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WALLEM SHIPMANAGEMENT LTD

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CONTAINER MANUAL

WALLEM SHIPMANAGEMENT LTD. CONTAINER MANUAL

Prepared by : MSQR Checked by : Director (Marine) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Directors Rev. Date : Jun 2016 Table of Contents : Page 1/3

TABLE OF CONTENTS

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

MANAGEMENT REVIEW ............................................................................................................................. 1

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

1.1 PURPOSE OF MANUAL ................................................................................................ 1 1.2 PUBLICATIONS ............................................................................................................. 1 1. SAFE TRANSPORT OF CONTAINERS BY SEA ............................................................ 1 1.3 MASTER’S RESPONSIBILITY FOR SECURITY AND SAFETY ................................... 1 1.4 TRAINING ...................................................................................................................... 2

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

2.1 PRE ARRIVAL CHECKS AND PROCEDURES. ........................................................... 1 2.2 DEPARTURE CHECK LIST. .......................................................................................... 1 2.3 CARGO DOCUMENTS .................................................................................................. 1 2.4 DEALING WITH AUTHORITIES .................................................................................... 1 2.5 HANDOVER NOTES ..................................................................................................... 1

3.0 GENERAL INFORMATION ON THE CARRIAGE OF CONTAINERISED CARGO ........................ 1

3.1 STUFFING CONTAINERS ............................................................................................. 1 3.2 CONTAINER CONSTRUCTION .................................................................................... 1 3.3 TYPES OF CONTAINER ............................................................................................... 2 3.4 CONTAINER SEALS ..................................................................................................... 3 3.5 CONTAINER MARKINGS .............................................................................................. 3 3.6 MONITORING CONTAINERS ....................................................................................... 4 3.7 OPENING / CLOSING HATCH COVERS ...................................................................... 4 3.8 SAFETY OF PERSONNEL ............................................................................................ 5 3.9 CARGO LASHING ......................................................................................................... 6

4.0 DANGEROUS CARGO CONTAINERS ( IMDG CODED CARGO) ................................................. 1

4.1 DOCUMENTS ................................................................................................................ 1 4.2 PROCEDURES FOR DANGEROUS CARGO ............................................................... 1 4.3 PROCEDURES IN CASE OF DAMAGE TO ANY IMDG CODED CARGO .................. 2

5.0 PREARING FOR SEA ...................................................................................................................... 1

5.1 CHECKING AND RECORDING DRAUGHTS ............................................................... 1 5.2 CHECKING STABILITY CONDITION ............................................................................ 1 5.3 ASSESSMENT OF WEATHER CONDITIONS .............................................................. 1 5.4 SECURING CARGO, HATCHES AND OPENINGS IN THE HULL ............................... 1

6.0 MOORINGS IN PORT ...................................................................................................................... 1

6.1 GENERAL MOORING GUIDELINES ............................................................................ 1 6.2 TENDING TO MOORINGS ............................................................................................ 2 6.3 GENERAL SAFETY HAZARD WITH MOORINGS. ....................................................... 3 6.4 MOORING OPERATIONS ............................................................................................. 3 6.5 MAINTENANCE AND RECORD KEEPING ................................................................... 4

7.0 REEFER CONTAINERS ( LOADING/DISCHARGING/CARRIAGE GUIDELINES ) ....................... 1

7.1 CARRIAGE OF REEFER CONTAINERS ...................................................................... 1 7.2 PRIOR LOADING ........................................................................................................... 1 7.3 PROCEDURES ON LOADING REEFERS .................................................................... 1 7.4 CARE OF REEFER UNITS DURING VOYAGE ............................................................ 2 7.5 DAILY MONITORING CHECKS .................................................................................... 3 7.6 DISCHARGE OF REEFER CONTAINERS ................................................................... 3 7.7 SPECIAL CARE & CLOSE MONITORING OF REEFER CONTAINERS ..................... 4

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7.8 DEFROSTING OF REEFER UNITS .............................................................................. 4 7.9 CORRECT DEFROST SETTINGS ARE CHILLED CARGOES--- 12 HRS, FROZEN

CARGOES - - 24 HRS. ....................................................................................... 4 7.10 REPORTING PROCEDURE DURING VOYAGE OF MALFUNCTIONING REEFERS 4

8.0 COLD WEATHER PROCEDURES .................................................................................................. 1

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

9.1 PREPARATION FOR DRY-DOCKING / REPAIR FACILITY ......................................... 1 9.2 REPAIRS AT FACILITY OTHER THAN SHIPYARD ..................................................... 1 9.3 DRY DOCK WORK. ....................................................................................................... 2 9.4 DOCKING PLAN ............................................................................................................ 2

10.0 DANGEROUS GOODS LABELS AND PLACARDS ........................................................................ 1

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

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

APP 1.1 GENERAL ...................................................................................................................... 1 APP 1.2 RESPONSIBILITY OF THE MASTER ........................................................................... 1 APP 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER ........................................................... 1 APP 1.4 RESPONSIBILITY OF THE CHIEF ENGINEER............................................................ 1 APP 1.5 DELEGATION OF DUTIES & RESPONSIBILITIES ...................................................... 1 APP 1.6 CARGO PROCEDURES ................................................................................................ 1 APP 1.7 SAFETY PRECAUTIONS WHEN LOADING /UNLOADING ......................................... 2 APP 1.8 STANDARD PROCEDURES ......................................................................................... 3 APP 1.9 BALLAST SYSTEM ........................................................................................................ 4 APP 1.10 MONITORING TRIM & STABILITY ............................................................................... 4 APP 1.11 BUNKERING .................................................................................................................. 5 APP 1.12 HANDING OVER / TAKING OVER THE WATCH ......................................................... 5

APPENDIX 2 - SHIP SPECIFIC CHECKLISTS ............................................................................................ 1

CHECKLIST NO. 1 - PRIOR ARRIVAL PORT ................................................................................ 1 CHECKLIST NO. 2 - PRIOR DEPARTURE PORT ......................................................................... 1 CHECKLIST NO. 3 - UPON DEPARTURE ...................................................................................... 1 CHECKLIST NO. 4 - OPERATIONAL SAFETY CHECKLIST ......................................................... 1 CHECKLIST NO. 5 - .... WEATHER MONITORING IN PORT & ACTION IN CASE OF ONSET OF

HEAVY WEATHER ............................................................................................. 1 CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS ............................................ 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 ............................................................................................................. 4 1.4. POLLUTION CONTROL ................................................................................................ 5 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 ................................................................................. 3 DECLARATION ............................................................................................................................ 4

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

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

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

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2. CHIEF ENGINEER’S 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..................................................... 7

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

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Prepared by : MSQR Checked by : Director (Marine) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Directors Rev. Date : Jun 2016 Revision Sheet : Page 1/1

REVISION SHEET

When it becomes necessary to revise contents of this manual, the issue of a new page(s) in the relevant section will be made. Amendments will be highlighted by (!) ; New Insertion will be highlighted (!!). These revised pages will bear a revision number and date and will be listed on this page which will be new every time there is an amendment. Master/Chief Engineer is to initial below after insertion into the controlled copy held by them.

REVISED PAGES(S) MASTER/ CHIEF ENGINEER

REVISED PAGES(S)

MASTER/ CHIEF ENGINEER

NO DATE INITIALS NO DATE INITIALS Complete Container Manual Revised and Edition No.2 Is the successor.

Dec 10

Table of Contents : All Revision Sheets : 1/1 Mangt. View : 1/1 Section 8 : Pg. 1/2 Appendices Index: Pg. 2/2 Appendix 5 : Pg. 1/7 Master Self Audit Checklist : Pg. 1/1

Jun 2016

Table of Contents : All Revision Sheet : 1/1 Management View : 1/1 Section 3 : 5/7 Appendices: Index 1/1 Appendix 2: Checklist Index 1/1 Appendix 2: Checklist No.1, Pg. 1/1 Appendix 3: Bunker Checklists, Pg. 1/3-3/3

Jan 12

Table of Contents : 2/2 Revision Sheet : 1/1 Appendices : Index 1/1 Appendix 5 : All

May 12

Table of Contents :All Revision Sheet : 1/1 Appendices : Index 1/1 Appendix 5 : All

Feb 2014

Table of Contents : All Revision Sheet : 1/1 Management View : 1/1 Appendices Index : All Appendix 3(A) : All Appendix 3(B) : All Appendix 4(A) : All Appendix 4(B) : All Appendix 5 : All

Dec 2014

Table of Contents : All Revision Sheets : 1/1 Mangt. View : 1/1 Appendices Index : All Appendix 2 : Checklist 6

Jun 2015


Prepared by : MSQR Checked by : Director (Marine) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Directors Rev. Date : Jun 2016 Management Review : Page 1/1

MANAGEMENT REVIEW

SECTION REVIEWED DATE REMARKS INITIALS

ALL 12/10 Complete Container Manual Revised and Edition No.2

DSH, SR

ALL 01/12 Complete Manual revised as per Revision Sheet DSH, PNS

ALL 02&12/14 Complete Manual revised as per Revision Sheet VMS, PNS ALL 06/15 Complete Manual revised as per Revision Sheet VMS, PNS

ALL 06/16 Complete Manual revised as per Revision Sheet MSQR

This is a quality review of the system and/or procedures on a yearly basis to consider the need for system improvement. When these reviews are done, comments from the Masters’ review will also be taken into

account.

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) SECTION 1 : Page 1/2

1.0 INTRODUCTION 1.1 PURPOSE OF MANUAL

The contents of this manual are to be followed in conjunction with the "Safe Transport of Containers by Sea" published by International Chamber of Shipping (ICS) and the World Shipping Council (WSC),

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 Container ship in order to attain safe and efficient Operations.

However, nothing in this manual or in any regulations issued by the Company or the

ship's charterers should be construed 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 judgment and good seamanship.

