAIMS

A contamination may be defined as the observed alteration of the quality of a particular product due to the ingress (and subsequent detection) of an alien substance. Contamination claims, however, may be the result of an observed alteration (depreciation) in quality arising from poor sampling and/or analysis at loading or at discharge. Such "apparent" claims may also result from an inherent instability of the product being shipped due to poor processing or other deficiencies in product blending/preparation by the supply terminal. It is the normal experience that contamination incidents occur on board tankers due to co-mingling with previous cargo residues, ballast or other grades stowed on board. Contaminations can also arise due to inadequate segregation of incompatible grades within shore facilities. If a breach in segregation exists between a ship's manifold and the shore reception tanks at the discharge port, then no amount of control procedures on board will detect such contamination at the time of the incident.

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15.0 CARGO CONTAMINATION

In any shipment, sources (or mechanisms by which contaminations might arise) necessarily can occur either ashore or on board the ship. Shore-side contamination can happen either at the loading terminal or the discharge terminal, though the scope for problems is usually considerably higher at the load port.

It is sometimes the case that cargoes will be blended on board a ship from separate storage facilities ashore. In such cases, the final product quality should be the onus of the supplier, purchaser or charterer and no responsibility for poor homogeneity should be placed on the ship. Please contact the commercial owner or operator if the cargo is to be blended on board to obtain their approval.

Possible contamination causes include

• cross-contamination between different products due to valve leakage (let-by) or mis-operation

• water from line/tank cleaning and line flushing operations, leaking heating coils and leaking tank roofs (rainwater).

• cross-contamination between different products due to valve leakage or mis-operation (including retained slops or ballast) on board

• cross-contamination due to structural deficiency (such as cracks in bulkheads)

• presence of an alien product within a (supposedly) empty cargo tank (particularly adhering to bulkhead or contained within badly deteriorated coating blisters.

• presence of an alien product within the ship's cargo handling system (pumps, pipes, valves and so on)

• water from line/tank cleaning and flushing operations, adjacent ballast, leaking heating coils, poorly sealed hatches/ access plates

• cross-contamination via the installed inert gas system.

There are other aspects which may also result in problems arising, particularly when commercial pressures induce the rushed fixing of a ship which is unsuitable for a particular cargo, or the cargo grade is changed at the last minute. For example, a ship which previously was engaged in the carriage of dirty petroleum products may be fixed to carry a colour sensitive cargo. If insufficient preparation is carried out, or if the ship's tanks are in a poor condition (coating breakdown), then leaching problems might occur giving rise to a drop in colour and a consequent dispute with the cargo receivers.

The main causes of the cargo contamination are : tank cleanliness cargo pumps, lines and fittings adjacent cargo, slops and ballast key meeting.

Tank Cleanliness The tanks should he cleaned in accordance with industry guidelines or In compliance with the specific requirements of the charterer's written instructions. Care must be taken to load a cargo that is compatible with previous cargoes and any detergents used in the cleaning operation should be fully rinsed away

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In cases where the ship is fixed to load a clean product with a specified colour limit incorporated in the charter party (typically "undarker than 2.5 NPA"), a buffer cargo (such as dirty condensate) should ideally be carried if the previous cargo was a dirty cargo (such as fuel oil and crude oil). Otherwise additional tank cleaning procedures may be required involving hot wash regimes, use of detergents and chemical cleaning agents, collection and removal of any sludge, scale, sediment and so on.

In cases where the ship's tanks are coated, the suitability of the coating should be checked from the manufacturer's resistance lists.

Cargo Pumps, Lines and Fittings Inspection of the ship's cargo handling system is part of the pre-loading survey for determining a ship's suitability to load a particular product. Special care must be taken to ensure that any dead ends and branch lines are free of potential contaminants. If heating coils are to be used, these should be tested for leaks prior to loading. Such leaks may result in the ingress of fresh water to the loaded product, hut might also mean that the coils themselves contain residues of previous cargoes. When more than one grade of cargo is LO be loaded, or simultaneous loading and deballasting or discharging or ballasting operations are anticipated, a full valve pressure test should be carried out on all segregating valves - tanks, pump room and main deck/manifold.

Adjacent Cargo, Slops and Ballast It is essential that any other material on the ship is kept segregated from the cargo being loaded, unless pre-arranged on-board blending operations are being carried out. Segregation should extend to the cargo lines as well as the cargo tanks and, as necessary, blank flanges inserted where possible. In the case of crude cargoes, LOT operations should only be carried out on the explicit instructions of the charterer.

Key Meeting Prior to any transfer of cargo, the ship's officers should ensure that they are fully aware of the procedures to be adopted during the transfer operation, particularly when more than one grade is to be transferred. A meeting should be held with representatives of the ship, the terminal and the independent surveyor of record in order to discuss all aspects of the intended transfer. In practical terms, from the ship's point of view, there is a limit to the amount of information which is required from ashore although the independent inspector will require a complete overview of the ship and shore. From the ship's point of view, the following items should be clarified before any cargo transfer operation takes place

quantity and quality of the cargo to be transferred order of loading by grade and by tank, segregation between grades, installation of blind

flanges as appropriate identity of nominated loading arm or hose and manifold

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16.0 MASTER’S HANDLING OF CHARTER PARTY MATTERS:

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

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

16.1 ADHERENCE TO VOYAGE ORDERS.

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

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

(!)

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16.2 LAYTIME AND DEMURAGE The working of the laytime clock and its result is given in example below. SUMMARY OF VESSEL’S PORT STAY (L O A D P O R T) :- Voyage Charter.

NOTICE

TIME

WAITING FOR BERTH

SHIFTING INSPECTION LOADING ULLAGE / DOCS

OWNERS’ TIME

CHTRS’ TIME OWNERS’ ---CHARTERERS’ TIME --- OWNERS’ TIME

ESP/NOR HOSES OFF

DOCS ONBD

COP/DEP

A B C D E F G H I

Charterers Time: On Charters account provided no delay or disruptions on V/ls part. (clock is on) Owners Time: Owner is accountable and pays for – Therefore always keep this down to minimum.

N O R TENDERING – A

• Often C/P state where a NOR may be given, However the V/L must be an arrived V/L and ready to load or discharge her cargo.

• Most C/P will provide for the fist 6 hours after tendering NOR for charters free time for preparations and is on owners account. This time will run continuously until used, unless V/L is all fast to the berth before expiry of the 6 hours, in which case lay-time will start from all fast.

• Master should consult C/P or office for further clarification. • Time of Tendering NOR is often controlled by the C/P terms. Subsequent NOR’s to be

tendered without prejudice to previous NOR’s. • If multiple charterers involved then NOR is to be tendered to all.

WAITING FOR BERTH:- (B - C)

• If the arrived V/L is anchored and awaiting berth, then this time is counted as charterer’s time, i.e. the clock on lay-time is on.

SHIFTING - (C- D)

• This time does not count as lay-time. It is important to note that shifting time starts from actual departure from anchorage (POB has got nothing to do with this) and ends when all fast to berth. Therefore it is essential that time departing anchorage is reflected in V/ls time sheet or else charterers accountant will try to deduct this from an earlier time.

• Generally the all fast time will be taken as the FWE and not when the gangway is lowered. • Since shifting is for owner’s account, where the lay-time clock is stopped, all operations

should be carried out expeditiously. Time of departing anchorage and All Fast should be reflected in V/Ls time sheet clearly.

• Its no use picking up anchor for 4 to 5 hrs in advance before POB, and mention harbour steaming or drifting. This will go on owners account as shifting. Use correct and good entries for Timesheets.

• If During Shifting, there is some interruption in the passage (eg. awaiting departure of another ship from berth etc) Masters should include a remark to this effect in their time sheet, to enable owners claim the lost time from charterers.

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INSPECTION - (D- E) • This is a period of mixed activities such as pre load/discharge meetings, cargo planning,

connecting hoses, Tank inspections/ Ullaging etc and during this time the lay-time/ demurrage clock is on ie time is on charters account.

• Please note that in certain ports these activities are conducted concurrently during ships clearance formalities, in such cases Master should not accept any reference to this as delay on V/ls account- Master should check the agents or Charterers time sheet accordingly before signing.

• Lining UP – Time spent for ships lining up should not be accepted as a delay.

DEBALLASTING (within E-F)

• Often, the charters accountants try to stop the clock or avoid counting time when the V/L is carrying out ballasting or deballasting. The use of SBT will normally prevent any delay to cargo operations, and is advisable to avoid any time reference to SBT operations. If time reference is made then it should be made clear that no delay is caused.

• The wording of clauses in C/Ps many a times construed in such a way that the clauses only prevent time counting when ballast handling is concurrent with cargo operations, it is probably best to reflect it until cargo operations start before ballasting or de ballasting (SBT) if this can be done without delay.

LOADING – (E – F)

• Loading time is for Charterers account. Oil Majors ( BP etc) have stipulated minimum loading rates that a tanker should adopt depending on her SDWT. To safe guard against any unnecessary claims, the loading rate should be stipulated in the pre load meeting.

• Note protest if desired rate not achieved by terminal.

HOSES OFF (F-G) • This time is for charters account. At SBMs the hoses off time should be taken as when the

hoses are streamed in the water.

DOCUMENTS ONBOARD (G- H)

• It has generally been accepted that Chartererers are not delaying the V/L if they or the terminal present the documentation within “reasonable time’’ ie between 2 to 3. Any additional time can give rise to a claim, hence Time sheet should always note the time when cargo documents are received.

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16.3 SUMMARY OF VESSEL’S PORT STAY ( Discharge Port ) :-

NOTICE TIME

WAITING FOR BERTH

SHIFTING INSPECTION DISCHARGING ULLAGE / DOCS

OWNERS’ TIME

CHTRS’ TIME OWNERS’ ---CHARTERERS’ TIME --- OWNERS’ TIME

ESP/NOR HOSES OFF

DOCS ONBD

COP/DEP

A B C D E F G H I

NOTE :- • Section A through E is common as in Load port.

DISCHARGING / CRUDE OIL WASHING/ ROB ( E- G)

• Though most C/P stipulate that a V/l should maintain a minimum discharge pressure of 100 psi at the manifold, V/Ls should always pump to its maximum capacity provided shore facilities permit.

• All cargo equipment is expected to be in top operating condition. • • In recent dockings, especially WRT to single hull tankers, the accumulation of sludge was

excessive and is extremely costly to dispose such large volumes in today’s strict and highly legislated industry, in addition V/Ls are facing high ROB problems due to sludge.

• Hence, even though in many cases, Charters Reps are not too keen on performing COW, the minimum COW as per Marpol should be carried out.

• • All times WRT to COW operations should be reflected in the time sheet as some time is

allowed for charterers account on most C/P’s • • Most C/P now employs the Retention on board clause which allow deduction from freight • Hence adequate list or trim is to be employed in the squeeze dry techniques you employ on

board. The cargo plan is to be made in advance, plan is to be documented and not kept in C/O’s

head only. Hence take time, make time to plan out different load and discharge scenarios, because as it is so common with shipping there always occur last moment changes.

HOSES OFF

• This time is for Charters account. Chicksons/hoses are not to be disconnected until tank gauging has been completed satisfactorily.

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16.4 REVIEW OF PORT OPERATIONS - LOADING / DISCHARGING / OUTURN

As a process of continuous improvement, every load and discharge operation should be reviewed. The agenda of every management meeting is to contain this review. Examples of item to review would be The Discharge outturn.- Normally a provisional outurn is available to the Master from the

terminal. You should then compare it with your ROB. Stripping procedure, time taken, problems faced, protest received if any etc.

Improvement plans. Charter party lay time. This is quite simple as most charter party state laytime. Equipment Malfunction- and a solution as to avoid recurrence. – WSM is to be informed. Loading or discharging rates. Mooring procedures. Cargo behavior. Pilotage. Weather conditions. Risk analysis for the port operation for further calls and feed back.

Any item that requires Office attention, eg. equipment malfunction or any delay etc to be brought to the attention of the Superintendent. Similarly, any feedback may be sent to office so that other ships can be informed.

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

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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. This includes the deck water spray system and the bridge front water wall, if fitted. All other pipelines containing water and liable to freezing are to be drained when not in use. This includes freshwater lines, wash down lines, compressed air lines, ballast and water lines. The drain valves on these lines should be clearly marked and left in the open position. Care must be taken to ensure that the drain valves do not become blocked with scale or other debris. Gangway and lifeboat air motors to be shifted to warm locations when not in use. When any water system has been drained this fact should be recorded.

High Velocity Vent Valves High velocity pressure / vacuum relief valves shall be checked frequently during periods of cold weather to ensure that frozen condensate is not affecting the correct operation of the valves. The manufacturer’s instructions are to be consulted for any guidance. New ice class vessels have heating system for pressure / vacuum valves and this is to be used to ensure that no condensate will freeze and prevent the operation of the PV Valve. In this case, it is not required to check their operation frequently. Ballast tank Vents Check and ensure the cowls and floats are free of ice prior de ballasting/Ballasting operations. Ballast If V/L has river water ballast, then it is to be interchanged with SW prior entering cold weather area. Manifold Area Drip tray drains are to free of any trapped water. Keep Rock salt at hand for use in manifold area. Lifeboats Drain any water condensation from LB engines and keep break area free of ice.

Deck Scuppers Plug deck scuppers after de icing and confirm tightness Oil Spill gear Ensure that the compressed air line is drained of all water and deck wilden pump operated at intervals . Ensure the Slop dump valve is free of ice. Clothing for Crew Ensure Heavy winter clothing for Crew for example Ski suits etc. are provided on board

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18.0 VETTING & TMSA 18.1 VETTING PROCESS.

Vetting inspections results is one of the most important element of the vetting decision that the Oil major will take in accepting or rejecting the Vessel. There are other elements too, for example Terminal feed back, Casualty Data etc that also play a part in a continuation of the acceptance or a rejection. For example if Vessel has a fire or runs aground, then probably she would be kept on a technical hold by oil majors unless Management satisfactorily addresses the issue. Similarly parting of wires or a oil pollution incident at a terminal could cause a similar situation. Also, Time Charters and Voyage Charters mostly incorporate a Vetting clause. Every Ship inspection reports conducted under the SIRE format is submitted to the OCIMF SIRE data base where it is available to OCIMF members, Port state etc.

The objective of the inspector will be to check out the “Hardware” as well as the “Software” within the guidelines set up in the VIQ. By “software” it means procedures, Officers and crew etc. Technical department or controlling office will regularly send out E-Mails with recent deficiencies noted by vetting inspectors during inspection of vessels in the fleet. Vessels are to refer to the items mentioned therein and correct them ( if applicable) to avoid the same or similar deficiencies

Preparation for Vetting Successful execution of the vetting inspections depends on Good Teamwork and the entire staff on board must be ready for the inspection and be prepared to work together to achieve the best results.

The best tool for this is VIQ, which the inspector also uses. Copy of the latest version of VIQ is available in the SMS CD. Firstly, it is best that a working copy of the VIQ be distributed to The Master,C/E, C/O, 2/E, E/R – 1 copy each. 2/O and 3rd officer- 1 working copy. The responsibilities are then to be high lighted in their respective copies with colored highlighter. Delegation is to be carried out as required and the verification that the elements are in place is to be done by the responsible person. Then Master and Chief Engineer have to carry out a final verification of all the elements along with the responsible person. Sitting in a management meeting and ticking off items done is not recommended. Direct on site verification process is recommended. This process takes its time and time is got to be made to carry it out. The following allocation is suggested. Chapter 1-3 - Particulars, certification, documentation- Master. Chapter 4 - 2/O (Highlight the elements/Responsibilities) for 3/O. Chapter 5 - Safety Management- Master, CE and Chief Officer. Some items can also be

marked out or highlighted as per responsibilities in Ch14 of SBM part 1 PMS of safety equipment .