This Manual details the policies & measures adopted by the Company for safe and

efficient operation of Container ships under its management and control. Attention of all persons whether employed ashore or on board vessels is drawn to these policies to which they must abide and be guided by. Suitable references have been made to other documents where individual policy or subject matter has been described in more detail.

1.2 Publications

All Managed Container vessels are to maintain the latest edition of the following publication:

1. Safe Transport of Containers by Sea 2. IMDG Code

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 GMDSS equipments are being checked by the duty officers during the watch and that watches are being done safely

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1.4 TRAINING

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

Officers and crew involved with cargo operations would have received shore based training including STCW training.

On board Training, mainly for junior officers and support level staff on containers ships will consist of gleaming information and knowledge from Video presentations ( VOD) , WFOM Booklets, SMS Documentation CD, Publications on board and Practical on the job training.



2.0 OPERATIONS 2.1 Pre Arrival Checks and Procedures.

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

2.2 Departure check list.

On completion of cargo operation, a departure check list, is to followed. Departure checklist is provided in Appendix II of this manual.

2.3 Cargo Documents

Vessels are to compile cargo documents as per the requirements of the commercial operators/owners. Notice tendered to port authorities and vessel traffic system as and when required.

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. Chief Officer to ensure all required cargo papers have been received including instructions re: special cargo, Reefers, IMDG, final bay plans. Sailing ROBs of fuel and freshwater to be noted. Ensure port clearance and any other certificates if given to port authorities are received back on board. IMDG cargo manifest is to be placed on bridge.

2.4 Dealing with Authorities

Good liaison with shore authorities should be maintained appropriate for the efficient running of vessel and also for any emergencies that may arise. To this end all important phone numbers viz. Agent, fire department, port authorities etc. should be to hand. Close contact with cargo planners should be maintained and any non-conformity with regard to stowage and / or stability of vessel brought to their immediate notice to plan alternative stowage where feasible. In some ports port authorities may require notice prior sailing of vessel and same should be tendered when appropriate. Full cooperation and due courtesies should be extended to all authorized representatives of owners, charterers, meteorological office and flag state / port control offices.

2.5 Handover Notes

Company’s policy is that all officers prepare hand over notes for their relievers.

The hand over notes are to be sighted by the Master and later filed.

Handing over notes provide continuity in the conduct of shipboard operations and as such is a neccesity that all profresional officers follow.

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.

An Explaination of the next loading and discharge operations. This should also be

covered by a brief procedure. 1. Deck maintenance programs. 2. Suspected areas in cargo system. 3. Training programe. 4. Performance of Officers, Pumpman, Fitter, other crew. 5. Pending items on the maintenace programe 6. Status of Requisitions.



3.0 GENERAL INFORMATION ON THE CARRIAGE OF CONTAINERISED CARGO 3.1 STUFFING CONTAINERS

'Stuffing' is the term used for loading and stowing goods inside a container. This operation is frequently done away from the port, often by the manufacturer or shipper of the cargo. The same principles which are applicable for handling and stowing break-bulk cargo in the hold of a ship apply to goods being loaded into a container. A container which is stuffed by the shipowner, or an agent who groups together small amounts of cargo into one container, is known as a LCL-less than container load. This system is akin to carrying conventional general cargo, and the goods are carried at the carriers' responsibility. A container which is stuffed by one shipper is known as a FCL-full container load. The shipper bears the responsibility for correct packing and securing of the goods within the container, and indemnifies the carrier against all loss, damage, expense and liability which may result from inadequate packing or securing. Also the carrier is not responsible for:

3.0.1.1 Shortage, provided the container is delivered with the original seal

intact. 3.0.1.2 The suitability of the goods for carriage in the container. 3.0.1.3 Incorrect setting of refrigeration controls, although this does not remove

the requirement for the OOW to check the setting upon loading.

There are built-in securing points provided within the container to which the cargo can be lashed. Other methods for securing the cargo in the container include utilizing a locking stow, and using shores and wedges. The interior floor is usually timber, so that timber securing can be nailed to it.

3.2 CONTAINER CONSTRUCTION

The IMO Container Safety Convention" provides for containers to be built to an approved design, constructed within fixed parameters and properly maintained. This is usually achieved by classification society approval of the design and construction, which is indicated by an approval plate fitted on the door end of the container. They are inspected every two and a half years, the date of the last inspection should be stamped on the approval plate. There is also a system for inspection on a continuous basis, known as an accepted continuous examination program. The approval plate is stamped ACEP and is not marked with the inspection dates.

The dimensions of containers have been standardized by the International Standards Organization. ISO containers are 8ft wide, and usually 8ft or 8ft 6in high, though Hi-Cubes of 9ft 6in high are popular in the American trades. 20ft long containers usually have a maximum gross weight of 22.32 m/t, 40ft long containers usually have a maximum gross weight of 30.48 m/t. Some USA operators use containers of non-standard lengths, though usually their lifting fittings are compatible with the ISO



standard lengths. Often maximum weight carried in containers is decided by the maximum carriage capacity of the road transports in countries of shipment.

Containers are weatherproof, but not watertight, so they will not withstand the entry of water if they are submerged, or left standing in deep pools of water. They should be capable of withstanding a hose-test. They are designed to be handled by a vertical lift at the top four corner castings. Hence it is preferable that container handling equipment utilizes a spreader which fits directly on to the container. Alternately a rectangular spreader with four sling hooks at the corners for vertical lift may be used. In certain trades spreaders are impractical to be used due to the lifting gear employed. In such cases 4 wire rope slings with hooks can be used, however the angle the sling makes to the vertical should not be more than 30 deg. When hooks are engaged in the corners they must be pointing outwards for a safe lift. Often on land fork lift are used to lift the containers using the special slots in the base. Containers are designed to rest on the four base corner castings. They must not be stowed with any weight resting on the bottom rails structure as this may cause damage by deformation or warping.

3.3 TYPES OF CONTAINER

3.4.1 GENERAL PURPOSE. Usually a steel structure with doors in one end. 3.4.2 OPEN TOP. The roof is covered with canvas supported by portable cross

beams. These containers cater for heavy or awkward loads, which can be lifted in through the top rather than loaded through the doors. They also cater for tall cargoes which can project above the roof, as long as they are given top stow on the ship!

3.4.3 OPEN SIDED. The sides are open to permit easy stowage and handling

of longer cargoes, and may be covered with netting, PVC curtains, grills or gates. They also cater for over-width cargoes which can project beyond the sides, but these need special stowage slots on board ship.

3.4.4 FLAT RACK. This has no roof or sides, and often the end can be folded

down to save storage space when they are empty. They cater for heavy, awkward and over-sized loads.

3.4.5 BOLSTER or PLATFORM. This consists of the deck structure only. They

are used to form a floor for un-container-able cargo, carried on the ship on a port to port basis. They are also used for large, awkward loads, and for loads which are over- length, over-width, or over-height, or any combination of these, such as unpacked boats, as long as suitable stowage slots are available on the ship.

3.4.6 VENTILATED. This has ventilation grills fitted in the top and bottom of the

side plating to permit natural ventilation.



3.4.7 FANTAINER. This can be fitted with an electric motor to aid air-circulation

with the aim of reducing condensation. 3.4.8 INSULATED (or CONAIR). This permits the use of cooling air to be blown

in from the ship's refrigeration systems, via ducts. 3.4.9 REEFER. This has its own built-in electric refrigeration machinery which is

capable of maintaining the set temperature to within fixed limits, and control the rate of air changes. Some of these containers are fitted with diesel generators, so that the refrigeration machinery can be operated ashore, and on ships which are not specially fitted for the carriage of reefer containers or in non-reefer slots.

3.4.10 BULKER. This has ports cut into the roof to facilitate loading, and a hatch

cut into the lower non-door end to facilitate emptying. 3.4.11 TANKER. This consists of a tank with a maximum capacity of between

19,000 and 24,000 litres, fitted within a 20ft container frame. It may be specifically constructed to carry a single product, and is often owned by the manufacturer of the product carried. Some of these containers have heating units which have to be plugged into the same power socket as the reefer containers above.

3.4.12 SPECIALISED. Containers have been adapted for the transport of live

animals, and to provide self-contained accommodation for personnel or offices.

3.4 CONTAINER SEALS

Strict monitoring of the seals on the container door must be undertaken. At all stages of the transport chain they should be checked whenever the container is handled. This is to ensure that the cargo is safe from pilferage, and that the container is secure from stowaways and smugglers. It is usually the responsibility of the tally clerk to check that the serial number on the seal is the same as that given in the shipping document. However, it is good practice for the OOW to undertake spot checks to ensure that this number is being verified correctly. It is recommended that there are strict controls on the issue of seals, to avoid criminal activities. They, should be tamper proof, difficult to forge and have a unique code number. They should be fitted by the shipper and removed only by the receiver, who should retain them until he is satisfied with the delivery of the goods. Sometimes, the seals are removed by Customs authorities when they open a container to examine its contents. This may be done on board or ashore, but should always be done in the presence of the OOW or someone else who represents the shipowner. After such inspections, a new seal should be fitted, and a record made of its number on the shipping documents.

3.5 CONTAINER MARKINGS

Containers are identified by a unique ten-digit code, consisting of four letters which identify its owner and a six-figure serial number-e.g., OCLU- 123456. Other numbers identify the size and type of container. Containers loaded with dangerous cargo



must have the correct markings to indicate the IMDG classification of the goods.

3.6 MONITORING CONTAINERS

Duty offices should ensure that all containers are stowed in the same positions as

shown on the prestowage plan. This is to check that containers are properly separated for each discharge port, and that the weight distribution is compatible with stress and stability requirements. Container stack limits must never be exceeded. It is important to check that containers of IMDG cargoes are segregated and separated correctly. Any discrepancy to be reported to the Chief Officer or Master.

All Seals are to be examined to check they have not been tampered with. Duty officers should also monitor that the tally clerks are checking the seal number against the number declared on the shipping documents.

All open or unsealed containers, including empties and open top containers,

should be checked for stowaways and contraband. Damaged containers are to be reported to the Chief officer or Master. Special

attention should be given to all containers being stowed on deck, to ensure that rain or seas cannot pass through any damage to the container shell and cause damage to the goods inside

It must be ensured that reefer and fantainers are connected to the ship's electrical supply as soon as they are loaded, and that the machinery is operating correctly. Settings to checked and it must be verified that they are in agreement of the requirements of the shipping documents. it is also a good practice to log the temperature at the time of loading- and discharging. Partlow charts on the containers, must be checked for the container temperature maintained ashore prior loading.

Checks must be made that the cargo is securely lashed on all open containers, and that any portable covers are in place and properly secured. It is good practice not to stow any open containers on deck if it can be avoided. Securing arrangements agree with the ship's plans. Lashing/securing operation should be carried out in a safe manner. Special attention should be paid to access to containers high above the deck, particularly with open-top or other roofless container. All containers carrying dangerous cargo should display the appropriate labels and placards as required by IMO regulations.

3.7 Opening / closing hatch covers

Hatch cover operations are frequently carried out on board container ships but due care is necessary to prevent damage by incorrect operation. Most cellular container


Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Rev. Date : Jan 2012 SECTION 3 : Page 5/7

vessels have lift on / lift off type hatch covers and these are operated by shore cranes.

Before opening hatch covers, it must be ensured that all securing including Hatch

cleats, Jumping stoppers, King bolts etc are cleared and that no obstructions are present. Before placing hatch covers back, it must be ensured that no obstructions in the form of loose gear, damaged plating etc are present and coamings are clear. Cargo watch personnel must be present on site when opening/closing hatch covers to ensure above. Vessels operation manual or manufacturers instructions must be consulted for information on correct stowage of hatch covers. There may be procedures, restrictions or limitations for stowing hatch covers one on top of the other and these must be correctly followed.

After closing hatch covers, they must be secured with Hatch cleats, Jumping stoppers, King bolts or applicable devices to prevent movement at sea.

A check must be kept of the container twist locks and turnbuckles which may be left on top of the hatch covers taken ashore after opening the hatch covers.

3.8 Safety of personnel

In port stevedores board the vessel for lashing, unlashing and cargo operations and their safety whilst on board is the vessels responsibility. It is important to understand that any injury caused to stevedores or shore personnel due to a condition on board being unsafe, can result in very large claims to the vessel. On board containerships there are several potential safety hazards in the cargo working area and these will have to be identified, made safe and monitored to ensure continued safety. All obstructions/protrusions on deck must be Marked / Highlighted, safety rails / guard rails, walkways, ladders, handholds etc must be maintained in good condition and safety ropes/nets must be rigged where necessary. Any unsafe condition and or defect with respect to safety rails, walkways, ladders, hand holds etc to be attended immediately and rectified. Defects relating to above safety structures to be immediately advised to Technical and safety department. In the event vessel’s crew observe unsafe practices followed by port stevedores, it should be brought to their immediate attention. If the Port stevedores fail to adhere to safe practices, Master should notify the foreman or authorities in charge for the loading and unloading operations. A letter of protest to be issued to the port stevedores and charterers and company informed. Personnel should not be near / under objects like Containers, Hatch covers etc then these are moving overhead. When hatch covers are closed, forced ventilation must be operated for a suitable period of time before man entry into cargo holds. Safe access to and from the vessel, its cargo working areas and cargo holds must be



provided and maintained at all times. All cargo working areas and accesses must be adequately illuminated

All necessary measures will be taken to eliminate any potential danger in the working areas. On noticing any oil, grease or other slippery material anywhere, they must be wiped off immediately and reported to the Duty Officer. The crew member on duty shall monitor the cargo handling operation, and warn the stevedore foreman of potential dangers and take further actions as required to prevent any injuries to personnel. It is recommended that any unsafe practice noted by ship staff, if not corrected immediately be brought to the notice of stevedores by a written statement and signed by the responsible stevedoring person.

3.9 Cargo Lashing

Cargo securing devices basically consist of portable securing devices and fixed securing devices. Regular inspection and maintenance of ships cargo securing devices must be carried out. These would include routine visual examination of components being utilized, lubrication of securing devices, repair of damaged securing devices and separating out and rejecting damaged/unusable securing devices. An appropriate number of portable securing devices shall always be kept on board. Usually the number of securing devices required on board is governed by figures provided in the vessels cargo securing manual (for max capacity loading). Alternatively if the vessel operator requires a smaller quantity of cargo securing devices to be maintained on board, then that quantity shall be maintained. The consideration in such case is usually the amount of cargo being carried in the given trade. However in any case, cargo that cannot be secured in accordance with the requirements of the Cargo Securing Manual due to shortage of securing devices shall not be carried. A proper inventory and inspection report for securing devices as required by the vessels cargo securing manual shall be periodically prepared and forwarded to the vessel operator. Securing devices not belonging to the vessel must not be used as they may not conform to the vessels Cargo Securing Manual. There is a perennial problem of right hand and left hand twist locks finding their way on board the vessel and this can undermine the integrity of the securing arrangement. The vessel must only have One Type of Twist lock to the maximum extent and all of the vessels Twist locks (right hand opening and left hand opening )must be painted for easy identification. Only one type of twist lock must be used. Twistocks which



open the other way must be separated and kept in the store and not used with the other twist locks. Defective securing devices shall as far as possible be repaired on board and if not possible then these shall be condemned. Shortfall of cargo securing devices shall be reported through the inventory and inspection report and requisition raised to make good such shortfall.



4.0 DANGEROUS CARGO CONTAINERS ( IMDG CODED CARGO) 4.1 DOCUMENTS

Documentation related to the carriage of Dangerous Cargo on board container ships will mainly consist of the following: 1) The vessel must be in possession of a valid Document of compliance with

special requirements for ships carrying dangerous goods. The appendix to this document will contain information indicating class wise allowable locations for stowage of dangerous goods on board.

2) Each dangerous cargo shipment shall be accompanied by a Dangerous

Goods List or Manifest. This manifest shall be set out in accordance to the pertinent regulation of SOLAS and MARPOL conventions and the IMDG code. DG Manifests shall be filed on board and maintained load port wise.

3) Each dangerous cargo shipment shall also be accompanied by a Dangerous

Goods Declaration. This is a signed certificate or declaration that the consignment, as offered for carriage, is properly packaged, marked, labeled or placarded as appropriate and in proper condition for carriage. This declaration may be combined with the container packing certificate as required by the pertinent regulation of SOLAS and MARPOL conventions and the IMDG code. DG Declarations shall be filed on board and maintained discharge port wise.

4.2 PROCEDURES FOR DANGEROUS CARGO

The Chief Officer will ensure compliance with all operational procedure for the safe carriage of IMDG Cargo including display of bay plans showing locations (in color code) of containers carrying hazardous cargo along with relevant Material Safety Data Sheets in crew & officer’s accommodation. The Chief Officer shall prepare a copy of the dangerous cargo stowage plan (indicating DG class & location) along with a dangerous cargo list (indicating Location, Container number, DG class and UN number, IMO number and call sign of the vessel, Master’s name and his signature must be included), these along with any special guidelines from shippers, shall be kept on Bridge (for ready reference of the watch keeping officer) and in Fire wallets at gangways. Additionally, MSDS sheets and all other related information on each voyage to be maintained in a special folder as per procedure for IMDG Cargo.

All DG containers must be checked for proper label/placard as required by the IMDG code. A stock of spare labels/placards must be kept on board.



DG containers must be checked for condition prior loading and leaking or damaged containers posing a hazard, shall be rejected. It must be ensured that all DG containers are loaded in the planned stow position. Any discrepancies shall be brought to the notice of the Terminal planner / Central planner and / or local agent as required. The final condition may be accepted only if meeting all stowage and segregation requirements; else it must be corrected by discharging / shifting concerned container(s). The requisite day/night signals for vessels carrying / loading / discharging dangerous cargo shall be displayed. When handling/carrying dangerous cargo on board smoking shall strictly not be allowed other than in designated smoking areas. Signs/placards shall be appropriately displayed at gangway and on deck. Location and properties of dangerous cargo shall be considered when carrying out any Special work on board such as hot work etc. Other precautions shall be taken when handling dangerous cargo shipments as warranted by good seamanship, SOLAS, MARPOL, IMDG code, local and national regulations. Further guidance for handling D.G cargo is contained in IMDG Code vol 1, 2 & supplement. Emergency Contact Details for each port will be displayed prominently by the Chief Officer in the Cargo Control Room, Radio Room, and should be available with the Master

4.3 PROCEDURES IN CASE OF DAMAGE TO ANY IMDG CODED CARGO

Detailed procedure and action to deal with such emergency will be different for each incident depending on type & quantity of hazardous material involved as also its location.

Any incident involving IMDG Cargo must be reported to the Local Authorities, Charterers, Owners, and Managers in relevant format. (REFER TO SOPEP MANUAL FOR CONTACT DETAILS).

Reference must also be made to the supplement of the IMDG CODE, which incorporates the Emergency procedures for ships carrying dangerous goods ”EMS”, and the Medical First Aid Guide for use in accidents involving dangerous goods (MFAG). Emphasis and effort should be directed towards minimizing escape of hazardous material, its containment within the ship without spreading and



discharge overboard as practicable in accordance with detailed information available.

All crew on board must be familiar with labels and placards and report occurrences to the responsible ship’s officer. Depending upon nature/severity of the incident, emergency stations to be sounded and the incident attended as required under the prevailing circumstances.



5.0 PREARING FOR SEA 5.1 CHECKING AND RECORDING DRAUGHTS

The vessel’s draught on sailing to be visually sighted and entered in the deck log book.