Chapter 6 - Pollution Prevention – C/O Chapter 7 - Structural condition- Master. Chapter 8 - Cargo Ballast System- Chief officer. Chapter 9 - Mooring –Elements to be divided between Chief officer and C/E, 2/E Chapter 10 - Communication- Master, 2/0 and E/O Chapter 11 - E/R and Steering Gear- Elements to be divided between C/E, 2/E. Chapter 12 - General Appearance and Condition- Chief Officer. . Within these Chapters mentioned above, you can delegate and highlight responsibilities,

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The Master is to have prepared the following prior the inspection A copy of the VPQ. A copy of Crew list. A copy of Officer Qualification matrix A copy of latest class listing. Ensure that the Certificate are kept in the same order and sequence as listed in the VIQ Keep the following ready at hand for the inspection.

Certificate file correctly Indexed. Enhanced Survey Programme file. With Thickness measurement. Officers Licenses, health certificates, Course certificates like BTM etc. VRP /SOPEP.- Anti Pollution Equipment Inventory. Oil record books BWM manual ship specific. Garbage log. Various Drill Dates. Shore based service certificate of Safety Equipment. COW manual, IGS manual. Safety Manual. Bridge Procedures manual. Training record books. Familiarization record books. Drug and Alcohol log. Hot work and Tank entry permits- Permit to work file. Rest Hours. Port contact list. Internal and External Audit. SIRIS. Dates of Deck seal, Non return valve, Cargo line pressure test, PV O/H. BHC Last Operators/Suptd Visit Last notice to Mariners received. Last SOPEP Drill. Lifeboat last in water. Emergency Steering gear drill. Last Boat and Fire Drill. Date of Test of Emergency Generator on load. Mooring Equipment log Calibration records for gas measuring instruments Loadicator test condition reports Chain Register When on deck rounds the following items are of vital importance as they will provide overall impression of the management of the V/L. Gangway- correctly rigged, gangway net, and platform, lifebuoy with light standby. Warning signs posted. Crew: correct working gear with appropriate PPE. Deck watch- Communication with CCR, meets and query’s the Inspector, crewmember

delegated to accompany Inspector to Master’s office, Visitors /ISPS log, Identity verification.

Emergency equipment- at manifold correctly rigged, clearly marked, Anti pollution pump ready with hose and air supply.

Scuppers plugged – Verify from over side that no leak.

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Decks- Free of oil and clean, no obstructions – No Inert gas leaks from PV valves or other ports.

ISPS: Restricted Areas locked or sealed Moorings: In good order, No hydraulic leaks from sumps, No mixed mooring, Tension

drums have one layer of wire not more. Accommodation: All doors closed, clean. Air conditioning to be in partial recirculation.

ISPS Code Since the code is mandatory vetting inspector may verify ships compliance by sighting International ship security certificate and it operates in conformity with Ship security plan. Approval for Ship Security Plan. Latest documented Security drill with telephone call log. Last test of SSAS Declaration of Security MARSEC level being maintained displayed. “Restricted Areas” are marked and maintained as per plan. WSM Gangway log for all persons boarding & disembarking. Ship’s Officers & Crew are well versed with “Access Point” Access control measures. Handling of stores. Cargo and unaccompanied baggage. The Inspection. The inspection normally takes 6 to 8 hours. Ensure the Inspector is accompanied By the Master or C/O and C/E. Normally, the inspector commences with an opening meeting and then starts the inspection Certification and documentation with the Master, Wheelhouse and navigation Communications (radio room or GMDSS station) The exterior of the Wheelhouse The exterior of the Accommodations to the Poop Up the Main Deck to the Forecastle and Forecastle spaces Back down the Main Deck and checking a ballast tank (as agreed in Opening Meeting)

most probably from top or 1st rung. The Pump room Cargo Control Room with Chief Officer Discussion with Chief Engineer and into the Engine room including review of PMS and

Engine room rounds. With the Master back through the internal areas of the accommodations Finally a period for the inspector to summarize his thoughts and A final meeting with the Master and Department heads.

After the Inspection The Inspector sits down with the Master and C/E to discuss his observations. The Master must obtain a copy of these findings in writing so that should there be a change between what is said in the Master’s cabin and what appears in the report, this can be taken up later by WSM.( However in some instances like TOTAL vetting in Singapore the Inspectors give nothing in writing to Master. WSM needs to be informed) When the Inspector is discussing with the Master the issues that he has found, it is quite often possible that there has been a misunderstanding or that the Inspector has become confused with another sister ship that he has recently done. At this point in time, it is relatively easy for such an error to be cleared up and the Master should take every step to achieve this. In addition, the Master should not feel intimidated by the Inspector This is of course easier said than done. It is unlikely that the Master will be able to get the Inspector to delete a finding or an observation, even if it has been fixed. On the other hand, he should be able to get additional comments added which mitigate the finding or explain why it is the case.

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The Master is to inform the Office of the Outcome of the inspection and correct all observations as soon as possible

18.2 TANKER MANAGEMENT AND SELF ASSESSMENT (TMSA)

The Tanker Management and Self-Assessment (TMSA) program offers a standard framework for assessment of a ship operator’s management systems. The program provides ship operators with guidelines that describe the essential elements of a formal management system. The guidelines also offer examples of key performance indicators (KPI). The TMSA program is intended to help ship operators to improve their management systems and to help the industry to take well-informed vetting decisions. The TMSA is basically a check on the office system. However, vessels can assist with the following elements which require input from the vessel for the monitoring of the vessels. Routine work on critical equipment which requires shut down of the equipment are subject to shore approval prior to any shut downs. Please obtain approval from office for work on Critical equipment. Staff to be aware that company procedures state that ECDIS is a secondary means of navigation and that Charts are the primary means of Navigation. There should be a poster at the ECDIS stating that ECDIS is the secondary means of Navigation. Cargo loading and discharging plans to be sent to the office to enable office to monitor the plan? Vessel to fill the cargo and ballast tank inspection report format including 2 dimensional layout of the tanks inspected? SMMS/ PMS should include the testing of the loadicator. Risk assessment for various mooring operations (e.g. Normal mooring, picking up of SBM rope mooring) to be included in SMMS. Vessel to have contingency plans in case of failure of mooring equipment? The SMMS/PMS include the spare parts inventory of mooring items (e.g. brake linings, counter sunk screws, etc.)? Staff to carrying out inspection & assessment of the ropes and wires as per SMS CD and recorded in SMMS. For transfer of cargo internally within the ships and for tank cleaning, vessel to prepare plan and obtain consent of relevant parties as mentioned in this manual.

Safety Officer should inspect areas of the vessel periodically, in such away that all the areas are covered in a month, following the checklist in Apendix 3 as a guidance. The findings of the inspection should be discussed in the safety meeting. The filled checklist should be sent to office along with the month end, minutes of Safety Committee meeting.

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19.0 DRY DOCKING & REPAIRS AT FACILITY OTHER THAN A SHIPYARD 19.1 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 COW at Crude Oil washing at disch ports prior dry docking or prior to proceeding

to repair berth Tank Cleaning and Gas freeing equipment – Equipment including the Tank cleaning

heater, if on board. Good Planning and execution Team work. All safety parameters are to be complied with as per ISGOTT and Safety Manual.

19.2 REPAIRS AT FACILITY OTHER THAN SHIPYARD

Please refer to Section 9.8 of ISGOTT.

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. The work being undertaken and the specific port or terminal regulation would determine if the vessel is to be gas free or not. As applicable, a certified chemist should normally test all cargo/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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19.3 DRY DOCK WORK.

When a ship is at 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. Company approval 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.

19.4 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. Yards like Dubai prefer SBT only. It is preferable to dock with SBT ballast only. When VLCC’s are deballasted to light draft for entering drydock, vessels are to be towed and are not to use Main Engine. This is to protect stern tube bearing and avoid damage to them.

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

APPENDICES

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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


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

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

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

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

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

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

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


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


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

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

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

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

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

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

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

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

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

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

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

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

DECLARATION 4

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Appendix 1 : Page 1/12

APPENDIX 1: CARGO TRANSFER PROCEDURE APP 1.1 OIL TRANSFER OPERATIONS AS PER US 33CFR 155.750 (A)

(3)/(4)/(5) APP 1.2 GENERAL

These standing orders apply to all personnel engaged in oil transfer operation. In addition to loading and discharging of oil cargoes, transfer operation shall be understood to include ballasting and de-ballasting, tank cleaning and preparation of cargo tanks for loading cargo as well as Crude Oil Washing.

The following standing orders have been drawn up so as to comply with United States Coast Guard regulations. A copy of these standing orders shall be permanently maintained in the cargo control room and shall be available for inspection by U.S.C.G., Port Officials and ship’s personnel.

APP 1.3 RESPONSIBILITY OF THE MASTER

The Master shall hold overall responsibility for the vessel & her safety at all times. APP 1.4 RESPONSIBILITIES OF THE CHIEF OFFICER

The Chief Officer is directly responsible to the Master for the safety of the oil transfer system & the safety of the oil transfer operation. Personnel delegated for the duty watchkeeping during cargo oil transfer operations are directly responsible to the Chief Officer and shall discharge such orders as instructed by the Chief Officer. Tests for integrity of the cargo oil transfer system shall be periodically carried out as laid down in the Code of Federal Regulations (CFR33). Any shortcomings are to be reported to the Master immediately. The Chief Officer along with the Chief Engineer is directly responsible for the correct & safe operation & use of the vessel’s inert gas system. The Chief Officer is to ensure that IGS is in continuous operation during transfer operations as deemed necessary & that the atmosphere in the cargo tanks is maintained under 5% of O2 and at a positive pressure above 100 mm W.G. at all times. The Chief Officer is responsible for safe execution of crude oil washing operations whenever this is to be effected during discharge of crude oils. The Chief Officer shall draw up a detailed program prior to each crude oil washing operation & submit same to the Master and the terminal. Guidelines for COW programs are given in the vessel’s crude oil washing manual.

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APP 1.5 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 III, Section B.

APP 1.6 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. No oil transfer shall commence prior to all items of the safety check list being read and fully understood. Sea valves, overboard valves & manifold valves shall never be operated by the duty watch personnel unless expressly instructed by the Chief Officer, except shut-down of same if deemed necessary in an emergency. The Duty Officer shall ensure continuous & effective deck and manifold watches are maintained taking patrol rounds himself whenever the central cargo operations room is manned by Chief Officer. The Duty Officer shall delegate one of his watch ratings to maintain continuous watch at the cargo manifold. The rating should be provided with means of communication (ie VHF/UHF radio), whilst the other rating of his watch shall maintain continuous deck patrol. When the vessel is on a SPM a continuous watch for the Buoy to be kept at the Foc’sle Deck. The deck patrol rating shall also be equipped with means of communication (VHF/UHF radio). This rating shall ensure vessel’s mooring lines are in order. Periodic reporting system between members of the duty watch shall be drawn up at the beginning of each watch and then effected throughout the watch. The Duty officer shall ensure that hourly pumproom rounds are taken. This is to be rotated between pumpman and other watchkeepers. When the Chief officer is the CCR, he should himself take a round of the Pumproom and the decks. During pumproom rounds, the Bilges are to be checked to ensure that they are free of oil. The COP housing should also be checked.

APP 1.7 OIL TRANSFER PROCEDURE 33 CFR 155.750

1. This vessel is mainly involved in the carriage of crude oils. Generic and safety information for grade as per the attached data.

2. This vessel is a standard crude oil tanker considered safe for the carriage of grade ‘C’ & lower cargo. There are three groups of cargo tanks and 3 sets of cargo lines to 3 cargo pumps. Tanks and pumps can be interconnected on the suction and discharge sides, within the pump room. Schematic diagrams for pipelines are located in the cargo control room and in the pump room.

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3. This vessel has a segregated ballast system independent of cargo pumps and

lines. SBT tanks: Upper forepeak, Lower forepeak After peak, 1ws, 2ws, 3ws, 4ws, 5ws and 6ws. Ballasting can be done concurrent with discharging.

4. Manifold containment is in drip trays which can be drained into 4w cargo tanks. Oil overflows / leaks onto deck can be pumped into slop tanks by means of Wilden pumps located at the break of accommodation port & stbd. Note: It is not necessary to depressurise slop tanks, as a non-return v/v is fitted

to each Slop tank inlet.

5. Six persons will be on duty during any cargo transfer operation : Person in Charge : Chief Officer Asst. in Charge : Duty Officer & Pumpman

Deckhands : 3 persons

6. One deck hand with walkie talkie will always be at cargo manifold, the other two to be attending to moorings and antipollution watch. Pumpman’s duty will be directed by Duty Officer or Chief Officer. Additional crew will be called & used as conditions require.

7. In any emergency, cargo operations to be stopped immediately. Cargo pumps can be tripped using emergency stops at cargo control room, manifolds, pumproom top and pumproom bottom.

8. Communication is by 8 UHF walkie talkie sets with key persons.

9. Cargo tanks will be topped off using Hermetic Portable Cargo Monitoring Equipment / Saab Tank Radar with remote readout at the cargo control room. Gauges’ accuracy to be verified when ullage is 3 metres. After topping up a tank, watch that the ullage is steady and confirm no more cargo coming in. All tanks are also fitted with independent (HANLA) high-high level alarms, these are float ball sensing type(98% per cargo tank). This gives an audible and visual alarm on the main deck (fitted on bridgefront) and in the Cargo Control Room.

10. Tanks to be under positive W.G. Pressure at all times.

11. Once transfer operations are complete, Chief Officer will personally check that all valves opened during the operation are now shut.

12. In the event of any oil spill or discharge, sound the ‘Emergency Alarm’ stop cargo operations and inform Master, also advise terminal. Local U.S.C.G. Group is to be informed on V.H.F. Channel 16 of situation. It is most important to contain any spill on deck. Do not spray any chemical in water unless U.S.C.G. or Port Authority gives permission. Be familiar with ship’s oil spill containment equipment and location. Proceed as per Vessel Response Plan / S.O.P.E.P.

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APP 1.8 DESCRIPTION OF THE CARGO SYSTEM, OPERATIONAL AND

EQUIPMENT PARAMETERS US CFR 33 155.750 (2) (i) (ii)

Reference ship’s drawing no.5105da800d101, diagrammatic Arrangement of cargo oil & water ballast system (note: copy of this drug is conspicuously posted in cargo Operations control room on accommodation a-deck).

MAIN FEATURES OF THE OIL TRANSFER SYSTEM The Cargo system in this vessel consists of a total of twelve cargo tanks and two dedicated slop tanks. The cargo tanks are arranged as six pairs of wing tanks. The vessel is a double hull vessel with six pairs of wing tanks, arranged as segregated ballast tanks. This satisfies the regulations of the MARPOL 73/78 Convention regarding segregated ballast with protective location. The two slop tanks are arranged aft of 6ws cargo tanks. They have a combined capacity of 3262.2 cubic metres, equivalent to 1.9 % of the total tank volume. The cargo handling system is generally arranged in three groups. Three bottom lines are installed in the centre tanks, serving the cargo tanks as follows: No. 1. (Stbd, Blue Line) : 1W, 4W, Slop(S) = 53,921.90 m3. No. 2. (Centre, Red Line) : 2W, 5W, = 60,294.00 m3. No. 3. (Port, Grey Line) : 3W, 6W, Sl(P) = 59,131.70 m3. The bottom lines have cross connections between Nos 1 & 2 lines arranged in way of 5W tanks. The cross connections between Nos 2 & 3 bottom lines are arranged in 3W tanks. The tank grouping and the piping system is so arranged to enable the vessel to carry three grades of cargo, fully segregated with two valves natural segregation. The cross over valves are so arranged so as to allow 2W and 5W COTs to be loaded with separate grades of cargo, one at a time, to increase the number of total grades loadable to four. The bottom lines are interconnected on the pump suction side via one suction cross-over line. This cross-over has a spool piece connection to the suction side of the ballast system, and a connection with double valves, and a blank flange to the sea chest on the port side. The bottom lines have block valves between the suction crossovers, enabling simultaneous stripping from a bottom line via the stripping cross-over, and the running of the corresponding COP on another bottom line via the suction crossover. This enhances the utilization of the COPs during COW operations. The discharge side of the COPs are inter-connected via a cross-over line, feeding the COW riser, and the stripping avourab. The discharge also branches out to both Slop tanks and to the Overboard line (which has an outlet on the port side, above the deepest load line). The cargo risers have a valve installed above the connections to the delivery cross-over, which has adjustable controls. Hence pressure can be maintained on the COW line during discharge from the same line.