5.2 CHECKING STABILITY CONDITION

The final stability condition of the vessel should be checked on completion of intended cargo work, ballasting and deballasting and bunkering operations. Any variations from initial plans should now be updated and vessel’s stability checked for worst condition until arrival next port. This is to be presented by C/O to the Master for verification prior sailing.

5.3 ASSESSMENT OF WEATHER CONDITIONS

Prevailing weather should be carefully assessed. Weather forecast to be obtained on weather fax and Navtex. All due precautions to be taken if heavy weather is expected or is likely. See information on parametric rolling and IMO guidelines at the end of the manual.

5.4 SECURING CARGO, HATCHES AND OPENINGS IN THE HULL

No securing of cargo within holds is necessary if holds have cell guide for containers. All containers on deck are to be properly lashed as per ship’s lashing plan. All booby hatch openings for holds to be closed and secured with butterfly nuts.



6.0 Moorings in Port

Vessels are to refer to the “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.

6.1 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.

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

6.3 General Safety Hazard with Moorings.

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

6.4 Mooring Operations

Vessels should carry out a “Risk Assessment” for different type of mooring operations. Vessel should have a component called mooring operations in the SMMS and the risk 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.

6.5 Maintenance and Record Keeping

All equipment used in mooring operations should be regularly inspected for defects. Any defects found should be corrected as soon as possible. Particular attention should be paid to the risk of oil leaks from winches, and surfaces of fairleads, bollards, bitts and drum ends should be clean and in good condition. Rollers and fairleads should turn smoothly and a visual check be made that corrosion has not weakened them. Particular attention is drawn to the need to ensure that pedestal roller fairleads, lead bollards, mooring bitts etc are properly 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. Guidance on Inspection of wires and ropes are available in SMS CD. The Inspection of Wires and Ropes should be part of the SMMS or the PMS on board the vessel.



7.0 REEFER CONTAINERS ( LOADING/DISCHARGING/CARRIAGE GUIDELINES )

Reefer containers require special care after they are loaded on board ship. These containers need to be supplied with power, monitored closely for proper function and repaired as required in case of malfunction

7.1 CARRIAGE OF REEFER CONTAINERS

The electrical engineer is to be provided all possible assistance in the prompt connecting up of the reefer containers.

While on passage, the reefer containers need to be monitored twice daily and defective units must be promptly brought to the notice of the Electrical Officer who should be given all necessary assistance to rectify the defects in consultation with the Chief Officer.

The Master and Chief Engineer are to be continuously informed of any defective reefer containers who will contribute by their experience and knowledge and will also keep the Charterers and Managers informed of all such matters.

7.2 PRIOR LOADING Maximum number of reefer containers that are accepted should be the same or less

than the number of sockets provided on board.

Damaged cables to be repaired immediately or renewed fm spare stock.

Reefer socket connections should be checked and ensured in good condition.

Inventory of the reefer spares is to be taken. Vessel should have adequate supplies

onboard from all the lines, otherwise requisition to be raised.for supply prior to next loading. This is also applicable for gases.

All walkway/cross deck/passages lighting is working satisfactorily for safe cargo

operations in ports. Damaged sockets to be replaced as per specific guidelines from operators or owners.

7.3 PROCEDURES ON LOADING REEFERS

Reefers should be plugged as soon as they are loaded, in order to minimize the periods when they are off power. Electrical Officer is to be informed in advance of their arrival. Everything is to be kept in readiness to receive the reefers.

After plug in, the Electrical officer should check the reefer unit is running satisfactorily. It must be also checked that the set temperature and vent condition is as per reefer

manifest provided. Check must also the defrost setting/humidity control on/off and



partlow chart showing correctly. The date and time of shipment should be marked on the partlow chart in order to limit the Vessel’s liability for the carriage part. Any discrepancy between data listed in the reefer manifest and actuals should be brought to the Chief officer/Master’s notice for rectification prior vessel’s departure from that loading port. Any defect in machinery or other visible defect should also be brought to the attention of the Chief officer or the Master.

Personal safety must be ensured while plugging/unplugging The Brekaer and

the Socket should be off. In the units having 220v/440v multiple connectors, the correct connection

must be made depending on the voltage of the ship’s supply. Usually the incoming reefer units are placed in the stevedoring company

custody for 24 hours during which period they are thoroughly inspected for proper working order and then loaded onto vessel, in order avoid problem en route. Despite this several reefer units have problems on arrival; hence the need for thorough inspections by the Electrical Officer is essential. Defective reefers must be brought to the Duty officer / Chief officer / Master’s notice by the Electrical officer so that the shore technicians can be summoned to rectify defects prior departure.

It is the responsibility of the Chief Officer to call all the technicians concerned

in good time so as to complete their reefer inspection / rectification prior departure.

Duty officer should verify the reefer stowage position, especially whether it is

facing the right direction (machinery fwd or aft) for connection purposes. He should also note the plug in time and temperature of each reefer unit.

All reefer containers on board shall be monitored by checking physically at least Twice daily (am & pm) during vessels stay in port. The probability of a reefer container being inadvertently switched off or unplugged while vessel is in port does exist. Also a reefer remote monitor alarm may go unnoticed while vessel is in port

7.4 CARE OF REEFER UNITS DURING VOYAGE

Chief Officer is to maintain a daily reefer monitoring sheet as per list.

Reefer temperatures must be checked twice daily AM/PM and recorded by the Deck Department. Any units showing temperatures differing from set



temperatures must at once be brought to the notice of Electrical officer or Chief Engineer through the Master or Chief Officer. Electrical Engineer and Chief Engineer must attend to the problem immediately. Reefer cargoes are a perishable & precious commodity.

Chief Engineer and Electrical Engineer, must take routine rounds of inspection AM/PM of all reefer units. Any units showing temperatures differing from set temperatures must be attended to immediately. In case of inability to rectify defect, advice / backup must be sought from charterers.

Chief officer to prepare report in operator’s format of all units attended to and

the spares consumed. 7.5 DAILY MONITORING CHECKS Following Daily checks to be carried out

1 Check alarm panel for any alarm display. 2 Check settings/display temperature. 3 Check digital temperature display. 4 Check partlow temperature chart temperature graph for any

abnormality. 5 Check supply/return temperature. 6 Check/date time of partlow chart matches with present date/time.

7.6 DISCHARGE OF REEFER CONTAINERS

Reefer containers being discharged shall be unplugged from power source only just prior discharge. They shall not be unplugged and left on board awaiting discharge for a long time. The power cables and monitoring cables shall be neatly secured so as to avoid any damage during cargo operations. Particular care must be taken in operations involving restow of reefer containers in port. When placed back on board and plugged in, their parameters must be rechecked.



7.7 SPECIAL CARE & CLOSE MONITORING OF REEFER CONTAINERS

Those units carrying Super Freezer(S/F), Controlled Atmosphere(C/A),Cold treatment(C/T),Chilled Meat, Ice Cream, Shell Fish,, High Value and Individually Quick Frozen(IQF) need especially close attention for which the agent/operator will hand over instructions prior loading such type of special shipment reefers.

7.8 DEFROSTING OF REEFER UNITS

This is to be checked and monitored by the Electrical Engineer carefully. Some units like Sabroe / thermoking units have automatic defrost sensor which will do as necessary, some other units defrost is set manually and at intervals of 3,6,12,or 24 hrs.

7.9 CORRECT DEFROST SETTINGS are Chilled cargoes--- 12 hrs, Frozen cargoes

- - 24 hrs. If cargo is hot stuffed or loaded wet, it is necessary to have frequent defrost intervals at first, which can be done by setting defrost timer at 06 hrs or 03 hrs. In such units the defrosting must be closely monitored to ensure that the ice is completely melted from the evaporator fan.

7.10 REPORTING PROCEDURE DURING VOYAGE OF MALFUNCTIONING REEFERS

In the case of a reefer unit malfunction, it should be brought to the attention of Electrical Officer or the Chief Engineer. If any malfunction cannot be rectified by Ship, this must be brought to the charterer’s attention immediately; otherwise for those that are rectified a detailed report in the Charterer’s/ Operator’s format is to be prepared and sent to the Charterers/operators.


Prepared by : MSQR Checked by : Director (Marine) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Directors Rev. Date : Jun 2016 SECTION 8 : Page 1/2

8.0 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 iceing 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. All vessels are to use the checklist for cold weather in the Annex of this section. Pneumatic Valves and Control Systems During periods of cold weather pneumatic valves and control systems may be slow to respond or freeze up and fail to operate. It is particularly important that the drier on any control air compressor is operating correctly. Sea Water Intakes The pressure of water from a sea water intake must be closely monitored, particularly when the ship may be in fresh or nearly fresh dock water, to ensure that the intakes are not being progressively blocked by the formation of ice. Steam to sea chest should be used if icing occurs in the dock water. Fire Line and Other Pipelines When freezing weather conditions are imminent (sea temperature +2oC or air temperature +1oC) or the temperature will drop below zero degrees Celsius, the following precautions must be taken: The fire line is to be drained completely and afterwards drains and valves are to be closed so the fire line 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.

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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.

Ballast tank Vents Check and ensure the cowls and floats are free of ice prior de ballasting/Ballasting operations. Ballast If Vessel has river water ballast, then it is to be interchanged with SW prior entering cold weather 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. Clothing for Crew Ensure Heavy winter clothing for Crew for example Ski suits etc.