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The overboard line has a sample probe and a flow meter for the Oil Discharge Monitoring & Control system. Overboard Discharge if used, is monitored by a 30 ltr/Nm Oil Discharge Monitoring & Control System. A blank flange is fitted on the Overboard line during all normal cargo/ballast operations. The slop tanks are inter-connected with an overflow / decanting line. The port slop tank is designated the dirty one and is normally set to receive the tank washings from the discharge side of the eductors. Port & Stbd slop tanks have 400 mm dia suction connections directly on No.3 & No.1 lines respectively, and to the suction crossovers. Additionally, 250 mm stripping suctions from the slops to the stripper pump suction are fitted. The vessel is equipped with a Saab Tankradar level monitoring system, with alarm facilities for Low/Low-low & High/High-high levels in cargo tanks. The vessel is also equipped with an independent High/High level alarm adjusted for 98.0% tank capacity. This facilitates complete hermetically closed oil transfer operations. Manual ullaging sampling etc can be effected through the Vapour Control Valves & use of the “Tanksystem Hermetic” tape thereby ensuring once again that all oil transfer operation & subsequent checks prohibit the tanks from ever being opened to atmosphere. Venting of tanks when required is achieved though the riser fitted on the Inert gas main line. Each tank is provided with a high velocity Pressure/Vacuum valve, with settings stencilled on the outside. Manifolds not in use shall be maintained shut, lashed & blanked; the flange blanks shall have a gasket & a bolt+nut in every bolt hole. Correct size bolts shall be fitted. Prior commencement of any Oil Transfer Operation the Chief Officer shall ensure that all valves are shut tight & then open only those which are required necessary for the Transfer. Such valves that are open to be suitably indicated in the Cargo operations Control Room. STRIPPING SYSTEM Auto Unloading System This system is provided to improve the efficiency of stripping of residues in cargo tanks. It can perform complete stripping of cargo tanks, using Cargo Oil Pumps alone. The basic principle of this system is to automatically prevent the suction of gas into the pump. By doing so, the completion of stripping by the pump alone becomes possible. The gas sucked in from the bellmouth and the cargo oil vapour produced in the suction pipe are separated from the cargo oil in the Gas Separator. These gases are extracted by the vacuum pump from out of the top of each separator.

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CARGO OIL STRIPPING PUMP AND EDUCTORS Each cargo tank has a bilge well situated at the aft port corner of the tank. The main and stripping suctions open into the bilge well. Thus a slight Port list is very helpful in stripping all the cargo tanks. The vessel has no separate stripping line, but all tanks have separate stripping branches, with low level stripping bell mouths placed in bilge wells. The depth of the bilge well is 510mm, the main line has a clearance of 360mm and the stripping line has a clearance of 200mm. A 250mm dia stripping cross-over suction line is arranged in the pumproom, connected to the bottom mains. One stripping avourab is installed, with a capacity of 450 m3/hr against a pressure of 30 m liquid column. It takes suction from the stripping cross-over line, connected to Nos. 1, 2 & 3 bottom cargo lines. The avourab discharges to the discharge cross-over with connections to both the slop tanks. The valve on the discharge line to the port slop tank is operated by the ODME system. This valve is normally in the open position and the ODME control system must be by-passed in order to close this valve during operations if required. One steam driven duplex type stripping pump is also fitted, having a capacity of 350 m3/hr against a discharge head of 135 m liquid column. The stripping pump takes suction from the stripping cross-over, and also from both the slop tanks, and the suction cross-over. Small dia drainage collection lines are fitted from the cargo risers, the pump casings, and vacuum tanks and cargo bottom main lines. The stripping pump discharges to discharge cross-over and also to the small dia Marpol line, with connections on the outboard side of the manifold valves. This small dia line must be used for the final stripping of slops and cargo lines.

VAPOUR EMISSION CONTROL SYSTEM (VECS): Vessel is fitted with vapour emission control system. Four vapour connections in the cargo manifold area are installed and painted according to OCIMF standards. The VECS has the following features: 1) Four sets of Principal reducers size 600X400 and two sets of reserve

reducers, size 600X300mm. This line is connected to the I.G. main line system, branching to each cargo tank and to a gas riser.

2) An OVS-OP 30 sampling system, avourabl waste vapour gas for oxygen %age and Pressure.

The alarm unit gives the following alarms:

a) Oxygen High. b) Flow fail. c) Vapour Pressure High. d) Vapour Pressure Low.

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The Vapour emission control system has two functions: a. Monitoring of vapour emission from cargo tanks during

loading when vapours are led to shore installation. The Omicron independent high alarm system gives warning of oil overflow from a tank getting into I.G line, thus avoiding any risk of cargo going into the shore reception facility along with the vapours.

B. The OVS-OP 30 monitors the vapours being received during lightering

operations from daughter vessel, if required. Thus a control over the quality of vapour received can be maintained.

VALVE REMOTE CONTROL SYSTEM: The vessel is fitted with an Electro hydraulically controlled Valve Remote Control system (VRC), to operate Cargo and Ballast valves from the CCR Pressurised oil generated from the Power Pack is directed into the opening or closing chambers of the jack, actuating the valves through solenoid operated control valves. The system comprises the following:

a) Hydraulic Power Pack b) Solenoid valve rack.(installed in safe area) c) Upper Deck Boxes. d) Control Console. e) Monitored Safety Box Valves. f) Emergency Hand Pump.

The hydraulic power pack can be selected for constant running only, where the selected motor pump is constantly running. Its pressure & flow compensator control automatically adjusts pump delivery pressure between 0 & 25 ltr per minute, to maintain volume requirements of the system, at the pre-selected operating pressure of 150 bar. The maximum pressure in the circuit is limited to 168 bar, by the relief valve. The following alarms are fitted:

• High pressure (160 bar) • High Temperature (70 deg. Celsius)

An alarm sounds, and the automatic motor pump changes in case of:

• Low pressure alarm (140 bars). • Overload of selected motor pump.

An alarm sounds, and the automatic motor pump set stops, in case of: • Low level alarm (The timer allows up to 1 minute operation after alarm). • Over load on both motors.

The pump allows one opening/closing of three largest valves simultaneously in 65 secs. Emergency operation: In case of lack of voltage, operation can be performed from the emergency manual control on the solenoid valves.

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In case of lack of Hydraulic pressure, by connecting the Emergency hand pump at the following:

b. On the provided block in the solenoid valve rack or boxes and acting on the emergency manual override of the solenoid valve( The main delivery stop valve should be closed)

ii) On the block of the safety boxes for submerged valves (main delivery valve closed)

iii) On actuator sub plate. (For non-submerged valves) CARGO TANK VENTING SYSTEM: Each cargo tank is fitted with a PresVac Hi-Lift Hi-Velocity Pressure/Vacuum Valve set for lifting at positive pressure of 1400 mmAq & vacuum pressure of -350 mmAq. These approved P/V valves are provided internally with Flame screens complying with above regulations. Each Cargo tank & SBT is fitted with an Oil Tight Hatch; these hatches are provided with solid NBR sealing seats & must be kept closed at all times. Further, Tank clean ports, steam heating line penetrations, Vapour control valve penetrations, valve remote system hyd fluid pipeline penetrations, temperature sensors & level gauge sensor cable conduct penetrations are to be maintained gas tight by periodic visual inspection & soap solution test. Vessel underway or at anchor:

1. Oil Tight Hatches on all tanks to be kept closed. These can be opened only under express instructions of Ch.Off. If vessel is loaded or tanks gassed, then express permission of the Master has to be sought.

2. All cargo system valves connected with the IG system to be kept closed & lashed; these valves can be opened only when necessity of purging via cargo line exists & to be operated only under the instructions of the Chief Officer. ALL OTHER OPENINGS THROUGH WHICH HYDROCARBON VAPOURS OR LIQUIDS MAY BE RELEASED MUST BE KEPT CLOSED AT ALL TIMES ! THIS VESSEL IS FULLY EQUIPPED & CAPABLE OF CONDUCTING ANY OIL TRANSFER OPERATION UNDER FULLY HERMETICALLY CLOSED CONDITIONS.

APP 1.9 CAPACITY AND METHODS OF DRAINAGE OF DRIP TRAYS

(1) Upon completion of loading/discharging, the contents of loading arms are dropped directly into 4ws or into the drip trays located at the manifolds. This is done by opening the necessary small diameter discharge line valve for each main line (i.e. Marpol line valve located forward of each manifold valve) and opening the hydrant valve to the drip tray. The capacity of each of the manifold drip trays is 11.60 M3 = 73 bbls. The contents of the drip tray can thereafter be drained into cargo tanks No.4 Wings by gravity by opening the

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manual valve to the tank. “U” tubes are fitted to these drain lines, inside 4ws COTs, to prevent backflow in case of high IG pressure in tanks.

In the event of water collecting in the drip tray, contents can be drained onto deck under supervision of Duty Officer) by opening manual valve located aft of drip tray.

(2) While bunkering amidships, contents of arms can be dropped into drip trays of manifold and drained into 4w tanks as described above. If bunkering is to be done aft (forward of accommodation), drip trays are provided each side capacity 2.33 M3 = 14.70 Bbls. Contents of the drip tray can be pumped into any cargo/bunker tank using Wilden pump which is readily available during cargo/bunker operations located strategically in pump room. Water collection in drip tray can be drained onto deck (under supervision) by opening of manual drain plugs provided.

APP 1.10 BALLAST SYSTEM

The vessel complies with the regulations for segregated ballast with protective location of the ballast tanks and carries segregated ballast in the Upper Fore Peak tank, Lower Fore Peak tank and in six pairs of wings tanks. The ballast tanks are served by two centrifugal, dual speed electrically driven ballast pumps each having a capacity of 2000/1500 m3/hr. When ballast comes down to stripping level the pumps to be changed over from high to low speed in order to get better stripping results. In order to do this the pump has to be stopped and then restarted at low speed. A maximum of three starts can be attempted in one min. After this, the next start can be attempted only after an interval of twenty minutes. Segregated ballast can also be taken in the Aft Peak tank. This is served by a pump in the engine room having a capacity of 400 m3/hr. Emergency deballasting can be achieved via a connection with a N/R valve and spool piece arrangement between the cargo and ballast systems in Pumproom. The segregated ballast tanks have a total capacity of 54,559.90 m3, giving the vessel a ballast draft which satisfies the requirements stipulated in Annex 1 of MARPOL 73/78. Ballast water is not normally allowed to be carried in the cargo tanks, except if this should become necessary under extreme weather conditions, as permitted by Regulation 13(3) of annex of MARPOL 73/78. Such ballast water must then be treated as oily water and the discharge thereof be handled by the cargo pumping and piping system, and be monitored by the oil discharge monitoring and control system. Cargo tanks 4W are designated as the normal heavy weather ballast tanks. THE MANIFOLD VALVES AND SEA SUCTION VALVES ARE TOTALLY MANUAL WHILST THE OVERBOARD VALVE ON THE CARGO SYSTEM IS CONTROLLED BY THE OIL DISCHARGE MONITORING & CONTROL SYSTEM. HOWEVER THIS VALVE IS USUALLY TO BE KEPT CLOSED AND A BLANK IS FITTED ON THE OUTBOARD SIDE OF THIS VALVE.

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SBT SYSTEM SEA VALVES ARE ALL MANUALLY OPERATED, IN PUMPROOM. OPERATION OF ANY SEA VALVE WILL BE UNDERTAKEN SOLELY BY THE CHIEF OFFICER UNLESS IT IS REQUIRED TO SHUT SAME IN AN EMERGENCY AT WHICH TIME CHIEF OFFICER TO BE INFORMED IMMEDIATELY! OPERATION OF MANIFOLD VALVES SHALL ALSO BE UNDER THE EXPRESS INSTRUCTIONS OF THE CHIEF OFFICER UNLESS DEEMED NECESSARY TO SHUT SAME IN AN EMERGENCY.

BALLAST TANK VENTING SYSTEM AND GAS DETECTION SYSTEM The vessels ballast line system has a connecting elbow piece with the I.G. piping system. This spool piece can be connected so as to use the I.G. fans in fresh air mode for ventilating the segregated ballast tanks through the bottom ballast lines. The longitudinal Centre line bulk head dividing the Port and Stbd Ballast tanks has manholes which open alternately from port and stbd. W B Tks. These manholes assist in thorough ventilation of the D.B.tanks. There are four manholes per tank. The Ballast tanks, cofferdam and pump room void spaces are equipped with a gas sampling system (Consilium). This will continuously monitor the atmosphere in all the aforementioned spaces. Before taking ballast, the sampling of the ballast tanks should be switched off and the cocks on the pipe lines are to be shut.

APP 1.11 COMPLETE SHIP/SHORE CHECK LIST AND OTHER RELEVANT

CHECKLISTS PRIOR COMMENCEMENT OF CARGO OPERATION.

SHIP/SHORE CHECKLIST Use Form D23.

APP 1.12 BALLASTING CARGO TANKS

No. 4W tanks are designated for taking in heavy weather ballast. The ballasting operation should be discussed and agreed in writing between ship, the charterers and terminal. The cargo tanks in which ballast has to be taken must be crude oil washed. Emergency jumper connection between ballast & cargo system to be fitted in Pumproom (painted red colour) OR Sea Suction blank on cargo sea line to be removed. Tank valves for 4P & 4S COT to be opened. Cargo pumps to be started prior opening of sea valves, with vacuum pump running. Pumps are to be slowed down sufficiently in advance of tanks being filled, in order to avoid overflow from tanks being ballasted. Ample ullage space to be left in tanks, even if this means having to top them to normal ullage after departure.

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When ballasting in non gas free cargo tanks, the gas must be vented through vent riser.

APP 1.13 DISCHARGE OF DIRTY BALLAST

This vessel is an SBT tanker, however if ballast is taken in cargo tanks on account of heavy weather or the charterer’s requirements, in such cases, discharge of dirty ballast must always be performed according to Regulation 9 of Annex I Chapter II of Marpol 73/78. Quote: “Discharge of oil or oily mixtures from ships shall be prohibited except when all the following conditions are satisfied: A. Tanker is not within a special area. B. Tanker is more than 50 nautical miles from nearest land. C. Tanker is proceeding en route. D. Discharge of oil content does not exceed 30 litres per nautical mile. E. Total quantity of oil discharged into the sea does not exceed 1/30000 of total

quantity of particular cargo. F. ODME should be operational.” Unquote Note: Discharge of “dirty” ballast is prohibited in special areas.

Procedures Discharge of dirty ballast at sea must always be performed under strict control of pumping procedures. 1. Before discharging the dirty ballast overboard, flush the main cargo lines to

be used for discharging dirty ballast into the slop tank. 2. Before flushing, prime the system, establish suction, stop the pump, close all

valves and allow the oil from the pipe walls to separate out. 3. Resume pumping after half an hour at moderate rate.

APP 1.14 DISCHARGING DIRTY BALLAST

1. Commence discharge dirty ballast. 2. Reduce discharge rate from individual tanks on approaching a water depth of

about 20% of the tank depth. 3. Reduce pumping rate. 4. Observe carefully trend of oil monitor reading. 5. Stop discharge of individual tank when a level is reached that is known not to

give any entrainment of oil. 6. Transfer remaining dirty ballast into the slop tank using the stripping system. 7. After sufficient settling time (heating improves settling) the stripping pump is

to be used to decant slop tanks as per Section 2.14.

Engine Room Bilges Vessel can only transfer oil from the bilge tank to slop tank, if mentioned in the IOPP Form B.

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APP 1.15 DECANTING SLOP TANKS Decanting of slop tanks is a critical step in the retention of oil on board. Even a short delay in stopping a pump or closing a valve can allow oil to escape into the sea. Time required for oil and water to separate in the slop tank depends on the motion of the ship, temperature and type of cargo. Under avourable conditions a few hours may be enough but in most circumstances up to 36 hrs should be allowed. Discharge from the slop tank must cease well before the interface is reached. Carefully the trend of the oil monitor reading The pumping rate is to be reduced to a minimum well in time, before the oil/water interface is reached. If oil should appear before the predetermined ullage is reached, stop pumping immediately.

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Mar 2013 Appendix 2

Index : Page 1/1

APPENDIX 2 – SHIP SPECIFIC CHECKLISTS

APPENDIX 2

SHIP SPECIFIC CHECKLISTS

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


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

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

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

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

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

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

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


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


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Checklist No. 1: Page 1/4

CHECKLIST NO. 1 – PRIOR DISCHARGE

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. Confirm all Valves in Pump Room and on deck are shut. 2. Cargo Oil/Ballast pumps/I.G. tried out with trips. 3. Check setting of pump temperature trips and alarms is based on the

flash point of the cargo.

4. Main Lines, COW lines and Marpol line pressure tested and stenciled. After pressure test top lines to be drained to tank.

5. Stripping pump tried out. 6. COP, COW, and I.G. gauges are checked and at manifold where

gauges not fitted, plugs in position. P/Rm & CCR gauges zeroed. Remove covers from the manifold pressure gauges.

7. Independent High – High level alarms to try out and check in order. 8. Cargo Remote level gauging high and low level alarms to check is order 9. Portable wilden pumps to be rigged and checked for satisfactory

operation.

10. In case vsl sched. for USCG COC annual / renewal Inspection in USA, inform technical dept./Agents well in advance, to arrange fee.

11. All IG Tank valves open and locked. Key to be with P.I.C. 12. Fixed IG room Oxygen Analyzer calibrated. Check paper in IG recorder

in CCR.

13. Portable Oxygen analyzer calibrated (not more than 24 hrs prior to starting I.G.)

14. PV Breaker level checked at zero pressure. (Shut all Branch IG valves and open Mast Riser). Thereafter reset all IG tank valves to ‘OPEN” and locked – (Ref point number 11).

15. Mast Riser flame screen cleaned, IG line & Mast Riser drained. 16. Isolation valves between IG and cargo lines are shut and blanks in place

on IG line to ballast pipeline.

17. Check Gun clean drive units operational and nozzle elevation ready for COW operations.

18. Midship Cargo Hose Cranes Tested for satisfactory operation & overload Trips

19. All Hydraulic Discharge Valves tried out, local opening and CCR indication/signal pressure coincide where applicable.

20. Pump Room Bilges dry/clean. All Pumproom lights/shades checked. One flashlight kept at pumproom bottom.

21. Pumproom gas alarms and Bilge alarm checked. 22. Appropriate Prior arrival Logbook Entry made. 23. Following various drain valves shut at manifold: a. Marpol valves at manifold. b. Marpol line drain valves to COTs c. Drip tray valves to deck. d. Drip tray valves to COTs (if provided) e. Main line vent valves . 24. Cargo system sea valves/overboard valves blanked and seals intact (2

Nos.).

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NO. DESCRIPTION YES NO N/A 25. Manifold reducers as per shore requirement. Blanks on all manifolds

with bolts in each hole. Tools/gaskets ready.

26. SBT tanks checked for oil. Sounding and L.E.L. readings taken 27. Hydraulic system for valve operation, oil level checked. Also, forward

and aft hydraulic units oil level checked. Emergency hand operated hydraulic unit checked.

28. Garbage drums in garbage locker are covered. Chief Cook and Bosun instructed about garbage disposal.

29. Pilot ladder checked and cleaned. Gangway air hoses rigged. 30. Cargo/COW/Ballasting instructions to duty officers prepared. Form D-25

filled out and verified by Master.

31. If lightering, procedures to be discussed in advance with concerned staff. Officers/Crew briefed.

32. Lower IG pressure for gauging/river transit to below 200 mm WG 33. Oil Record Book up to date. 34. Waste Management Log up to date. 35. Portable gauging equipment in readiness. IMP: UTI tested, temperature

readout compared with thermometer.

36. Walkie-talkies checked. 37. Lifebuoys in position and self-igniting light checked. 38. Wheelhouse checks carried out(Radars/VHF/AIS/GMDSS/Doors locked) 39. Manifold FFA/12 Barrel Spill Control Equipment standby. FFA - 2 fire

hoses and 2 portable extinguishers. Foam monitors ready.

40. Safety plan at manifold and warning board displayed. Visitors & Security Log at the Gangway maintained

41. If Discharging High H2S cargo’s 2 Nos. EEBD’s from EHQ to be kept at the manifold & Forepeak store (1 each ) Notice to be placed at the gangway stating that the cargo contains high H2S.

42. Empty 200 litre drums at aft port and stbd with scoops/spill equipment. 43. Accommodation doors, vents, midship and forepeak store doors, Engine

room skylight and steering flat door shut. AC on partial recirculation.

44. Scuppers plugged, cementing unacceptable. 45. If applicable, during/after lighterage check visual drafts, list and water

density.

46. During river passage/draft restricted transit areas keep hydraulic valves in closed position with hydraulic pump running to prevent 'creeping open' of tank valves.

47. When heated cargo being carried, is the heating record up to date? Is cargo temperature at C/P required temperature?

48. Prior arrival USA prepare UKC calculations for transit, as per USCG circular.

49. For Pressure sensors provided for COT’s as means of secondary protection are the alarm settings correct? Note: The pressure sensors alarms should be set to activate as stated in Tanker operational Manual section 2.9

50. Are the Loop Seals for slop tank dump valves & manifold drain valves to the COTs full of liquid? P.S. Pour 50 L of antifreeze mixture ( water + ethylene glycol ) through dump valve / drain if in doubt that loop seals are not full .

51. Is the pumproom bilge system set so that it is operational from pumproom top?

52. Check that the VEC system and alarms are operational.

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NO. DESCRIPTION YES NO N/A 53. Pumproom entry checklist filled?

NOTE: Ship - Shore Safety Checklist Form D-23 to be filled out prior operations.

Chief Officer Chief Engineer

2nd Officer Electrician

3rd Officer Pumpman

Bosun

Master

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


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

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

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

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

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

8. Flashpoint & Temperature of cargo, if applicable discussed

9. Any characteristics of cargo like Vapour Pr. discussed

10. Distribution of cargo by grade & quantity discussed

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

Commencement time & Duration

14. Advise if shore connections are common with each other

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

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

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

- Circle / Highlight the accepted figure Remarks :

Ship Terminal

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Checklist No. 2 : Page 1/3

CHECKLIST NO. 2 - PRIOR LOADING VESSEL NAME :

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

quantity of slops determined and informed to charterers and terminals

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

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

gauges covers to remove

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

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

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

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

flashlight kept at pumproom bottom.

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

plugged/tight

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

bolts in each hole. Tools/gaskets ready.

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

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

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

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

overload Trips.

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

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Jan 2012 Appendix 2


NO. DESCRIPTION YES NO N/A 29. Oil Record Book up to date. 30. Waste Management Log up to date. 31. Warning boards, Visitor stand with Visitors log placed near Gangway. 32. Spool piece disconnected between cargo/ballast piping and blinds in place. 33. Appropriate Prior arrival Log Book Entry made. 34. Garbage drums in garbage locker are covered. Chief Cook and Bosun

instructed about garbage disposal & Comminuter switched off.

35. Lower IG pressure for gauging and during topping off to below 100 mm. 36. Wheelhouse checks carried out (Radars/VHF/AIS/GMDSS/Doors locked/) 37. Accommodation doors, vents, midship and forepeak store doors, Engine

room skylight and steering flat door shut. AC on partial recirculation.

38. Lifebuoys in position and self-igniting light checked. 39. Manifold FFA/12 Barrel spill control Equipment standby. FFA - 2 fire hoses

and2 portable extinguisher. Foam monitors ready.

40. Scuppers plugged, cementing unacceptable. 41. Walkie-talkies checked. 42. Ballast pump tried out prior arrival loadport. 43. If Loading High H2S cargo, 2 Nos. EEBD’s from EHQ to be kept at the

manifold.

44. If using Vapour Emission Control System (VECS), ensure that alarm system is tested prior arrival, and High Oxygen alarms tested & system calibrated, prior arrival.

45. For Pressure sensors provided for COT’s as means of secondary protection are the alarm settings correct? Note: The pressure sensors alarms should be set to activate as stated in Tanker operational Manual section 2.9

43. Are the Loop Seals for slop tank dump valves & manifold drain valves to the COTs full of liquid? Note: Pour 50 L of antifreeze mixture ( water + ethylene glycol ) through dump valve / drain if in doubt that loop seals are not full .

44. Is the pumproom bilge system set so that it is operational from pumproom top?

45. Pumproom entry checklist filled? NOTE: Ship - Shore Safety Checklist Form D-23 to be filled out prior operations.


2nd Officer Electrician

3rd Officer Pumpman

Bosun

Master

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SHIPMANAGEMENT LTD.




DOCUMENTATION FOR KEY MEETING : LOADING

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

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

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

Grade Volume or Quantity Tank Disposition

11. Proposed distribution of cargo discussed with terminal

12. Maximum Acceptable true vapor pressure if applicable

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

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

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

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

Ship Terminal

(!) (!) (!)

(!)

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CHECKLIST NO. 3 - DEPARTURE LOAD / DISCHARGE PORT

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. Departure sailing condition displayed. 2. All crewmembers on board accounted for. 3. Vessel checked for stowaways - Entry in logbook. 4. Vessel checked for contraband - Entry in logbook. 5. Engine Room informed standing down of COP/IG/Aux.Power. 6. Confirm all valves in pumproom and deck shut. Keep drain valves from

deck line to dropline open during passage. Pumproom Fans put off.

7. Manifolds blanked. 8. Confirm IG riser shut/tanks have positive pressure. 9. Confirm all breather valves set to Normal Position. 10. All portable gauging equipment cleaned and stored. Pump room Bilges soundings dry/clean. 11. Tank valve hydraulic system off, all valves in CCR to shut position. 12. Manifold drip trays drained and valve shut.

P.S. Under No circumstances the Cargo is to be drained in the manifold drip trays & Cargo Lines are to be drained directly to the COTs using Drain Line with Valves provided from Main Line to the COTs nearest to the manifold as per vessel design. (!)

13. Unplug scuppers. 14. FFA and Oil Spill equipment stowed back at stations. 15. Anchor lashings taken after permission from Master. Cement on spurling

pipe on loaded voyage. Hydraulic power switched off.

16. Accommodation vents, skylight opened. AC on fresh air. 17. All doors for stores shut. 18. Gangways/Pilot ladders and mooring ropes secured. Covers put on

mooring wire drums. Gangway air hoses stowed and air motors secured.

19. Midship Hose Handling Cranes Port & Stbd secured. Wire drum covered. 20. Provision Cranes Port & Stbd secured. 21. On loaded voyage ballast pipeline to be full. 22. All Cargo/Port Papers /Cargo samples on board. 23. All stores & spares received in port stowed and secured.

Chief Officer Master

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : May 2014 Appendix 2


CHECKLIST NO. 4 – CRUDE OIL WASHING VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A PRIOR ARRIVAL PORT

Date : 1. Has terminal been informed / Permission received for Carrying out COW 2. Is O2 Analysing equipment tested and operating satisfactorily 3. Is tank washing pipeline system isolated from water heater and engine

room

4. Are all hydrant valves on tank washing line blanked 5. Are all valves to fixed tank washing machines shut? 6. Have all tank cleaning lines been pressurized and leakages made good? 7. Have the drive units for fixed tank washing machines been tested? 8. Have pressure gauges on top discharge line, manifold and tank cleaning

main been checked?

9. Has the stripping system monitoring equipment been checked 10. Has the communications system been checked and tested? 11. Has the organization plan been drawn up and posted with duties and

responsibilities of each individual defined.

12. Has the discharge / COW plan been drawn up and posted. 13. Has the normal COW check list with terminal, where applicable been

completed and transmitted.

BEFORE CRUDE OIL WASH OPERATION Date :

1. Are all pre-arrival checks and conditions in order? 2. Has Discharge / COW operation been discussed with ship / shore staff. 3. Has communication link between Deck/CCR & CCR/Terminal been set

up and is it working properly.

4. Have crude oil wash abort procedures been discussed and agreed upon by both ship / shore staff.

5. Have Fixed and Portable O2 analyser been checked and are found operating satisfactorily?

6. Is IG system working properly and is O2 content of delivered IG less than 5% by volume?

7. Is O2 content of tanks to be washed below 8% by volume? – Check the O2 content at 2 mtrs ullage and at the middle of the tank and record.

8. Have all cargo tanks positive inert gas pressure. 9. Has a responsible person been assigned to check all deck lines for

leaks as soon as washing starts.

10. Are the fixed machines and drive units set for required washing method. 11. Have valves and lines both on deck & in pumproom been checked. DURING CRUDE OIL WASH OPERATION

Date: 1. Is quality of delivered IG frequently checked and recorded. O2 content of

delivered IG to be below 5%.

2. Are all deck lines and machines being frequently checked for leaks. 3. Is Crude oil washing in progress in designated cargo tanks only. 4. Is the pressure in the tank wash line as required in the COW manual

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5. Are cycle times of tank washing machines as specified in the manual. 6. Are the washing machines frequently checked and operating

satisfactorily.

7. Will trim be satisfactory when bottom washing is in progress. 8. Will recommended tank draining method being followed. 9. Is level in slop tank for tank washings frequently checked to prevent

possibility of an overflow.

10. Is a responsible person stationed continuously on deck. 11. Have ullage gauge floats been raised and housed in tanks being

washed? (Where applicable)

AFTER CRUDE OIL WASH OPERATION Date:

1. Are all valves between discharge line and tank wash line shut. 2. Has tank wash line been drained of crude oil. 3. Are all valves to washing machines closed. 4. Are cargo pumps, tanks and pipe lines properly drained as specified in

the manual.


2nd Officer Pumpman

3rd Officer Bosun

Electrical Officer

Master

WALLEM

SHIPMANAGEMENT LTD.




CHECKLIST NO. 5 - HELICOPTER OPERATIONS

VESSEL NAME :

PORT : DATE: PROCEED TO ASSIGNED STATION AS ORDERED. WEAR HELMETS AND NECESSARY PROTECTION EQUIPMENT, AND HAVE ALL NECESSARY FIRE FIGHTING AND SAFETY EQUIPMENT READY FOR USE.

HELICOPTER SQUAD

RANK ASSIGNMENT OK C/O Squad leader in charge of the operation

Reports to Bridge when squad is ready

BOSUN Standby with wire cutter & crow bar in position A/B Wear fire protection suit A/B Wear fire protection suit PUMP MAN Standby at the Foam monitor O/S Bring fire hoses, nozzles and Extinguisher. DUTY ENGR. Standby in foam room. All vessels to fill up the checklist given in the “Guide to Helicopter/Ship operations” which is an ICS publication.

Duty Officer 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. Duty Officer to take rounds of Wheelhouse every 2 hrs, logging weather. 2. If barometer drops by over 3 mb, or wind speed increases by over 5 kts,

inform Master.

3. Master monitoring weather broadcasts on VHF & Inmarsat "C". Also, Nav. Warnings & Wx information from Navtex to be monitored.

4. Where harbour not fully protected, Duty Officer to check weather forecasts with Terminal every 2 hrs, if available.

5. Wind sock to be mounted on foremast, when it is suspected wind forces might pick up, to gauge any increase in wind velocity, from CCR

6. Duty Officer to tend to moorings & gangway regularly, under C/O's supervision from CCR. Deck watch to be used, & any signs of wind or current at the berth preventing vessel from staying alongside to be reported to CCR & Master immediately. On C/O's instructions, all vessel's extra mooring lines (3 ropes fwd + 3 aft) to be made fast to berth. If shore mooring crew unavailable, ship's crew to be sent onto jetty to make fast lines.