9.0 Dry Docking & Repairs at facility other than a Shipyard 9.1 Preparation for Dry-docking / Repair facility

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

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

Other elements include the following:

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

9.2 Repairs at facility other than Shipyard

On occasion where the ship is operational and is required to carry out repairs using shore labour outside a shipyard or dry-dock facility, all activities should be carried out in accordance with the companies and Vessels SMS system. The master shall maintain full control of the repair work and ensure that the vessel is maintained in a safe condition at all times and that the work is carried out in a safe and proper manner. Work Planning meeting should be held prior to the commencement of any work and on each subsequent workday. Work planning meeting should include representative from the vessel and all the contractors involved. The areas of concern and interaction between contractors with special precautions to be taken are to be discussed. Work permits from the safety manual are to be issued as applicable for the relevant repair job. For work in Bunker tanks, a certified chemist should normally test the space and void space. 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



9.3 Dry Dock work.

When a ship is a shipyard, the work is primarily managed and carried out by the shipyard. The safety of all operations rests primarily with the shipyard safety systems even though the operation maybe checked and monitored by the ships staff. 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.

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



10.0 DANGEROUS GOODS LABELS AND PLACARDS Please refer to IMO - IMDG Code, International Maritime Dangerous Goods

Code Chapter 5 - 5.2.2.2.2 Specimen labels.

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Rev. Date : Jun 2015 Appendices : Index Page 1/2

APPENDICES

The Appendix section is for Ship specific checklists and procedures. The number in the Appendix list should not be changed so as to maintain uniformity across the fleet APPENDIX 1: CARGO PROCEDURE .................................................................................................. 1

APP 1.1 GENERAL ...................................................................................................................... 1 APP 1.2 RESPONSIBILITY OF THE MASTER ........................................................................... 1 APP 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER ........................................................... 1 APP 1.4 RESPONSIBILITY OF THE CHIEF ENGINEER............................................................ 1 APP 1.5 DELEGATION OF DUTIES & RESPONSIBILITIES ...................................................... 1 APP 1.6 CARGO PROCEDURES ................................................................................................ 1 APP 1.7 SAFETY PRECAUTIONS WHEN LOADING /UNLOADING ......................................... 2 APP 1.8 STANDARD PROCEDURES ......................................................................................... 3 APP 1.9 BALLAST SYSTEM ........................................................................................................ 4 APP 1.10 MONITORING TRIM & STABILITY ............................................................................... 4 APP 1.11 BUNKERING .................................................................................................................. 5 APP 1.12 HANDING OVER / TAKING OVER THE WATCH ......................................................... 5

APPENDIX 2 - SHIP SPECIFIC CHECKLISTS ............................................................................................ 1

CHECKLIST NO. 1 - PRIOR ARRIVAL PORT ................................................................................ 1 CHECKLIST NO. 2 - PRIOR DEPARTURE PORT ......................................................................... 1 CHECKLIST NO. 3 - UPON DEPARTURE ...................................................................................... 1 CHECKLIST NO. 4 - OPERATIONAL SAFETY CHECKLIST ......................................................... 1 CHECKLIST NO. 5 - .... WEATHER MONITORING IN PORT & ACTION IN CASE OF ONSET OF

HEAVY WEATHER ............................................................................................. 1 CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS ............................................ 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 ............................................................................................................. 4 1.4. POLLUTION CONTROL ................................................................................................ 5 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 ................................................................................. 3 DECLARATION ............................................................................................................................ 4

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

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

1. GENERAL ...................................................................................................................... 1 2. CHIEF ENGINEER’S STANDING ORDERS ................................................................. 2 3. CONTROL OF HAZARDOUS MATERIAL USED ON BOARD ..................................... 4 4. ENGINE ROOM EMERGENCY PROCEDURES .......................................................... 7 4.1 SHIP SPECIFIC PROCEDURES ................................................................................... 7 4.2 MEASURES IN CASE OF FIRE IN ENGINE ROOM..................................................... 7

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

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Container Manual

Prepared by : MSQR Checked by : Director (Marine) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Directors Rev. Date : Jun 2016 Appendices : Index Page 2/2

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 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) ................................................... 1 (!)

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Container Manual

Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID)

Appendix 1 : Page 1/6

APPENDIX 1: CARGO PROCEDURE App 1.1 GENERAL

These standing orders apply to all personnel engaged in cargo operation. A copy of these standing orders shall be permanently maintained in the Ship’s office.

App 1.2 RESPONSIBILITY OF THE MASTER

The Master shall hold overall responsibility for the vessel & her safety at all times. App 1.3 RESPONSIBILITIES OF THE CHIEF OFFICER

The Chief Officer is directly responsible to the Master for the safety of the Cargo operations. Personnel delegated for the duty watchkeeping during cargo operations are directly responsible to the Chief Officer and shall discharge such orders as instructed by the Chief Officer.

Chief Officer to prepare his port orders each port and is to have same available at ship's office and ensure understanding by Duty Officers and same to be complied with by Duty Officers.

App 1.4 RESPONSIBILITY OF THE CHIEF ENGINEER

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

App 1.5 DELEGATION OF DUTIES & RESPONSIBILITIES

Salient Watch Keeping Instructions : The Duty Officer holds responsibility for his watch & shall carry out all instructions as directed by the Chief Officer. Any irregularities, shortcomings, defects & similar occurrences shall be brought to the immediate attention of the Chief Officer.

Duty Officer and duty AB are to be available on deck during cargo operations and their respective watches. Second and Third Officers to share port watches amongst them as per Chief Officer's requirement.

Efficient and effective communications over walkie-talkie to be maintained at all times between Chief Officer, Duty Officer and duty AB .

App 1.6 CARGO PROCEDURES Applicable checklists from the Appendix section of this manual are to be filled. Arrival/departure drafts/trim are to be sighted, logged together with FO/DO/FW and

the Master is to be advised without delay.

Care to be taken while handling ship’s gangway. During cargo operations, the gangway must be frequently adjusted to maintain at a safe level at all times providing easy and safe access and prevent damage. The safety net must always be used and gangway to be correctly rigged.

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Dock water is to be periodically sighted for possible oil slicks, drifting towards the vessel from elsewhere. Particular attention is to be paid during and after bunkering. Port contact telephone numbers for fire brigades, ambulance, police and agent are to be available with the duty officer on deck and posted in the cargo office All storerooms and/or doorways, not in use are to be kept locked at all times, to prevent theft/stowaways and concealment of drugs. Any incident/accident involving ship/shore personnel is to be brought to the attention of the master immediately. The range of tide data, and high/low water timings are to be available on deck at all times, and vessel’s draft is to be closely monitored, to ensure adequate under-keel clearance maintained at all times.

Strict anti stowaway and anti drug and other smuggling measures are to be taken and vigilant watches are to be maintained as per company guidelines.

App 1.7 Safety precautions when loading /unloading

Decks, access to holds, and all other possible places that any personnel ship/shore may need to visit, are to be well lighted, well ventilated where necessary and free of obstruction. Access to vessel, by pilot ladder or gangway, is to be safely secured, well lighted, and free of obstruction. Gangway net to be rigged for the full length of the gangway. No hot work is to be carried out on deck unless permission from port authority has been taken. No smoking is to be permitted on deck. The gangway and moorings are to be tended, frequently checked, and periodically adjusted if need be, for range of tide, change of draft and trim etc.

Port Quarantine regulations are to be strictly observed. Rat guards are to be in position at all the times.

Any other port regulation, and also company’s regulations, is to be complied with at all times.

In case any hazardous goods are being loaded, it must be ensured that this is done according to pre arranged plans. The safety of all personnel is to be ensured at all times:- (a) All persons are to wear proper protective gear when on deck i.e. helmets,

gloves & shoes, and if on heights then safety belts as well. Goggles also are to be used where necessary.

(b) When on deck all personnel are to use the offshore (seaward) walkways while commuting Fore and Aft.

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(c) No personnel are to be permitted to proceed to remote/enclosed spaces in holds/tanks etc., unless accompanied by at least one other person, and without the knowledge of the officer on deck. Enclosed space entry procedures are to be followed correctly. Enclosed Space Permit to be complied with.

(d) No unauthorized personnel are to be permitted on board. (e) No visitors are to be permitted on deck, unless accompanied by ships staff.

No shore personnel (other than stevedores) are to be permitted on deck, without the permission of the Master/Ch. Officer.

(f) No photography is to be permitted on deck. App 1.8 Standard Procedures

1. Duty officer and duty deckhand are to be available on deck at all times. 2 Efficient communications are to be established by Walkie-Talkie, and also

maintained between the deck (Duty Officer), the cargo office (Ch. Officer) and the Master.

3 In most container ports loading and discharging proceed simultaneously.

Ensure that both load plan and discharge plan are available on deck at all times, and monitor operations accordingly.

4 Cargo stowage plan/ ballast plan should be such that following criteria are

met:-

(a) Stability ample: GM to be greater than 0.80 m at all times. (b) Draft: To be in accordance with applicable load line zone /depth

alongside berth. (c) Trim by stern: to be about 0.20 m – 0.40 m whenever possible. (d) Bending moments: to be about 75% or less whenever possible, but

definitely not greater than 99% of limits at any time. (e) Torsional stress: to be up to 50% of limits or less. (f) Shearing forces: to be up to 50% of limits or less. (g) Stack weight limitations to be observed both under-deck / on deck.

5 During loading / discharging operations, endeavor to the keep vessel upright

at all times. 6 All timings of cargo operating including the number of working hooks /

gantries, stoppages etc., reasons for same are to be meticulously recorded in deck log book.

7 All operations are to be closely monitored for damages by

stevedores/terminal operators to the ship, her fittings and/or cargo, and liability notices are to be served as soon as possible, whenever necessary. All such incidents are to be brought to the Masters attention without delay.

8 Special cargoes are to receive special attention as follows:-

a) IMO cargoes are to be segregated, separated and labeled, in

accordance with the IMDG code, and their loading/discharging is to be personally monitored by the Chief Officer.

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b) Reefer cargoes are to be checked for temperature control, and also the working of reefer machinery. Defects if any are to be brought to the attention of shippers, and if any rectification is not carried out, then said cargo is to be rejected. Any variation of temperature at the time of loading to be suitably endorsed on reefer manifest. No TCC (temperature controlled container) to be loaded on out board stack or on 3rd high tier. Suitable protective gloves to be worn by persons handling reefer connections.

c) Special cubic containers are to be monitored in location, for obstruction

/ contact damage with other containers adjacent or in the vicinity or inside hold with hatch cover.