7. In case of excessive wind speed, with signs of it increasing further, and/or if lightning present in the vicinity, and/or if it becomes increasingly difficult to keep the vessel alongside due to strong current, Terminal to be informed, & cargo operations to be suspended. Mast Riser, if loading, to be shut. Engines to be put on standby. Port Authorities to be informed that Pilot & tugs may be required.

8. When cargo operations suspended, shut manifolds & with Terminal assistance, if available, disconnect hoses/ldg arms (except in case of lightning, with no weather deterioration).

9. In case of rapid deterioration of weather conditions, Port Authorities to be told to arrange tugs immediately, to keep vessel alongside the berth during cargo stoppage & hose disconnection. Also, Pilot to be asked to board vessel without delay, in case it becomes necessary to cast off the berth.

10. Full crew to proceed to unmooring stations immediately following hose disconnection, & standby for orders from Bridge to cast off. C/O to distribute cargo/ballast to reach a seagoing condition as soon as possible.

11. 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 12. WSM / Owners / Charterers are to be informed if, as and when required


2nd Officer Pumpman

3rd Officer Bosun

Master

WALLEM

SHIPMANAGEMENT LTD.




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. 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.

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.

MAIN DECK AREA 1. All Hermetic (or MMC) UTI Vapour Lock points to be covered with canvas

covers.

2. All Ballast Tank vents to be checked visually every day, to ensure ice build up has not frozen float spheres in position.

3. All Ballast Tank entry manhole nuts to be completely free & well greased. 4. Manifold drip trays to be completely dry, & free of ice. Drain valves to be

open on arrival, to prevent water freezing inside & cracking valve.

5. After Cargo & COW/MARPOL line pressure testing prior arrival, all lines to be thoroughly drained, & all COW machine valves to be left open. All line master, dropline & crossover valves also to be left open until commencement of discharge.

6. Manifold valves to be tried out every day, to prevent freezing in shut position. All ballast & cargo tank hydraulic valves to be tried out daily as well.

7. Cargo/Ballast valve hydraulic Power Pack unit to be kept in operation throughout passage thru sub-zero temperature.

8. Cargo line & drip tray drain valves to 4 P&S COT to be kept open until arrival port. Once discharge started, flush through these lines with oil (at slow rate), then shut all valves.

9. Deck Fire line drained, drain plugs & all hydrants on deck & around accommodation kept open. Pumproom hydrant & Forepeak Store hydrant opened to drain water out of their respective branch lines. Deck Fire Main valve in Foam Room shut.

10. Deck Foam line drained, all hydrants & Monitor valves kept open. 11. Sliding/Rotating parts on Foam Monitors to be covered with a thick layer of

grease, to prevent ice build up.

12. Deck Steam Heating lines (delivery, return, branches to tank coils) fully drained & blown through, unless heating cargo. If heating, same to be continued after discharge, until vessel reaches positive temperature zone.

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NO. DESCRIPTION YES NO N/A 13. Steam heating to IG Deck Seal opened 48 hrs prior arrival cold weather

area, check through gauge glass, to ensure water inside not frozen.

14. Steam heating to Pump Room & Engine Room sea chests opened 48 hrs prior arrival.

15. Emergency Pumproom vent dampers to be operated every 6 hrs, to prevent freezing.

16. IG Main Master Valves to be operated every day, & to be left open prior arrival disport.

17. Drain U tube on IG Main coming from E/Rm fully, well before arrival, & replace drained water with equal amount of glycol (approx. 3 ltrs).

18. Hose Handling Crane & Mono rail Crane motors to be kept running from approx. 24 hrs prior arrival.

19. IG Mast Riser valve to be covered with waterproof canvas at all times. 20. IG P/V Breaker Glycol/Water mix to be checked well before entering sub-

zero temperatures, more Glycol to be added if necessary. Level & consistency to be monitored when in frigid temperatures. All the PV valves to be checked for lifting at correct settings and not affected by snow/ice accumulation. (!)

21. 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.

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

23. 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.

24. All Gunclean COW machine drive units to be kept fully covered with waterproof canvas, until required for COW, to prevent mechanism from seizing due to ice build up.

PUMP ROOM 1. ODME Freshwater valves shut, lines to be kept fully drained in sub-zero

temperatures.

2. ODME Sample & FW Inlet & Sample Outlet lines to be drained into a drum in P/Room bottom.

3. ODME discharge line valve to Slop (P) tank (on main deck) to be kept open.

4. ODME fresh water supply tank in pumproom top platform to be drained. 5. Pumproom blowers to be kept off while in disport, unless personnel are

due to enter, to keep internal temperature above freezing point. (This to be done only with permission of Terminal, as with Ultramar Quebec). Fans to be switched on every hour for P/Rm rounds, as well as any other reason for entry.

6. Keep Stripping Pump steam on warmup throughout, & open pump drain cocks, to allow continuous injection of steam, for keeping P/Rm bottom flat warm.

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. 3. Radar scanners to be left turning at all times, even in port. Permission for

same obtained from Terminal.

4. Radar scanner motors to be covered at all times with waterproof canvas covers.

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NO. DESCRIPTION YES NO N/A 5. Aft whistle to be tried out once every 4 hours. 6. All batteries (in Bridge Deck & Emgcy Gen. Rm. Battery Spaces) to be kept

on slow charging.

ENGINE ROOM 7. One steering motor to be kept running continuously, even when alongside. 8. Reduce E/Rm ventilation to minimum requirement, to cut down on cold air

ingress.

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

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

11. Heating on for Emergency Generator Room, Diesel tank to be no more than 90% full.

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. 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. 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 to be blown thru, valves shut, & drains filled with

Glycol.


Master

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SHIPMANAGEMENT LTD.




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

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. Before arriving at the loading port ensure that the cargo system is free of leaks

form the cargo piping, tank fittings and the venting system.

2. Test the heating coils to prevent possible transference of H2S into the low pressure steam system

3. Any liquid filled P/V breakers should be checked to ensure that they are correctly filled

4. Confirm all valves in Pumproom, and Deck Line Master valves shut 5. IG Branch valves to Cargo tanks locked in open position 6. Venting procedure to be discussed with Terminal Safety Representative.

Venting to the atmosphere at a relatively low tank pressure should be avoided, particularly in calm wind conditions

7. IG Mast Riser bottom drain valve to be free of rust/deposits, & tested prior arrival, to enable sampling of gas being vented from tanks

8. Windsock to be mounted in vicinity of IG Mast Riser vent, with illumination at night. Deck Personnel to be updated by CCR regularly on the Wind Direction / Force.

9. All accommodation, machinery space & deck store doors with the exception of one door for personnel access, to be kept shut during loading

10. Air conditioning plant to be on Part Recirculation mode / AC Air intake to be monitored using Fixed Gas detection system fitted on AC air intake.

11. In case of still conditions with no air turbulence on main dk, Pumproom fans to be kept off, with door shut

12. All personnel on deck area, forward of accommodation, to carry portable H2S monitoring equipment, with 5ppm alarm. Only personnel actively engaged in ship, security and cargo handling should be permitted on open decks.

13. No Ullage ports/UTI vapour locks to be opened without C/O permission, & terminal Safety Representative's approval

14. CCR to be informed before any person enters Pumproom. All persons entering Pumproom or Storage spaces to carry H2S monitors, with 5ppm alarm

15. A Notice to be Put at Gangway warning Visitors / Shore Personnel Visiting Vessel that Cargo Consists of High H2S. Visitors to be escorted to / from accommodation spaces.

16. Crewman on watch at manifold area to carry portable H2S monitor, and report any readings to CCR immediately

17. Keep 2 EEBDs at the manifold and 1 CABA set in readiness at the pump room top. Post a notice to this effect on the notice board as well as at the gangway.

18. Gauging/Dipping/Sampling in cargo tanks to be done using MMC/Dipper/Sampler only

19. Deck Foam line & Fire Main to be merged in Deck Foam Room, to enable use of water through Foam monitors, for dispersing vented vapours from cargo tanks. (Overseen by Safety Representative)

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NO. DESCRIPTION YES NO N/A 20. Prior arrival Loadport, all personnel to be briefed on Potential Hazards /

General Precautions involving loading –carriage of cargo’s with high H2S content , properties of H2S gas, including entry into confined spaces & the need to perform atmospheric monitoring using H2S Gas detectors . salient Points of ABC’s of H2S (refer to ABC booklet) , Safety manual Section 8.4 ,Tanker Operational Manual ch.14.0 & ISGOTT Section 2.3.6.4 – 2.3.6.5 to be discussed.

21. H2S is very corrosive and mechanical gauges are therefore more likely to fail than usual. Their operational condition to be checked regularly.

22. H2S is heavier than air. In STS transfers, particular attention should therefore be given to the difference in freeboards of the ships and the possibility of vapour not being dispersed freely. Vent velocities should be kept high on the receiving ship and the ships should be turned so as to allow the wind to carry vapours away from the accommodation spaces.


2nd Officer Pumpman

3rd Officer Master

WALLEM

SHIPMANAGEMENT LTD.




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

VESSEL NAME :

PORT : DATE: NO. DESCRIPTION YES NO N/A 1. Reconfirm nature of cargo, source & presence of toxic gases as per the

MSDS.

2. A close watch/continuous monitoring of the accommodation - continuous monitoring of the effected area using Draegar tubes / Toxic Gas meters etc atmosphere is to be carried out with the correct type of gas detectors tubes & appropriate sampling meters for the concentration of the toxic gases.

3. E/R blowers are to be stopped immediately. A.C. on recirculation. Maintain positive atmospheric pressure inside accommodation and the seal all the accommodation spaces.

4. Speed to be reduced. 5. Alter course immediately to allow the toxic gases to get blown away from the

deck & accommodation.

Consideration to be given to use the true/relative wind to advantage. 6. Call Emergency Stations , Carry out Emergency evacuation procedure. All

operations to be ceased / tank valves to be closed & personnel to be mustered to safe areas for e.g. to leeward side or to the aft poop deck to leeward or to the bridge as warranted by the situation.

7. Personnel protection equipment like SCBA sets, EEBD’s to be kept ready & used by the personnel within the area effected by the toxic gases.

8. Check if the release of the toxic gases can be stopped /reduced /minimized /contained.

9. Activate Emergency Response procedures for clean up , careful planning for protection of the people involved in the clean up.

10. The personnel with appropriate personnel protective gear to standby. Same to be well planned to prevent any casualty or mishap.

11. WSM / Shore personnel to be contacted for Advice – assistance. 12. If Possibility of ingress of contaminated vapors into accommodation spaces,

vent fans to be stopped.

13. If the situation can not be controlled, consideration to be made for evacuation/reduction of crew. Depending if vessel is in port, shore personnel to be evacuated immediately.

14. Once the source of toxic gases has been identified / controlled / stopped, voyage to be resumed.

15. Once the situation is under control, continue to monitor the atmosphere carefully till danger is over


2nd Officer Pumpman

3rd Officer Master

WALLEM

SHIPMANAGEMENT LTD.




CHECKLIST NO. 10 - CONTINGENCY PLANNING FOR STS OPERATIONS

VESSEL NAME :

PORT : DATE:

Note: The Plan should be exchanged with 'other' vessel and filed with STS Checklists.

S.No PLANNING ITEM YES NO N/A

1. Is a Mooring Master present for the STS operation?

2.

The Mooring Master is to be consulted when a decision is to be made to abort operations?

Note: The Master remains responsible for safety of own vessel and MUST keep eye on weather and any other special prevalent Criteria.

3. How will decision to abort taken by Master of either vessel be communicated to the other vessel? VHF Ch: ________

4. Emergency signal is to be decided between both vessels

5. Is the STS operation to be conducted in restricted waters?

6.

If item 4 above "Yes" - are engines placed on short notice? How many minutes?

MVsl: _________________________

DVsl: _________________________

7. Will the STS operation be carried out with vessels adrift or Mother vessel anchored? ADRIFT / ANCHORED

8. Is the bridge of Mother vessel to be manned during STS? If not with what frequency is the anchor position to be verified?

9. Is the bridge of daughter vessel to be manned during STS? If not with what frequency is the anchor position to be verified? Minutes: ________

10. At what Wind force will operations be aborted?

11. At what Swell Height will operations be aborted?

12.

If aborting operations, onto which vessel will the hoses be landed after draining?

Stand-by boat: Mother: _______________________

Daughter: _____________________

13. If in restricted waters is it intended to proceed to sea after aborting STS operations?

14. Stand-by boat is to be informed in case of any contingency

15. SOPEP / VRP / QI notifications are to be carried out if, as and when required Signature: Signature:

MASTER m.t. MASTER m.t.

Mother Vessel Daughter Vessel

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CHECKLIST NO. 11 – TANK CLEANING OPERATIONS.(for Inert conditions)

VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A BEFORE TANK CLEANING 01 The Tank cleaning plan drawn up, posted and reviewed by the office 02 Has the organization plan been drawn up and posted with duties and

responsibilities of each individual defined

03 Gas Meters tested and operating satisfactorily 04 Is O2 content of tanks to be washed below 8% by volume? – Check the

O2 content at three levels (top-mid-bottom) of the tank and record.

05 Have Fixed and Portable O2 analyser been checked and are found operating satisfactorily. Oxygen /IG Recorder in the CCR is operating satisfactorily.

06 Is IG system working properly and is O2 content of delivered IG less than 5% by volume?

07 Have all cargo tanks positive inert gas pressure 08 All cow machines and valves checked and tried out manually for free

movement

09 Satisfactory tests on Tank Cleaning Heating arrangements Carried out 10 Portable hose and machine in satisfactory condition if required to be

used.All hose connection should be made up and tested for electrical continuity before the washing machine is introduced into the tank.

11 Have pressure gauges on top discharge line, manifold and tank cleaning main been checked

12 Has the communications system been checked and tested? 13 Cargo Seachest Blank has been turned 14 ODME has been tried out satisfactorily 15 Has a responsible person been assigned to check all deck lines for

leaks as soon as washing starts.

16 Are the fixed machines and drive units set for required washing method 17 Have valves and lines both on deck & in pumproom been checked 18 The Tank bottom should be flushed with water in order to ensure that all

parts are covered and then stripped. The piping system including cargo pumps, crossovers and discharge lines should also be flushed with water. The flushing water should be drained to the tank designed or designated to receive slops.

DURING TANK CLEANING OPERATION 19 Ensure Tanks have positive pressure during washing and the oxygen

content being delivered during the washing process should be continuously recorded.

20 Is quality of delivered IG frequently checked and recorded. O2 content of delivered IG to be below 5%.

21 Are all deck lines and machines being frequently checked for leaks. 22 Is washing in progress in designated cargo tanks only. 23 Is the pressure in the tank wash line as required in the COW manual 24 Are cycle times of tank washing machines as specified in the manual.

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NO. DESCRIPTION YES NO N/A 25 Are the washing machines frequently checked and operating

satisfactorily?

26 Will trim be satisfactory when bottom washing is in progress. 27 Will recommended tank-draining method being followed. Washing

should be stopped to clear any build-up of wash water

28 Is level in slop tank for tank washings frequently checked to prevent possibility of an overflow?

29 Satisfactory monitoring of Heating arrangements 30 Is a responsible person stationed continuously on deck. 31 Have ullage gauge floats been raised and housed in tanks being

washed? (Where applicable)

32 If a full depth sounding pipe is not fitted it is essential that any metallic components of the sounding rod or other equipment are bonded and securely earthed to the ship before introduction into the tank ,and remain earthed until removed

33 IG Valve to be shut and line to be blanked once the tank cleaning/purging is completed and the tank is ready for gas freeing operations.

AFTER WATER WASH OPERATION 34 Are all valves between discharge line and tank wash line shut? 35 Has tank wash line been drained 36 Are all valves to washing machines closed. Note: Tank Cleaning in Non Inert conditions should be done only after proper Risk assessment (ref ISGOTT

SEC 11.3.5.2) and consultation with the office.


2nd Officer Pumpman

3rd Officer Bosun

Electrical Officer

Master

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Dec 2014 Appendix 3 (A) : Page 1 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.

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1.1.3. ASSISTANT TO BUNKERING OFFICER (TWO ER RATINGS)

Undertake the following duties under supervision of bunkering officer: -

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

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

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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 stenciled on the bunker line. For vessels over 20 years old :- Bunker lines are to be pressure tested every 6 months

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.

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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 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.

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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.

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:

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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.

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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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Dec 2014 Appendix 3 (A) : Page 1/4 Bunkering Safety 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

Tank No.

Grade Volume of Tank @___%

Vol. of Oil in Tank before

Loading

Available Volume

Volume to be loaded

Total Volumes

Grade

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)

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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 .......

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

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:Backup System: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)

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Bunkering Ship Barge Code Remarks 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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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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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Dec 2014 Appendix 3(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. Oil receiving plan made and kept ready.

2. Declaration of inspection signed by P.I.C. (applicable in U.S. waters) 4. Access to/from bunker barge is safe & adequately lighted. Bunker

manifolds are well lit.

5. Bunker transfer line diagram to be placed on the manifold 6. 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.

7. Consult with barge Master and agree on sampling location. Place ship’s representative on the sampling point to ensure continuous and drip sampling till the bunkering is completed and lines are flushed.

8. As per MARPOL, ship’s manifold is the designated bunker sampling point, hence 4 samples (3 + MARPOL sample) are still to be collected at ship’s manifold.

9. Ask supplier to provide a copy of BDN to checks specs and also copies of MSDS for display on vessel and for placing with sample for lab analysis.

10. All product handling precautions to be taken as per MSDS.

11. Ensure valves shut prior removing manifold blanks. Fit sampling equipment.

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

13. Check that line-up is correct. The line-up is to be checked by 2 persons independently

14. Establish emergency means of communication between wheel house and control station, which may be ECR or an individual platform.

15.. ‘B’ flag raised or switched on red light on mast.

16. Oil spill kit contents to be checked and kept standby- near bunker manifold.

17. Confirmed from duty officer all scuppers are blocked. 18. Save-alls- empty and plugged. 19. Inform Master that bunkering is about to commence 20. Unused manifold connections are blanked off.

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NO. DESCRIPTION YES NO N/A 21. Ensured spill equipment and F.F.A. kept ready. 22. Check all bunker tank air pipes are open and unblocked. 23. Time bunkering started hrs. Informed duty officer.

This section of checklist is completed on_________________at________________Hrs

By_____________. Note : Bunkering Safety Checklist between the Bunker barge/shore and ship from the Safety Manual is to be completed. B) DURING BUNKERING / TOPPING OFF PROCEDURE

1. Commence at minimum pumping rate. 2. Monitor bunker 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 at regular intervals to

ensure that bunkers are being received at the agreed pumping rate.

7.

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

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

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

11.

The bunker barge and deck watch must be informed before topping off and/ or changing over tanks.

12. Reduce pumping rate and / or open next tank prior topping off. 13. Close valves as each tank is completed. 14. Deck Watch-Keeper to ensure no spill on deck & constantly, monitor

moorings

15. Ensure sufficient Ullage space available in final tank for line blowing. 16. Record time of completion and close all filling valves after blow through.

TIME:_______

This section of checklist is completed on_________________at________________Hrs

By_____________. POST BUNKERING CHECKLIST

1. Ensure all hoses are fully drained. 2. Close and blank all manifold connections. 3. Blank the bunker barge hose connection. 4. Sound all tanks and calculate oil-received taking into consideration list,

trim & temperature.

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

6. 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.

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

8. Contents of each cubitainer to be thoroughly shaken to homogenize the mixture and the 3 nos. sample bottle to fill till the specified mark.

9. The 3 nos. sample bottles to seal, each seal number to have necessary documentation. There will be an additional bottle for MARPOL sample,

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NO. DESCRIPTION YES NO N/A which should not be less than 1 L capacity. All bottles should have identification stickers and seals and stickers to be jointly signed by barge rep and C/E. 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. The samples to be sealed and signed by the supplier’s representative and the vessel’s representative (i.e. Chief Engineer).

10. 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

representatives. 5. Details of seal identification and Grade of bunker received

11. The bunker delivery note to be retained on board for a minimum period of 3 years from the date of bunker-delivery.

12. MARPOL sample bottle to be retained on vessel for at least 1 year or till oil is used, which ever is later.

13 When in, or heading for, cold area: In order to avoid “freezing’, ensure the bunker line is thoroughly drained after bunkering, Also ensure that the bunker line on deck is not filled up with bunker when making transfers, and the valve/s to deck is/are left open by mistake .

14 STORING OF RETAINED SAMPLE BOTTLE 1. The retained sample should be kept in a safe storage location. 2. The retained sample must be stored for 12 months minimum from

date of delivery.

15. Update Oil Record Book. 16. Land 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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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Dec 2014 Appendix 4(A) : Page 1 Engine Procedures

APPENDIX 4(A) - ENGINE 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.

• 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.

• 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 equipments.

• 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 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.

• 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.

• 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.

• 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.

• 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.

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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 Vessel’s PA system can be used to call Chief Engineer in case he is not

available in the cabin.

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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.

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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 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.

D. Drummed Lubes.

Only very small quantities of ready to use oil should be stowed near machinery.

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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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Jun 2015 Appendix 4(A) : Page 7 Engine Procedures

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

4.1.1 Black out recovery procedure: Generic

Black out recovery procedure shall be made ship specific and office approval to be obtained and to be posted in the ECR. All Engineers have to be familiar with the Blackout recovery procedure.

In case of power failure, select switch on ECR Main Desk to sound the Engineers alarm to get assistance from other engineers.

The first standby generator will start and come on load in …45….secs. The emergency generator starts and runs idle after 5…. sec of main bus power fails. The emergency generator come on load after …43.. secs , if both standby and Main generators fail to come on load . The 1st stand-by aux. engine starts automatically and comes on load in 45…. secs. If 1st aux. engine fails to start or come on load, 2nd selected stand-by aux. engine will start and supply power to the Bus Bars. If both standby aux. engines fail to start, Emergency generator will come on load after ……48…… seconds.

4.1.2 The power from emergency switchboard will be available for the following consumers:

Emergency AC 440V feeder panel 1.0 No.1 and No.2 Emergency Transformers. 2.0 High Expansion Foam liquid pump. 3.0 Emergency air compressor. 4.0 No.1 (Stbd) steering gear pump. 5.0 Emergency Fire pump. 6.0 Steering gear room & emerg. fire pump room exhaust fan.. 7.0 Battery charge and discharge board. 8.0 Battery charge board for E/G starting 9.0 Breath air compressor. Emergency AC 220V feeder panel

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1.0 Communication and Nautical equipment.. 2.0 control and Instrument equipment. 3.0 Accommodation, boat embark & pump room light.. 4.0 Engine room lights. 5.0 Radio equipment. 6.0 Navigation Light indicator. panel. 7.0 Foam discharge control panel. 8.0 Local fire extinguishing control. panel. 9.0 Emergency Generator cool w heater.

4.1.3 PREFERENTIAL TRIPPING:

In case of overload, there will be a Preferential trip of following non-essential consumers:

1. No 1 ,2 Pump room exhaust fan 2. Electric cook range, 3. Garbage disposer 4. Universal cook machine, 5. Soup Boiler , 6. Baking Oven 7. Washing Machine 8. Electric Dryer 9. Air Cond.Compressor 10. Air condition cent Fan 11. No 1. Supply fan ( Galley ) 12. No 2 Exhaust fan ( Galley ) 13. No 12 Supply fan ( Bosun store ) 14. Galley and Air-condition Unit 15. Aux Boiler F.D.Fan 16. No 1 and No 2 IG Fans 17. No 1 and 2 deck machine Hydraulic pumps 18. No 1 and No 2 main air compressor 19. Water Ballast Pump 20. I.G.Scrubber S.W. PUMP

4.1.4 RESTORATION OF POWER TO MAIN SWITCH BOARD (MSB):

CASE 1: STANDBY GENERATOR STARTS AND COMES ON LOAD In this case, power to MSB will restore automatically. All the auxiliary machinery which was running will restart in a sequential manner as given in sect.3.0 below. CASE 2: BOTH STANDBY GENERATORS FAILED AND EMERGENCY GENERATOR

COMES ON LOAD

a. In this case, the fault for Main Generator(s) not starting automatically should be rectified and the Main Generator started.

b. After the main generator has started, its ‘ACB’ should be “MANUALLY CLOSED”.

c. Once the generator comes on the BUS BARS, the MSB is LIVE. d. This will lead to AUTOMATIC disconnection of ACB for Emergency

Generator and the Emergency Switchboard will be supplied by MSB. e. Also since MSB is LIVE, the SEQUENTIAL STARTING of all running auxiliaries

will begin, as mentioned in sect. 1.8 below.

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CASE 3: IN CASE EMERGENCY GENERATOR FAILS TO COME ON LOAD AUTOMATICALLY, EMERGENCY GENERATOR TO BE STARTED MANUALLY AND TAKE IT ON LOAD BY CLOSING THE ACB.

With the RESTORATION OF NORMAL POWER the EMERGENCY GENERATOR will STOP after 5minutes.

Following Auxiliaries that were running, will automatically start on a timed sequence:

4.1.5 SEQUENTIAL START SEQUENCE:

After 0 seconds: STEERING NO.1 & 2 NO.1 & NO.2 F.O. SUPPLY P/P NO.1,2 & 3 COPT L.O PRIMING P/P LIGHTING STERN TUBE LUB.OIL P/P NO.1/2

After 10 seconds: LUB.OIL PUMP NO.1/2

After 15 seconds: NO.1/2 CROSSHEAD L.O P/P NO.1/2 ECONOMIZER FEED WATER P/P JACKET COOL FW PP NO.1/2 BOILER WATER. CIRC.PP NO.1/2

After 20 seconds: NO.1/2 CENTRAL C.F.W P/P After 25 seconds: NO.1 MAIN C.S.W P/P

After 30 sec: NO.2 MAIN C.S.W. P/P

After 35 seconds: NO.3 MAIN C.S.W. P/P

After 40 seconds: NO.1/2 AUX BOILER FEED WATER P/P

After 45 seconds: NO.1/2 I.G SEAL WATER P/P, NO.1/2 AUX COND. CONDESATE P/P, NO.1 E/R SUPPLY FAN

After 55 seconds: NO.2 E/R VENT FAN

After 60 seconds: G/E F.O. CIRCULATING P/P No.1/2 MAIN AIR COMPRESSOR

After 70 seconds: H.F.O. TRANSFER P/P, NO.1/2 PROV REFRIGERATION COMPRESSOR

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After 75 seconds: NO.1/2 FRESH WATER P/P DRINK WATER P/P NO.1/2 COP SELF STRIP VACUUM P/P

4.1.6 RESTARTING MAIN ENGINE

a. Inform Bridge to put TELEGRAPH to STOP. b. Change over controls to ECR. c. Check Main L.O pump, Aux.Blowers, F.O feed and Booster pumps have started

automatically on sequential start. If not started, then start all of them manually. d. Reset all alarms/emergency shutdowns on the M/E Safety/governor panels. e. Put M/E on “Dead Slow Ahead” and confirm all parameters satisfactory. f. Change over controls to BRIDGE.

4.1.7 The following auxiliaries have to be started manually after restoring power:

a) Restarting Boiler : On restoration of power to boiler panel:

Following to be carried out for re-starting boiler:

Change all controls to Auto Change mode to “Port” or Normal Serv” as applicable . Start “F.O.Burning P/P” and put on remote from starting panel and an Auto from boiler panel

b) F.O. & L.O Purifiers c) Hot Water Circulation pump d) Accommodation A/C e) E.C.R Package Cooler f) Fresh Water Evaporator

The circuit breakers of remaining non-essential consumers to be reset and started as applicable.

4.1.8 BLACKOUT WITH COMPLETE LOSS OF COMPRESSED AIR

In this condition ,the emergency air bottle has to be filled up using emergency air compressor. This air is to be utilized to start the .Please follow procedures posted locally at emergency air compressor .

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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. • Close all flaps; dampers and openings to the Engine Room. • Proceed to the EHQ.

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 protective gear

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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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 followe.

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.

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : Dec 2014 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. CHECK LIST NO. 1 STEERING GEAR TEST

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 - ARRIVAL PORT 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

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NO. DESCRIPTION YES NO N/A

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

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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E/R CHECKLISTS NO. 3 - DEPARTURE PORT 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.

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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 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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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.

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 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

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NO. DESCRIPTION YES NO N/A 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 36 Stern tube air guard system / oil tank level/flow rate normal 37 Shaft earthing 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. Turn ACB Knob on main switch board to Close position. The generator frequency

will synchronize and ACB will automatically close

STARTING FROM ENGINE CONTROL ROOM

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

Turn ACB knob for outgoing Generator 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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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Rev. Date : - - - Appendix 5 New insertion : August 2011 SO Checklist : Page 1/1

APPENDIX 5 - Safety Officer Inspection Checklist

VESSEL NAME :

INSPECTION DATE

INSPECTION AREA

NO YES INSPECTION ITEMS W

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Pa

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at D

eck

Acco

d. D

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St

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En

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Roo

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Mid

ship

Sto

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Oth

ers

SAFE MOVEMENT Means of Access Safe Space Clear of Obstructions Guard Rails are in Place Equipment Safely Stowed / Secured?

ENVIRONMENT Illumination Levels Adequate Ventilation Adequate Any Unusual Odours Any Abnormal or Increase in Noise Appropriate Personal Protective Clothing Available LSA and FFE in Place and in Good Working Order Hazardous Substances Properly Stowed and Secured Any Pollution or Fire Sources Noticed

WORKING CONDITIONS Adequate Machinery Guarding in Place Operating Instructions Available Safety Signs Displayed Permit-to-Work System in Use Equipment in Good Condition and Correctly Operated Adequate Supervision Any Practical Housekeeping Improvement possible

OTHER Statutory and Company Regulations Complied With Shipboard Management Team informed of the defects

Defect Cause of defect

Corrective Action Completion date

Safety Officer: Chief Engineer: Master: Please use extra page if space for Defect, Cause of Defect & Corrective action is not sufficient.

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Appendix 6 Rev. Date : Jan 2012 SO Checklist : Page 1/13

APPENDIX 6 - Oil Tankers – Performance of voyage with utmost dispatch & avoiding Cargo Claims

PREPARATION OF THE VESSEL FOR THE INTENDED VOYAGE: It is clear that good advance planning / preparation and diligent execution of plans by the Ship Master and Senior officers is most essential to perform a cargo voyage with utmost dispatch. Utmost dispatch means providing the charterer the full reach and burden of the vessel and performing the voyage according to voyage instructions and the charter party, so that the owners are able to realize the maximum possible profits and minimize loss. Loss invariably comes about due to:

1. Malfunction of equipment (causing delays and other expenses), 2. Delays en route and excessive bunker consumption due poor passage planning, 3. Cargo quantity and /or quality claims, 4. Commercial loss due to insufficient understanding or attention to the details of commercial

requirements of the voyage, and /or the documentation to be done by the Master and officers, 5. Insufficient attention being paid to the requirements of the Oil majors and their vetting regimes. 6. Non adherence to good tanker practice in presence of charterer’s representatives, terminal operators,

surveyors and other third parties, sometimes coupled with poor communications causes tremendous loss of reputation amongst oil majors and terminals. Seemingly minor infringements and arguments can cause the ship to be rejected for service and recovering lost reputation is one of the most arduous tasks for ships crew, owners and managers.