9 All hatch covers are to be battened down, up to completion of cargo

operations under deck. 10 All deck containers are to be lashed prior departure any port. Lashings are

to be taken as per the vessels cargo securing manual. Assistance is to be rendered to lashing gangs regarding the location of lashing materials etc.

11 The unlashing of containers is to be closely monitored for the possible loss of

lashing material, by being carelessly left atop containers, and then being carried ashore during discharging.

12 Any equipment (ladders, spanners etc), loaned to lashing gangs, is to be

recovered from the gang foreman, upon completion / change of shift. 13 On completion of cargo operations a search is to be made on jetty and also

when gantry crane ceases operation for any ships lashing material which may have fallen on jetty or placed there for use but eventually not used. Gantry crane spreader to be similarly checked for any left out material.

14 Fact must be borne in mind that in many container ports some organized

gangs of thieves are operating who steal ships lashing material. Good watch to be kept to prevent such activities.

App 1.9 BALLAST SYSTEM

Chief Officer to ensure ballasting / deballasting operations are carried out as per plan and logged in ballast log. Duty officer to assist Chief Officer as required. Automatic heeling pump to be kept on during port stay and put off prior sailing. Double Bottom Tanks to be ballasted by gravity only.

App 1.10 MONITORING TRIM & STABILITY

Under keel clearance alongside berth should be ascertained. During various stages of cargo operations, large trim should be avoided. Due regard should be given to the fact that due to trim, the vessel should not be sitting on the bottom at any time. Chief Officer to calculate the stability conditions for worst condition until arrival next port and ensure GM does not fall below 0.80 mtrs and that the vessel meets with other criteria of stability as required. Consideration to be given to different load line zones that the vessel may be transiting.

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The vessel’s loading plan is to be entered into the computer to check stack weights are not exceeded, sufficient stability is obtained and sea going stresses are not exceeded. The Master is to be advised of the loading condition at each port. displayed

App 1.11 BUNKERING

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

App 1.12 HANDING OVER / TAKING OVER THE WATCH

The officer of the watch should not hand over the watch to the relieving officer if he has any reason to believe the latter is apparently under any disability which would preclude him from carrying out his duties effectively. If in doubt, the officer of the watch should inform the Master accordingly.

The officer being relieved should inform his relief about at least the following:

(a) The depth of water at the berth, ship’s draught and trim, the level and the time

of high and low waters, status of the moorings and of the anchor(s), state of main engines and availability for emergency use, and other features important for the safety of the ship.

(b) All details of cargo work and stowage plans to be explained with special

emphasis on any IMDG cargoes or any other cargo of special nature. Status on amount of cargo loaded and remaining along with its disposition.

(c) The level of water in bilges and ballast tanks including Heeling Tanks, and the

plan for ballasting or deballasting of tanks with respect to planned stowage and stability.

(d) The signals and/or lights being exhibited. (e) The authorised persons on board and number of crew members required to be

on board. (f) Any special port regulations. (g) The master’s standing and special orders. (h) The lines of communication that are available between ship, and dock staff

and/or port authorities in the event of an emergency arising being required.

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(i) Other circumstances of importance to the safety of the ship and protection of

the environment from pollution.

The relieving officer shall satisfy himself that:

(a) Fastening of mooring and / or anchor chain are adequate. (b) The appropriate signals and/or lights are properly hoisted and exhibited. (c) Safety measures and fire protection regulations are being maintained. (d) He is aware of the nature of any hazardous/dangerous cargo being loaded or

discharged and the appropriate action in the event of any spillage and/or fire. (e) No external conditions and circumstances imperil the ship and that his own

ship does not imperil others.

If at the moment of handing over the watch, an important operation is being performed, it should be concluded by the officer being relieved, except when ordered otherwise by the Master.

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Rev. Date : Jan 2012 Appendix 2 Checklist Index : Page 1/1

APPENDIX 2 - SHIP SPECIFIC CHECKLISTS

APPENDIX 2

SHIP SPECIFIC CHECKLISTS

CHECKLIST NO. 1 - PRIOR ARRIVAL PORT................................................................................. 1 CHECKLIST NO. 2 - PRIOR DEPARTURE PORT .......................................................................... 1 CHECKLIST NO. 3 - UPON DEPARTURE ...................................................................................... 1 CHECKLIST NO. 4 - OPERATIONAL SAFETY CHECKLIST ......................................................... 1 CHECKLIST NO. 5 - .... WEATHER MONITORING IN PORT & ACTION IN CASE OF ONSET OF

HEAVY WEATHER ............................................................................................. 1 CHECKLIST NO. 6 - EXTREME COLD WEATHER PRECAUTIONS ............................................. 1

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Rev. Date : Jan 2012 Appendix 2 : Page 1/1 Checklist No. 1

Checklist No. 1 - Prior Arrival Port VESSEL NAME :

PORT : DATE:

NO. DESCRIPTION YES NO N/A

1. Arrival draught / air draught worked out and found to confirm with the visual draught at berth.

2. Copies of cargo loading / discharging plan available for duty officers and stevedores .

3. Windlass mooring winches tried out and found operational. Oil level checked and refilled as required.

4. Fire plan along with the cargo plan / stability calculation and crew list placed adjacent to the gangway.

5. All hold bilges in dry condition.

6. All scuppers on deck and oil spill bins ( dip trays) plugged in.

7. All LSA / FFA and anti pollution gear in readiness.

8. All mooring equipment in readiness.

9. Relevant flags kept ready for hoisting.

10. Ballasting / deblasting plan for the current loading / discharging operations prepared. Duty officer instructed accordingly.

11. Arrival / departure book filled in.

12. Vessel searched for drugs and contraband and result entered in deck log book.

13. Anchors unlashed and kept ready for use.

14. Pilot ladder in readiness along with life buoy / S.I light / life line / heaving line man rope and over side light.

15. Necessary precautions undertaken for prevention of pilferage from ship / stores and prevention of unauthorized persons from boarding the vessel.

16. Adequate notice to crew and E.R given.

17. Vessel always to be kept ready / prepared for any port state control inspection.

18. Vessel to ensure all gard rails, walkways, ladders, hand holds are in good condition. Safety ropes and rails to be rigged before starting any cargo operation

Chief Officer Duty Officer

Master

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Appendix 2 : Page 1/1

Checklist No. 2

Checklist No. 2 - Prior Departure Port VESSEL NAME :

PORT : DATE:


1. Departure stability condition calculated and found satisfactory and Masters approval taken.

2. All cargo stowed and secured / lashed satisfactory as per vessels plan and requirement. Lashings diskette used to determine adequacy of lashings.

3. All loose gears on deck secured. Life boat lashings checked and tightened.

4. Relevant damage reports issued to the concerned parties and acknowledgement received in case of third party damage.

5. All cargo related documents checked and signed.

6. All bridge controls tested as per CFR and bridge procedure checklist to satisfaction. E/R notified about pilot boarding time.

7. Engines tried out well in advance of pilot boarding time.

8. Adequate notice served to the crew.

9. Verified that all persons are on board and drug / stowaway search carried out.

10. All cargo hatches checked and secured / battened down with manual and hydraulic cleats.

11. Windlass / mooring winches tried out and in readiness for unmooring operation.

12. All watertight doors, hold entrances, sounding pipe caps closed.

13. Arrival / departure book filled in.

14. Port authorities / vessel's agent informed about readiness to sail out


Master

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Checklist No. 3

Checklist No. 3 - Upon Departure VESSEL NAME :

PORT : DATE:


1. Anchors and mooring equipment secured. Spurling pipe covered and sealed.

2. Gangway secured in place and lashed. 3. Side door closed and secured. 4. Plugs on deck scuppers and of oil dip trays taken off. 5. All loose gears on deck secured. 6. Life boat lashings checked and tightened. 7. Container lashings checked and tightened as required. 8. Flags unrigged and stowed in designated locker. 9. All cargo / container lashing gears secured at designated place / bin. 10. Safety fire rounds taken on deck and accommodation place.


Master

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Checklist No. 4

Checklist No. 4 - Operational Safety Checklist VESSEL NAME :

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

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

2. No visible defects in life boats, life rafts, life buoys etc.? 3. Life rafts dated last service? 4. Spot check - fire hoses, nozzles, hydrants & extinguishers 5. Deck light checked? 6. Portable instruments like O2 analyser, ,

Explosimeter, etc. working and calibrated?

7. Fixed fire fighting system operational, i.e. CO 2 System 8. International fire connections accessible? 9. Emergency lockers sealed? 10. Engine Room fire equipment checked? 11. Engine Room Housekeeping ? 12. Oxygen/Acetylene bottle stowage? 13. Charts & Publications meet voyage requirements? 14. All Charts/Nav. pubs corrected to latest NTM before

arrival port?

15. All navigational equipment reported reliable? 16. Oil Record Book correctly completed? Date of last entry? 17. Garbage Record Book correctly completed Date of last

entry?

18. Communication equipment checked

Latest Log Book Entries (Deck) Test/Drill Fire/Boat Man O’bd Enclosed Space Steering

Drill Oil Spill L/Boat In

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

Gene Emgcy Fire Pump

Emgcy Compressor

Liefeboat Engine

Fixed Fire System

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

Chief Engineer Master

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Appendix 2

Checklist No. 5 : Page 1/1

Checklist No. 5 - Weather Monitoring In Port & Action In Case Of Onset Of Heavy Weather

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 forecast broadcasts from various sources including but not

limited to: VHF, NAVTEX, Inmarsat "C" etc.

4. Additional moorings made fast to berth ford and aft. If shore mooring crew unavailable, ship’s crew may be sent on to jetty to make fast lines on bollards subject to local regulations.