7. Cumulative losses as above can drive an owner to the brink of bankruptcy

All these Losses are avoidable and no effort must be spared towards this end. If the owners turn a good profit it benefits everyone in the chain, including the officers by enhancing their own reputation and securing their jobs. In this appendix we focus on and provide guidelines for avoiding Loss from Cargo claims and Commercial operations, since guidelines to avoid loss from the sources listed above are adequately covered in the companies other manuals. THE BALLAST PASSAGE: The ballast passage must be utilized to ensure all equipment related to cargo loading and discharging is tested and any malfunction noted is rectified. The previous discharge operation itself would have provided a good gauge of what rectification is needed. This includes all cargo gauging, monitoring, loading, and discharging equipment and software. This is also the best time to train the officers and crew and make them familiar with the operation of the ships equipment so that they know how to operate it correctly in an optimum manner. Keep the office advised of any malfunctions so that appropriate actions can be planned. Masters must not hesitate to notify Owners and Managers of need for cargo tanks washing for access to the cargo tanks and pipelines for inspection, pressure tests and repairs. Often the perception is that generation of slops is to be avoided, and so washing of tanks is to be avoided. However at times this is inevitable, and Master should not feel under pressure about this. Let the burden of decision be on the owners if necessary inspections and repairs have to be postponed.

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Approved by : Director SID Revised by : Marine Supdt Edition No. 3 : December 2010 Checked by : Director SID Appendix 6 Rev. Date : Jan 2012 SO Checklist : Page 2/13

OIL SHORTAGE CLAIMS: Oil shortage claims are based upon a discrepancy between the quantity of cargo as stated in the bill of lading and the outturn quantity as calculated in the discharge port. Both these figures are frequently derived from shore-tank calibration data. The most common arguments are that: 1. The ship is bound by the figure stated in the bill of lading 2. The shore tank calibrations are more accurate than the ship’s tank calibrations 3. The oil has become contaminated by water after loading 4. Some oil remains onboard the ship. The carrier’s defense is commonly based upon the accuracy of the ship’s cargo figures and seeks to demonstrate that they were comparable with the bill of lading figure, that there was no significant in transit loss, that any onboard quantity (OBQ) prior to loading has been taken into consideration and that all the cargo has been discharged with none remaining onboard (ROB). Always bear in mind Oil Cargo Shortages by Quantity are attributed to following;

1. Load Port Loss 2. Transit Loss 3. Discharge Port Loss 4. OBQ/ROB loss

Area of apparent loss being exploited by the cargo owners is the inevitable difference between Bill(s) of Lading figures and ship figures, the former (Bill of Lading Figure) being calculated from shore tank measurements or Line in meters. Also, bearing in mind the complexities of the shore pipelines, whose content also need to be accounted for, it is hardly surprising that difference always arise with figures calculated from onboard ullages. The master must bear in mind the needs to protect both the owner’s position, and that of the cargo owners and Charterer’s, by lodging a protest as a matter of course to cargo suppliers for all differences in figures. The Master should be aware of the importance of signatures by the right persons, and not hesitate to submit written protests whenever he deems it necessary. He should also write his protest on documents presented to him for signature if he does not fully agree with the contents, nevertheless feels he is obliged to sign the document. Please inform the owners and/or commercial operators and WSM of the details and seek their advice in good time. A letter of Protest has to be tendered by the Master for ‘Discrepancy between B/L and Ship Figures’. Naturally if the differences are large, these must be resolved before the vessel sails. Please keep the Owners, Commercial managers and the managers (WSM) closely advised of the proceedings. The Masters should provide the documentation to calculate the Vessel’s Experience Factor, applicable to a fully laden ship over a period of time (5-10 voyages). For the vessel the VEF provides the historical difference between the Ship and shore figures indicating a ship’s calibration error. VEF varies with the life of the ship for a number of reasons such as change of trade and cargoes, accumulation of sediment and scale, alteration of cargo spaces and Dry docking (De-mucking/descaling). The ship staff should be well versed with the Ship’s calibration tables. The independent cargo surveyor coming on board must be made aware of these aspects and include same in measurement. Remember due adherence to the interests of the cargo owners will also protect that of the Owners.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

A) On receiving Voyage instructions:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

p) Please tender following note of protests as applicable:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

s) Following Note of protests to be tendered as applicable

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

future, by the Terminal.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Tanker Operation Manual

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

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

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

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

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Checked by : Director (SID) Revised by : Marine Supdt Edition No. 3 : December 2010 Approved by : Director (SID) Rev. Date : Dec 2014 Appendix 7 : Page 1/8

Marpol I ( WMCP ) - Tankers The additional requirements are for decanting of Slops on tankers. Tank cleaning is to be only after receiving approval from commercial operators as slops would be generated and would need to be disposed ashore. Decanting of slops is to be done only after office authorization. The decanting is to be done in area permitted by Marpol and in daylight hours only. The operation should be done only under the direct supervision of the Chief Officer. Decanting is to be done only with the stripping pump and sufficient sounding should be retained.

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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.

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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 • 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:

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Checked by : Director (SID) Revised by : Marine Supdt Edition No. 3 : December 2010 Approved by : Director (SID) Rev. Date : Dce 2014 Appendix 7 : Page 6/8

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. • 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.

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Checked by : Director (SID) Revised by : Marine Supdt Edition No. 3 : December 2010 Approved by : Director (SID) Rev. Date : Dce 2014 Appendix 7 : Page 7/8

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Name of the Master: _______________ Signature : _________________

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Checked by : Director (SID) Revised by : Marine Supdt Edition No. 3 : December 2010 Approved by : Director (SID) New Insertion : Dce 2014 Appendix 7 : Page 1/1 C/E 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 : _______________

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Checked by : Director (SID) Revised by : Marine Supdt Edition No. 3 : December 2010 Approved by : Director (SID) Rev. Date : Mar 2013 Appendix 8 : Page 1/17

APPENDIX 8 - PRIVATE MARITIME SECURITY COMPANY (PMSC ) PROCEDURES 1.0 Applicability

These procedures would be applicable to managed tankers which are deploying armed security teams from Private Maritime Security Company (PMSC) on board the vessel for transit in the High Risk Area (HRA). The procedures would also be applicable to Non tankers to the maximum extent possible and would be considered as Best practice when applied on Non tankers.

2.0 Background The Piracy situation off Somalia has developed since 2010. The industry responded with security measures and safer routing to keep clear off the area of attacks. The ‘Best Management Practice (BMP) ’ was developed by various military and industry groups coming together. The BMP details the measures to prevent boarding of vessels by pirate groups. However, the pirate groups increased their range in 2011 and were able to attack far from their coast. They were able to cover a wide area which included the Indian Ocean upto 078-00E and 12-00 S. This was primarily possible by the use of mother ships and also dhows to launch attacks on merchant vessels. The change in tactics by the pirate groups required vessels to have additional measures. One of the measures identified as supplementary to the BMP is the use of armed security teams from PMSC. The fast changing situation required the armed security team to be deployed on vessels with the procedures being developed at the same time. However, the stabilization of situation has assisted in consolidating our procedures for the deployment of the armed security teams on board vessels.

3.0 Deployment of Armed PMSC The deployment of armed security from PMSC would be done only after a risk assessment in the office. The risk assessment would cover the following:

1. Vessels speed 2. Vessels freeboard 3. Piracy threat in the area of transit

Certain vessels with high speed and high freeboard like PCC would not require armed PMSC for transit in the HRA. Wallem may use either a three man armed team or a four man team. The number of PMSC personnel will depend on vessels route and the level of piracy threats in the area of transit. If charterers or owners have a specific requirement for a four man team, this would be complied with as far as possible and a four man armed security team arranged for the transit.

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

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

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

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hours is to be intimated immediately to the PMSC. This is to ensure that the team is able to embark in time and without any delay to the vessel.

4.0 Onboard Safety Induction for Armed PMSC Personnel

The PMSC personnel that board the vessel are also called armed security team or PMSC team in these procedures. The armed security team would board by launch at various locations just outside the HRA or just inside the HRA. The vessel should ensure that sufficient lee is provided for the safe transfer of the personnel and equipment. A risk assessment is to be prepared/reviewed for each transfer operations. Vessels are to be guided by the generic risk assessment which is available in the Appendix section of SBM II. A toolbox meeting is to be held prior to each embarkation or disembarkation to discuss safe embarkation or disembarkation of the armed security team. As soon as the PMSC personnel boarding the vessel they are to sign on the ship’s articles as “Security Consultant”. A complete list of the weapons and associated kits carried by PMSC personnel is to be handed over to the Master. All these equipment’s will be listed as Security training Equipment. Wallem has a Familiarization booklet for contractors. The PMSC personnel are contractors and have to read and sign the familarisation booklet. The familarisation booklet contains:

1. Companies SHEQ policy 2. Companies Drug and Alcohol policy 3. Safety and emergency details ( ship specific ) including the enclosed space

and hot work details as applicable. 4. Pollution prevention procedure 5. The ranks of the SSO and the deputy SSO 6. Details of items to be shown during the familarisation round

Every vessel is different and so are the safety requirements. The armed security team is always led by a Team Leader ( TL). The PMSC team will be given a ship specific safety tour and explained about the safety features of the vessel. Safety procedures on tankers must be part of the briefing. They must be briefed on designated smoking room and on use of intrinsically safe equipment’s. The prohibition of use of mobile phones and cameras on deck must be part of the briefing of the PMSC team. Tanker restrictions such as smoking on the cargo deck or the use

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of mobile phones must be clearly explained to the PMSC team. The pertinent Marpol requirements including garbage regulations must be informed to the PMSC team. On tankers it is very important to explain the importance of keeping clear of areas susceptible gas accumulation during venting. The dangers of toxic gases when venting or carrying cargoes with toxic gases is also to be explained to the PMSC team.

5.0 Self Protection measure under BMP 4

Wallem has a standard list of security equipment. The standard list of security equipment includes the quantity of razor wire based on ships length. The standard list of security equipment also includes night vision binoculars, Kavalar jackets, additional pyrotechnics and chain link fence for the bridge wings. Wallem also has a citadel policy and fortification of citadel is to be carried out as per requirements. Vessels will be supplied with an Iridium phone with external antenna for communication from the citadel. All the ship security measures as per companies’ requirements are to be taken irrespective of whether the vessel is supported by an armed security team. The presence of Armed security team does not replace existing self protective measures and procedures as recommended in Best management Practice ( BMP ) including safe routing and safe speed for the voyage. REPORTING: Masters are to also to refer to Sec 5 of BMP 4 The Vessel would be registered for transit with MSCHOA from the office . The vessel is to send an Email to MSCHOA directly for any changes or update after vessel is registered. ( Email: [email protected] ). Please mention that vessel is already registered. All Vessels are to report to UKMTO with copy to MARLO. (Details in BMP ver 4. and Anti Piracy chart). Vessel are to send Initial report as per format in BMP Ver 4 Appendix B and follow up with daily reports. While vessel is within 6 hours from IRTC or within the IRTC, six hourly reports are to be sent to UKMTO with copy to MARLO. (Format for reporting to UKMTO available in BMP ver 4 Appendix B).

mailto:[email protected]

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

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Ship Protection Measures are to be taken as applicable to the vessel. Pictures for rigging of razor wire and other security measures are available in Section 8 of BMP4. Page 30 of BMP 4 has pictures of razor wire rigged in double row. Please also refer to our pictorial advisory on razor wire and chain link fence which is available in SMS DVD. Where navigationally safe to do so, Masters are encouraged to practice manoeuvring their ships to establish which series of helm orders produce the most difficult sea conditions for pirate skiffs trying to attack, without causing a significant reduction in the ships speed. Bridge protection measures include Chain link fence on the side and rear, fabricated aluminium plate for the side and rear windows and Kevlar jackets and helmets for the bridge team. Securing doors and hatches, blocking external ladders with razor and fitting steel doors to accessible windows, should deny access to the accommodation and bridge. Doors fitted on escape route should be designed such that it can be opened by a crew trying to exit through the route or alternate path provided with manropes/coolie ladders. Warning: If any hot work is required for securing vessel, vessels to follow procedures in Safety Manual. Hot work procedures and work for security measures to be documented and relevant checklist from Safety Manual to be followed. Piracy alarm should be distinct and should not be a cause for confusion. Tools and equipment that may be of use to the pirates should be stored in secure location. Sandbags to be placed around the gas bottles or other flammable liquids stored in containers on upper deck. During monsoon weather, attacks may occur in the outskirts of the HRA in the Gulf of Oman and in the Red Sea. Hence, vessels need to be cautious until well clear off the area. CITADEL SPACE Please prepare or check (if already existing) that the "citadel" space emergency station is complete with water, food, and Satellite phone. Citadel space to be well fortified with additional steel doors. The first muster point may be outside the ECR to evaluate the situation and the crew would then proceed to the citadel. Please note following arrangements are to be made for the citadel :

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All entrances to the citadel space should be well secured. The citadel should have adequate ventilation. It is recommended to place a wire mesh in the bottom flange of the ventilation to prevent smoke bombs thrown down into the citadel Communication is very important. Ships have been supplied with Satellite phone, which should be kept ready in the citadel space. The antenna should be camouflaged with the cover of navigation light. There should be about 5 days of food and drinking water stored. In addition, there should be :- (i) Minimum 12 torches + spare cells (ii) Blankets for sleeping arrangements & towels (iii) Toothpaste and toilet paper (v) First aid kit (vi) Medicine of any crew member who is on medication. Indian authorities have banned use of iridium phone in their water. When calling ports in India, vessels should lock up the iridium or Thuraya phone. Vessels should also inform particulars of Thuraya, Iridium and other such sets in Pre Arrival Notification to the agents so that they can include in their Pre Arrival Notification on Security (PANS).

6.0 Checks on the PMSC

Wallem only uses standard security company where a due diligence check has been carried out to the maximum extent possible. However, PMSC from a non-audited company may be used provided owner’s specific approval has been obtained for their deployment. This would be done on a case by case basis provided the PMSC meets certain minimum criteria. When vessel is on Charter to IMT or IMT affiliate, only PMSC from a security provider where a due diligence audit has been completed would be deployed. On vessels with Charter to Shell or to IMT, only a four man team would be deployed. The security company would provide the passport copies of the PMSC personnel. CV’s of the PMSC personnel would be provided, if requested. Additional documents would be requested, if required or in case of need. Flag state authorization is to be obtained prior to their embarkation. The authorisation would be obtained either from the office or by the PMSC based on the requirements of the flag of the vessel.

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Below are details of major flags for authorization for armed security teams and for carriage of arms and ammunitions on board: Bahamas : The PMSC would apply for license and this would be forwarded to the ships. Panama : Wallem would apply to Panama authorities for each transit giving details of arms and the PMSC personnel. Authorisation is for each transit and the authorisation would be forwarded to the vessel. Marshall Island : Flag issues No objection certificate which would be forwarded to the vessel. If vessel calling ports in India or in HRA, specific No objection with details of the arms/ names of team members needs to be obtained from the flag. Liberia : Flag has issued a letter authorizing the carriage of arms. Vessels to send completed Annex 1 if calling ports with arms on board directly to the flag with copy to office. Hong Kong: Flag issues a letter authorizing the carriage of arms and ammunitions along with armed security team. Vessels are to send Attachment if calling ports in HRA directly to the Marine department of Hong Kong with copy to office. For other flags, details are checked by office and authorization obtained as required. When calling at Ports with armed team on board, vessel to contact agents in good time and ensure that the arms and ammunitions declared correctly as per requirements. The weapons and ammunitions to be bonded during call at ports in HRA.

7.0 Duties to be performed by PMSC Personnel

The PMSC personnel would undertake Security Services using all reasonable skill and care and their responsibilities shall include the following (and other responsibilities as may be agreed): (i) providing general guidance to the Crew and also carrying out such drills,

training and preparations for the transit as the team Leader (TL) may recommend to the Master and the Master may agree;

(ii) advising and/or assisting with the hardening of the Vessel in accordance with BMP practices and, where applicable, in accordance with the guidance of BMP;

(iii) monitoring suspicious vessels or craft during the Transit; (iv) advising the Master on security-related routeing issues;

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(v) assisting the Master in liaising with UKMTO and MSCHOA and other authorities as appropriate and in accordance with the procedures set out in the BMP;

(vi) ensuring that at no time the Crew are permitted to handle the Firearms; (vii) assisting/advising/training shipstaff during security drills, concerning

evacuation to citadel space and conduct when pirates are attacking the ship. (viii) In case the vessel is attacked and the Master and TL feels that they are

overwhelmed and decide to move to the citadel then the security team will escort the bridge team to the citadel ensuring that the way is clear. They would also assist in blocking internal doors to the citadel and place the security team in positions to best defend the citadel.

All messages like SITREPs and POSREPs should be done via the ship’s email system (with the Master’s permission) only. The armed security team carry their own satellite phone and may contact their office with this phone. The TL can also request the Master for the use of the ships phone for official business and this would be provided by the Master. In case the ships phone is used for personal calls by the PMSC team members, the charges as applicable may be charged by the Master.

8.0 Command Structure and “Use of Force” PMSC team members embarked on the vessel are at all times subject to the overriding authority of the vessel’s Master. The Master shall, at all times have and retain ultimate responsibility for the safe navigation and overall command of the Vessel. Any decisions made by the Master shall be binding on the PMSC team. All PMSC team personnel are to act under the directions of the Master at all times . The Master retains the authority to order the Security Personnel to cease firing under all circumstances. However, for the avoidance of doubt, nothing shall compromise each of the Security Personnel’s right of self defence in accordance with applicable national law.

9.0 Flow chart of Process

The below chart is a rough guide for the various actions with reference to a vessel for PMSC personnel functions and preparing vessel

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10.0 Activation of Alert and the risk of escalation

The PMSC personnel are bound by their rules of force document. The RuF is sent to the Master from the office prior to the embarkation of the PMSC team or directly by the PMSC. In the event of any actual, perceived or threatened act of piracy and/or violent robbery and/or capture/seizure by third parties the Team Leader shall advise the Master or (in the Master’s absence) the Officer of the Watch that he intends to invoke the Rules for the Use of Force. If a hostile approach is detected by the lookouts, the entire armed security team would be activated. The entire team would assemble on the bridge and take their positions. Some of the factors that are to be considered when deciding a hostile target and before the use of force are :

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a. The suspect vessel has followed numerous course changes that the vessel has

made. b. The suspect mother vessel has crossed the bow and skiff/skiffs launched, which

are moving towards own ship at high speed. c. The suspect vessel is on a high speed course towards the vessel after flares

were fired. d. Weapons, ladders, and scaling poles have been sighted and confirmed. e. The vessel is fired upon. When a hostile target is approaching and indicating hostile intent the PMSC personnel will respond with a graduated response if the situation permits. A graduated response means that the force used should progress from the least severe to the most severe subject to that which is appropriate.

1. PMSC team would first demonstrate a non violent challenge. This would include showing their presence by displaying weapons in the air.

2. If the hostile target continues to show hostile intent or act, the PMSC team would fire parachute flares.

3. If the hostile target persists in its approach, warning shots to be fired in the air above the boat or in water in front of the boat. If the PMSC is using tracer bullets, they should be used so as to alert the pirates that they have been noted and that the vessel is prepared.

4. The next escalation would be to fire at the boats engines or hull to prevent further progress without causing any injuries

5. In the event of the ‘honest belief’ of ‘threat to life’ and when all other methods of non-lethal force have been exhausted; and there is deemed to be no other way of stopping the attack, then lethal force can be contemplated and used. Lethal force would only be used as a last resort.

The PMSC personnel are at all times be guided by their Rules on Use of force. Master retains the authority to stop the firing and the armed security team would comply except in cases of self-defence. The presence of the armed security team is a deterrent. Hence, display of weapon, firing flares and firing tracer rounds are important elements to provide visibility of their presence to the pirate action groups( PAG). On most occasions, this would be sufficient, as the PAG’s would withdraw once the presence of the armed security team is noted. The chart below provides the flow chart for the activation of the armed security team and the various actions to be taken. The flow chart is a guide and the action taken

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would depend on the circumstances in that particular case. The Master in consultation is at all times authorized to take all actions required for the Safety of the crew and the vessel.

A simplified user friendly chart for Typical escalation with Rules for use of force is provided in Sec 18.0. A copy of Sec 18.0 is posted on the bridge when vessel in HRA with armed security team.

11.0 Handling and stowage of weapons .

On embarkation of the armed security team, as part of the initial meeting with the Master/SSO, the procedures for the carriage of weapons and ammunition and their storage whilst on board should be explained and agreed upon. All weapons should be kept in possession of the security team at all times. At no point during the transit will the Master or crew handle the weapons. When the vessel is outside the high risk area, the weapon should be cleared of all ammunition. The weapons and the ammunition should be kept in the bonded store when the vessel is outside the high risk area or is in transit through the territorial water. All weapons are to remain in an unloaded state during routine watches.

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In the event that the team leader of the PMSC assesses that the weapons should be loaded due to an increased threat level then this is to be referred to and agreed with the Master as part of the escalation of force. In the event that the Master is not present then this request should be directed to the officer on watch (OOW). If weapons have to be loaded at any time due to the escalation of force then it should be done on the bridge wings, pointing out to sea and in a safe direction. No drills are to take place inside the bridge/accommodation area. This includes stripping and assembling weapons for daily cleaning. The details of the ammunition and the arms that are being embarked would be sent to the vessel prior to the embarkation of the team by the PMSC. Once the PMSC team is on board, the team leader would provide the Master with a list of equipment and weapons. The TL would maintain record of any ammunition used in test firing. If the weapons are bonded for calls to ports within the HRA, the Master must obtain a list of arms and ammunitions and these are to be declared. In any case, Master to obtain details from the agents and comply with any documentation required for the declaration of the weapons and the ammunitions.

(!) 12.0 Test firing of weapons

Test firing of weapons is required by the PMSC personnel to zero their weapons for accurate firing. The Security Team may carry out the ‘testing & zeroing’ of weapons as soon as possible after their embarkation and well outside any Territorial Waters ( normally 12 NM from salient point of land). The Master should ensure that all the crewmembers are aware of the time of test firing and inside the accommodation during the period of test firing. No weapons test firing is to take place in territorial waters or into territorial waters Weapons testing and zeroing may only be conducted with the permission of the Master and with the agreement of the Security Team Leader who shall directly supervise the ‘testing & zeroing’ activity. The following are to be complied with for test firing of weapons:

• Test firing shall be conducted only over the rail and in a secure area, with no other vessels in at least 6NM radius. This includes fishing boats.

• Hot Work Permit from Safety Manual shall be complied with for test firing. Hot work approval shall be obtained from the office as test firing is considered as hot work.

• No oil transfer operation, tank cleaning, gas freeing, purging or inerting operations shall be in progress during the test firing.

• All cargo tanks to be inerted with oxygen content less than 8%. • Tank inert gas pressure to be monitored to ensure no inadvertent release of vapour.

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• The area from which firing takes place shall be gas free and monitored with a combustible gas indicator to ensure that the reading remains below 1% lower explosive limit (LEL). This area should be as far as practicable from the cargo deck. It is recommended that the area selected is the aft section of the bridge wing.

• A perimeter safety zone shall be established around the selected weapons ‘testing & zeroing’ area and declared out of bounds for all ship staff.

• Test firing should only be done in the direction aft of accommodation. Master to establish a "safety zone". Only the Master or the SSO is permitted to witness this procedure from a protected location (i.e. the bridge wing). It is prohibited to test fire forward of the accommodation.

• Proper PPE including ear protection to be worn by the security team. Either the Master or the SSO should witness the testing and they shall have required PPE including Kavalar jacket and hear protection.

• Only a maximum of eight rounds is to be fired. Apparent wind should be blowing aft and not across the vessel.

• Master to record the date, time, position, number or rounds fired and direction of fire in the deck log book. The spent shell from the test firing are collected by the TL for taking it back to shore. These are not to be handed over to crew members or disposed to sea. Prior to the test firing, the bridge watch to ensure that the area is clear of fishing boats.

13.0 POST INCIDENT REPORTING

All Piracy incidents are to be reported immediately by the Master to the Office. It is expected that the PMSC also report to their office. The incident should also be reported to UKMTO by the master or the PMSC team. Many flag states require their specified form to be filled after an incident. The completed form to ve sent to the flag state to report any incident. The Master and any other witnesses would send statement of fact for the incident. If, during an exchange of fire, any individual(s) who comprised the Hostile Target are injured or killed and/or their Vessel(s) become damaged or destroyed, before the ship leaves the incident area, the Master and TL would appraise the situation and risk involved in rendering assistance The following options can be considered :

• The deployment a life raft and survival equipment for the use of survivors; and • Contact UKMTO with the exact coordinates and details of the incident.

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• PMSC will contact his office while the Master will contact the DPA or deputy DPA.

In the event that a Hostile Target is identified and/or challenged and/or engaged in an escalation of force, statement of fact would be obtained from concerned persons including any event log, report and collate written statements from all persons present at the incident in anticipation of legal proceedings. The following details to be sent as applicable and should be part of the report:

• Time and location of the incident; • Identity and nationality of any persons involved including their addresses and

other contact details if possible; • Injuries/damage sustained; • Circumstances leading up to the incident; and • Any measures taken by the Personnel in response to it.

Any use or discharge of firearms that has resulted in injury, death or damage to property shall be reported to the Flag State authorities by the Master with copy to the office.

14.0 Apprehending Persons

The company requires the Master and crew to, not take in to custody or hold any persons except when apprehending persons to defend themselves or others against an imminent threat of violence, or following an attack or crime committed by such persons against vessel or crew. The decision to apprehend persons must only be made by the Master. Any such apprehension must be consistent with applicable flag state or international law If requested by the Master, the PMSC will be requested to assist in the detention of personnel. The PMSC team will search the detainees to ensure they are fully disarmed and that there is no further risk to the vessel or the crew on the instructions of the Master. Any such detention shall be reported to the company without delay. As far as possible the identity and Nationality of the detainees should be reported. If a detainee continues to pose a threat and act aggressively, the PMSC team may be requested to secure the detainee individually, by their wrists forward of the body until they become passive. Once a detainee has been searched, he is to be secured under the direction of the Master. The location of the detainees is determined by the Master however they should be secured away from the bridge and crew quarters in suitable and appropriate accommodation.

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The PMSC team may also be requested to assist the Master in unloading of any confiscated weapons. All confiscated weapons and ammunition are to be un-loaded, cleared and secured. A record must be kept of all confiscated weapons. An entry is to be made in the log book about the same. UKMTO or the nearby coastal state is to be immediately informed so as to make arrangements for the transfer of the detained persons and confiscated weapons to Naval authorities. The flag state would also be informed at the earliest.

15.0 Watch keeping and vigilance

The vessels crew to remain vigilant and should not relax due to the presence of the armed security team. Good lookout must be maintained by ship staff as this greatly assists the security team in carrying out their duties. The members of the security team would complement the ships lookout team and is not a substitute for the ships lookout watch keepers.

16.0 Communication procedures

The communication procedures between the team and the ship’s crew would be discussed at the initial briefing meeting. The security team would also inform the Master and the crew on their internal communication protocol. The communication should be tested. In addition, the Chief Officer should brief the TL on the work planned for the day on deck and the precautions and controls being exercised. If any hazardous operation is in progress, this would also be informed to the team leader so that they are aware of the area of the work, the precautions being taken and any other relevant information. Good communication between ship staff and the PMSC is essential for safe transits.

17.0 PERFORMANCE APPRAISAL

On completion of the transit a performance appraisal report of the PMSC to be forwarded to the company / operator. For voyages with IMT cargo or on charter with IMT, the appraisal form from IMT is to be used. Panama has a PCSAP report which is to be filled by the TL and given to the Master. Master should then forward this report to the office for forwarding to the relevant authorities. The office would also obtain the transit report from the PMSC for some of the voyages on a case by case basis. Any other reports on the performance of the PMSC teams as required by the flag states or the Charterers would be complied with.

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Checked by : Director (SID) Revised by : Marine Supdt Edition No. 3 : December 2010 Approved by : Director (SID) New Insertion Issued : Mar 2013 Appendix 8 : Page 17/17

18.0 Guidance on Typical Escalation

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APPENDIX 9 - The contents of this section are applicable to merchant vessels flying the Danish flag

1.0 Smoking Regulations

The instructions in this section override the procedures mentioned in Sec 5.2 of the Safety Manual and Section 10.8 of SBM I for Danish flagged vessels

Careless discarding of smoking materials is prohibited at all times.

The use of cigarette lighters on tankers is prohibited, Safety matches are provided for personal use.

Smoking would be permitted only in one space (unused cabin) within the accommodation, which is not a public space. This would be the designated smoking area on the vessel. The designated smoking space should be kept closed at the time of use to maintain two doors between the cabins and the deck area as required on tankers. The designated smoking space to have a safe self extinguishing ashtrays, of “honeycomb” design, where cigarette stubs are pushed vertically into slots, with the lighted end facing downwards. Any officer or crew or shore personnel wishing to smoke have to use this designated smoking space and it is prohibited to smoke anywhere else on board the ships. If the terminal smoking regulations are higher than this requirement, they would be complied with.

All ship’s personnel must appreciate the dangers of fire resulting from careless smoking fully and the

instructions on smoking followed. 2.0 Measures for preventing piracy and armed robbery on Danish ships

These procedures are for navigation or port calls in areas representing a risk of piracy and armed robbery against ships. The company is monitoring the situation with respect to security and piracy across the world. Areas are assessed for assessing whether an area represents a risk of piracy or armed robbery against ships. The areas presently considered as high risk area (HRA) is the waters off Somalia and the waters off West Africa. The company is carrying out assessment of areas for piracy or armed robbery against ships. The websites of the relevant security organization i.e. MSCHOA and NATO shipping center are monitored. Daily piracy alerts are sent daily to the ships which are in transit in the HRA off Somalia. The type specific manual has an appendix on procedures for PMSC. For the tanker, this is Appendix 8 of the Tanker manual, which has procedures for PMSC. Section 5 of this appendix for PMSC procedures contains procedures for ship security measures including reporting. The procedures in section 5 (Ship security measures) are applicable for all vessels in the HRA (irrespective of whether PMSC is on board or not)

In addition to the procedures in section 5 of Appendix for PMSC procedures, the following are applicable for Danish flagged vessels:

1. Radar monitoring of the entire horizon and continuous watch-keeping to assist the navigating officer of the watch 24 hours a day when navigating areas that the master assesses represent a considerable risk of the ship being exposed to piracy or armed robbery;

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2. Prior to the vessels entry in the HRA, the vessel will carry out an anti-piracy drill. The anti-piracy drill would include a communication test with the office. This communication drill is carried out with the iridium phone from the citadel space.

3. If a master turns off the ship’s AIS transmission due to a risk of piracy and armed robbery, it shall be recorded in the ship’s log stating the time and position. Wallem would also be informed by the Master that the AIS has been switched off. Master shall regularly ( minimum of every two hours) notify Wallem with the ships position until the AIS transmission is resumed unless the master assesses that such notification could endanger the ship’s crew. Similarly, it shall be recorded in the ship’s log when the AIS transmission is resumed again.

4. In the event of the pirates managing to board the vessel, the crew should evacuate to the citadel. If this has not taken place, the crews are not to fight or resist the pirates.

5. All vessels are to comply with sec 13.0 – Post Incident reporting in Appendix 8 of the Tanker manual.

2.1 Additional Reporting for Danish Flag vessels for transit in HRA

Masters are to inform Wallem when the vessel enters the high risk area. Wallem would then inform Polestar to change the frequency of receiving reports from ship on the purple-finder to every 4 hours. The purple-finder tracker is an automatic tracking system and is set for 6 hours position report as a default setting. The CSO and the Manager (safety and Security) would monitor the web-based purple-finder during the transit in the HRA. When the vessel leaves the HRA, the Master would inform Wallem

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

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

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

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

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

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

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