5. Engines put on standby. 6. Ship’s crew tending to moorings and gangway regularly. 7. In case of excessive wind speed, and if it becomes increasingly difficult to keep the vessel

alongside, with signs of mooring winch brakes slipping, cargo work operations stopped by Chief Officer, after hold covers are re-stowed.

8. Port Authorities contacted by Master to arrange tugs to keep vessel alongside. 9. Full crew standing by at unmooring stations, after securing the deck cranes/hold covers

and vessel for sea.

10. Chief Officer started distributing ballast on board to reach a seagoing condition. 11. In the event that the weather shows no signs of improving, risk assessment done by

Master and if staying alongside is not a safe option for the vessel, a plan has been made to depart port (in consultation with Port Authorities) and proceed to a safe anchorage area, or steam well clear of any coastal hazards.


Master

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Rev. Date : Jun 2015 Appendix 2 Checklist No. 6 : Page 1/2

Checklist No. 6 - EXTREME COLD WEATHER PRECAUTIONS

VESSEL NAME :

PORT : DATE:

NO. DESCRIPTION YES NO N/A FORWARD DECK AREA 1. Forepeak Store bilge wells cleaned and dried 2. Forepeak Store ventilators shut 3. Forward whistle covered completely with waterproof canvas, to avoid use in cold

weather. Airline drained regularly, if practicable

4. Foremast floodlights fully covered, to be uncovered only prior arrival port 5. Forward Rope Hatch hinges to be freshly greased, packing to have coat of

grease, to prevent ice formation and subsequent seizure. All rollers/chocks greased.

6. All mooring ropes to be kept inside store until just before arrival. 7. Mooring winch/windlass hydraulic motors to be started and kept running, from 24

hrs prior to arrival in sub-zero zone until 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 Ballast Tank vents to be checked visually every day, to ensure ice build up

has not frozen float spheres in position.

2. All Ballast Tank entry manhole nuts to be completely free & well greased. 3. Ballast valve hydraulic Power Pack unit to be kept in operation throughout

passage during sub-zero temperature period.

4. Deck Fire line drained at the lowest point. Drain plugs and all hydrants on deck and around accommodation kept open. Store room hydrants and Forepeak Store hydrant opened to drain water out of their respective branch lines. Deck Fire Main valve shut.

5. Ballast water in tanks to be lowered so that the water is below the air pipes to prevent freezing if ballast water in air pipes. Top side ballast tanks to be filled to no more than 85% capacity.

6. Ballast tank air vents to be kept covered when not in use to prevent cold air entering the line and cause freezing of ballast.

7. In case possible try to keep ballast moving by circulation. 8. Hatch operation hydraulic pump to be kept running after opening the

recirculation valve/s provided at the extreme ends of the line.

9. Sounding pipes of all ballast tanks that are full to be filled with Glycol-water mixture

10. 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.

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

12. Deck compressed air line to be drained frequently and used every day, to prevent inner moisture from icing up. Extension flexible air hoses to be ready, to use Engine Room connection in an emergency, if deck air line blocked by ice.

NAV. BRIDGE DECK 1. Bridge front window washing line to be kept fully drained, and not to be used in

sub-zero climate.

2. A/C damper for bridge front glass heating activated, heating switched on and 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. 5. Aft whistle to be tried out once every 4 hours.

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NO. DESCRIPTION YES NO N/A 6. All batteries (in Bridge Deck & Emergency Gen. Rm. Battery Spaces) to be kept

on slow charging.

ENGINE ROOM Under no circumstances operate M/E on 'astern' if there is ice on water.

Pilot should be told about this and additional tug may be taken on charterer's a/c. Keep all parties informed.

1. One steering motor to be kept running continuously, even when alongside. MSW. LO, JCW, steering gear, windlass and mooring winch motors not in use to be provided with heating using cargo clusters. Insulation of motors to be checked prior starting any equipment.

2. Reduce E/Room ventilation to minimum requirement, to cut down on cold air ingress.

3. Start steam injection to sea chests, and temperature control of cooling water, at least 48 hrs before entering cold weather area. In case provided, vessel should use the re-circulation system provided from aft peak or any other ballast tank for M/E and A/E cooling. In case above arrangement not provided, sea suction filters to be frequently rotated and cleaned to prevent choking due to ice entering the filters.

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

5. Heating on for Emergency Generator Room, Diesel tank to be no more than 90% full.

6. Check if emergency generator is provided with an arrangement to disconnect and hang off the canvas bellow provided to radiator so that cold air does not cause starting problems.

7. Outboard bunker tank fuel could be transferred to the empty inboard tank to prevent drastic fall in fuel temperatures

8. Settling tanks to be filled completely before reaching port and heating should be kept open at all times.

SAFETY EQPT. 1. All lifeboat freshwater rations to be removed and placed in a warm area, prior to

entering sub-zero temperatures area. (Note: All on board to be informed location)

2. Extra greasing to be done of lifeboat davits and winches. 3. Lifeboat engine cooling water to be replaced by glycol AFT DECK AREA 1. Mooring winch hydraulic motors to be started and kept running, from 24 hrs prior

to arrival in sub-zero zone until 24 hrs after departure from same zone. Keep winches on slow turning from approx. 6 hrs prior arrival port.

2. All rollers / rope hatch lid to be free, and 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 and cleared immediately, especially

along the gutter bar and 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 through, valves shut, and drains filled with

Glycol.


Master

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) New insertion : Dec 2014 Appendix 3(A) : Page 1/6 Bunker Transfer Procedures

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1.1.3. ASSISTANT TO BUNKERING OFFICER (TWO ER RATINGS)

Undertake the following duties under supervision of bunkering officer: -

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

1.1.4. SPARE MEN - AS DESIGNATED BY CHIEF ENGINEER

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

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

1.1.5. DECK DEPARTMENT - PERSONNEL SHOULD ENGAGE IN THE FOLLOWING ITEMS

OF WORK TO ASSIST IN THE BUNKERING OPERATION.

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

surface in the vicinity of the ship. 1.2. INFORMATION

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

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

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

1.2.6. PRESSURE TESTING OF BUNKER PIPE LINES Bunker line to be pressure tested to its working pressure annually onboard. Twice in 5

years, in Dry Dock, it should be tested to 1.5 times of the design pressure.

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

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1.3. PRECAUTIONS

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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iv) Check final sounding v) Clean up containment trays and put back all materials in store.

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

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

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

1.5. QUALITY AND QUANTITY CONTROL

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

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

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

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

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

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

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

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

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

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

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

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.

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

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

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

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

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

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

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

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

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

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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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) 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

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

Tank No.

Grade Volume of Tank @___%

Vol. of Oil in Tank before

Loading

Available Volume

Volume to be loaded

Total Volumes

Grade

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3. Adequate electrical insulating

means are in place in the barge-to-ship connection.(34)

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

Bunkering Ship Barge Code Remarks

5. The barge is securely moored.(2)

R

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)

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Bunkering Ship Barge Code Remarks

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

A R at intervals not exceeding…….minutes

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

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

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

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

A R Nominated Smoking Rooms Ship/Tanker: Barge:

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

R

4. Checks Prior to Transfer Bunkering Ship Barge Code Remarks

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

R

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

R

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

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

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

For Ship For Barge

Name Name Rank Rank Signature Signature Date Date Time Time Record of repetitive checks:

Date:

Time:

Initials for Ship:

Initials for Barge:

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Rev. Date : Dec 2014 Appendix 3(B) : Page 1/3 Bunker Checklists

Appendix 3(B) : Bunker Checklists 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.

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NO. DESCRIPTION YES NO N/A 18. Save-alls- empty and plugged. 19. Inform Master that bunkering is about to commence 20. Unused manifold connections are blanked off. 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.

Note : Bunkering Safety Checklist between the Bunker barge/shore and ship from the Safety Manual is to be completed.

This section of checklist is completed on_________________at________________Hrs By_____________.

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.

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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, 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 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.

14. 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

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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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) New insertion : Nov2014 Appendix 4(A) : Page 1/8 Engine Room Procedures

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

Please refer to Sec 11 of SBM I All vessels have detailed manufacturer’s manual for various machinery in the Engine room. The manuals cover both operation of the machinery and their maintenance. All Permits to work including Enclosed space entry and hot work permit are in the Safety manual and to be used as applicable. When maintenance is being carried out on any equipment, the equipment must be isolated (Lock out & Tag out). Isolation permit in Safety Manual to be completed. Appendix 3 of this Manual contains the Bunker transfer procedure and the Bunker transfer checklist. Appendix 4 of this manual contains the Engine room checklists. Sample of Chief Engineers standing orders and Instruction 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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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) New insertion : Dec 2014 Appendix 4(A) : Page 6/8 Engine Room Procedures

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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4. ENGINE ROOM EMERGENCY PROCEDURES

4.1 SHIP SPECIFIC PROCEDURES Ship specific procedures are to be drawn up and kept in a file in the Engine room. At a minimum, the following emergency procedures are to be included:

1. Measures in case of Black – Out ( Black out recovery procedure shall be made and posted in the ECR). All Engineers have to be familiar with the Black-out recovery procedure.

2. Manual start of the Emergency Generator

3. Flooding of Engine Room – Vessel to also refer to Checklist 15 of Section V of MCCM.

4. Failure of cooling system for Main Engine and Auxillary Engines

Any other emergencies can be included as applicable to the Engine room

5. Failure of Purifiers

4.2 MEASURES IN CASE OF FIRE IN ENGINE ROOM In case Engine Room is manned, following procedure is to be followed by the person who notices the fire: - Sound the fire alarm. - Inform Bridge/ECR.

Fight the fire locally with available firefighting equipment. The below mentioned measures are taken when the fire is spread out and beyond control with available firefighting equipment in Engine Room platforms. • Stop bunkering operations if in progress. • Operate emergency stop switch for F.O. & L.O. pumps . • Operate emergency stop switch for E/R fans . • Operate quick closing valves as applicable. • Emergency generator to be started if it has not already automatically started. • Emergency fire pump to be started. • 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 followed.

In case of grounding, following procedure is to be followed with reference to Engine room: Main Engine is to be stopped if it has not already tripped. Change over to high sea suction. Sound all double bottom tanks and cofferdam to assess any rupture of hull. Ensure that there is no changes of E/R bilge levels. Main Engine to be inspected thoroughly. The following to be checked/tested:

o Holding down bolts and chocks. o Crankshaft deflection. o Mechanical control gear. o Main bearing clearances.

- Intermediate shaft and its bearing to be checked. - Stern tube system for possible leakage. - Following to be done only after approval discussion with office - Turn engine on turning gear. Observe T/Gear load (Amps) on panels after

discussion with office. Check for any abnormal noise or vibration. - Inspect Steering Gear. Check rudder movement to ascertain that no leakage

of hyd. oil or distortion of rudder stock have taken place. - Any attempt to refloat the vessel with the help of Main Engine must be out

after ascertaining that no damage to engine, gearings and shafting caused due to grounding.

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Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved 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. 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 maneuvering 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 Maneuvering Book

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25 Main Engine tried out on fuel in both directions from Bridge

26 Steering gear checks carried out & check list complied with.

27 M/E Jacket cooling water pre-heating steam opened if required

AT FINISHED WITH ENGINE (FWE)


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 maneuvering.


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E/R CHECKLISTS NO. 3 - DEPARTURE PORT VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A



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.




10 Main Start air reservoirs pressed up and drained of water. Reserve bottle isolated.


12 All loose equipments/received stores adequately secured 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

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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 maneuvering. Give controls to Bridge.


31 At standby take all Counters and Flow meters and record them on Maneuvering Book

AT COMMENCEMENT OF PASSAGE (COP)


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



REMARKS :


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E/R CHECKLISTS NO. 4 - SHIFTING VESSEL NAME : PORT : DATE: NO. DESCRIPTION YES NO N/A



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.




10 Main Start air reservoirs pressed up and drained of water. Reserve bottle isolated.


12 All loose equipments/received stores adequately secured 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

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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 maneuvering. Give controls to Bridge.


31 At standby take all Counters and Flow meters and record them on Maneuvering Book

AT FINISHED WITH ENGINE (FWE) 32 All Counters and Flow meters taken and recorded on

Maneuvering 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



REMARKS :


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Container Manual

Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Rev. date : Dec 2014 Appendix 4 E/R Checklist No. 5 : Page 1/2

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 _

WALLEM

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Container Manual

Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Rev. date : Dec 2014 Appendix 4 E/R Checklist No. 5 : Page 2/2


32 All tank sounding pipes closed

33 Tank top / bilge wells no leaks/level below alarm float

34 Sump tanks / WO tanks / Sludge tank level/temperature normal

35 cavenge 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. Synchronise the incoming generator to the bus bar and close the ACB

STARTING FROM ENGINE CONTROL ROOM ( Remote Start)

Make sure control is on Auto. Turn Start/ Stop knob on Main Switch Board to Start. Generator

will start, Automatically synchronize with Main Bus Bar and come on Load The generator should preferably be started from Local station STOPPING

1 Offload the outgoing Generator and open its ACB on Main Switch

Board to Open Position

2 Run the Engine Idle for about 10-15 mins, and then turn engine Start/Stop knob to Stop Position


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Container Manual

Prepared by : MSQR Checked by : Director (Marine) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Directors Rev. Date : Jun 2016 Appendix 5 : Page 1/7

APPENDIX 5 - WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) General The guidelines and instruction in this annex are additional to the requirements of Marpol. Vessels are to comply with Marpol requirements and the instructions herein are voluntary additional company requirements based on industry best practice and our own experience. Environmental Ethics Environmental Compliance is extremely important to Wallem. There is an expectation that each and every employee, both ashore and afloat, demonstrates the Company’s commitment to protecting and sustaining the environment. The Company has made available to all employees an Open Reporting Line, served by a 24-Hour phone (852 2876 8363 ) and a dedicated email mailbox ([email protected]), intended to facilitate the reporting of environmental non-compliance activity, environmental hazards, or a breach of any regulatory or Company policy related to environmental protection. It is a requirement and expectation that every individual with knowledge of any deviation from Wallem Environmental Compliance Program or any otherwise unethical conduct shall report this to their department head or to the DPA as soon as practical. Marpol Compliance statement All crew members joining a Wallem managed vessels are to sign a Marpol compliance statement. Coverage 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.

WALLEM

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Container Manual

Prepared by : Marine Supdt (SID) Checked : Director (SID) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Director (SID) Rev. date : Dec. 2014 Appendix 5 : Page 2/7

Marpol I ( WMCP ) – Engine room waste The additional requirements are mainly with respect to Engine room bilges. The Engine room wastes controls are mainly under three subsections:

1. Bilge water and OWS 2. Sludge and Incinerator 3. Recoding in ORB

Marpol I ( WMCP ) – Bilge water and OWS Following are the requirements for Bilge water and OWS which is also captured in the Mind map on the next page. OWS Discharge Pipes : They should be painted in Distinctive colour. The flanges should have numbered seals on the bolt to prevent unauthorized removal. The seal numbers should be recorded In the PMS. Visiting superintendents should check the actual seal numbers against the numbers in the PMS during attendance. Joining Chief Engineers should check the numbers on the seal against the numbers recorded in the PMS at the time of joining. Joining Chief Engineers should also remove one section of pipe* within one week of joining to ensure that the pipe is clear of oil. This should be done with office approval for breaking seal. After inspection, new seals to be put and records in PMS updated. * in the presence of the outgoing C/E if time & operational constraints permit. Control of Portable pipes : All portable pipes and pneumatic/portable pumps on board are to be kept in locker / box. The key for the box/locker is to be kept with Master & Chief Officer. A Register is to be maintained to record purpose for which pipes/ pumps are removed/used. All pipes should be tagged for their purpose. Oily water separator : The operation of OWS is to be done only under direct supervision of Chief Engineer and during daytime. Notice should be displayed at OWS sampling valve stating 'Fresh water not to be opened during operation of OWS'. Notice to be also displayed stating the OWS operation is to be done only during daylight and under supervision of Chief Engineer'. OCM compliant with MEPC 107(49) should have a stencil mentioning that ‘date/time in UTC’. Vessel should carry sufficient spares for Bilge pump and OWS. Vessels should have spare Coalescer/cartridges for OWS. Others: Bilge and Sludge lines should be completely isolated. If there is a common line, one section to be removed and blanks inserted at open ends. Seals should be inserted at the blanks. Discharge line isolated with the only common point being the shore connection. Office should be informed before making any modification to any of the lines. Office will then inform Class and Flag. Ships will be instructed to proceed only after the approvals are in hand. Emergency Bilge valve and bilge suction valve of pumps ( GS, Fire pump ) to be sealed. Seal to be removed every three months with office approval to move the valves. New seals should then be put on the valve and the SMMS updated. To minimize the possibility of suction of containments, floating oil and/or oily water exceeding 15 ppm which may compromise the efficiency of the OWS equipment, care should be exerted when disposing bilge water through the OWS, to avoid operating the OWS unit when the level in the BHT is reduced to less than 20% of the tank capacity

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Container Manual

Checked by : Director (SID) Revised by : Marine Supdt Edition No. 3 : December 2010 Approved by : Director (SID) Rev. Date : Dec 2014 Appendix 5 : Page 3/7

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Marpol I ( WMCP ) – Sludge and Incinerator Following are the additional requirements for Incinerator:

• Necessary spares on board for sludge pump and incinerator • Old spares of incinerator such as nozzles kept for showing to PSC inspectors

Marpol I ( WMCP ) – Oil Record book entries Below is a mind map of additional requirements on ORB entries. Vessel to comply with MEPC 1./Circ 736 for entries in ORB.

Change of Chief Engineer New Chief engineer should carry out the following on his joining;

• Check pipeline drawing with layout • Check no connection between sludge lines and bilge lines • Check seal number against records in SMMS • 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.

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• Any defects to be advised immediately to vessel’s superintendent and Manager • Complete the Chief Engineers WMCP Self audit checklist and send to office with selected

photographs within 7 to 15 days of joining

Superintendent attendance Any office superintendent attending a managed vessel to check all items as below:

Change of Master

• Complete the Master’s WMCP Self audit checklist and send to office within 7 to 15 days of joining

Dry Dock work Following additional work to be done during dry-dock :

• Bilge tank to be cleaned • Bilge separated oil tank cleaned and heating coils checked • All sludge tanks to be cleaned and heating coils cleaned, tested and repaired as required. • 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

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• 15 PPM monitor calibrated/checked by vessel or manufacturer authorized workshop

Marpol V - Garbage Following additional measures on Wallem ships:

• Plastic garbage bags are restricted to 150 pcs only. Vessel to maintain inventory of the garbage bags and these to be in custody and control of the Chief Officer

• Vessel to use only biodegradable bin liners • Vessel to have wheelie bins for easy storage and disposal • EGB wash water to have independent system for storing and disposal • Correct Entries in Garbage logs as per actual disposal of garbage both quantity and time wise.

Chief Officers should not make entries on rough estimate. • Master’s should verify the entries in the Garbage log. • When vessel is in special area, placard should be put up stating that vessel is in Special area

with the discharge restrictions. • Vessel to have compactor based on trading pattern and garbage storage

Marpol Pollution Prevention Equipment (MPPE) The below guidelines are designed to meet the requirements of environmentally critical equipment as mentioned in Element 10 (Environment Management) of TMSA. The following equipment’s are considered as Marpol Pollution Prevention Equipment (MPPE) :

1. Oily Water Separator 2. ODMCS 3. Incinerator 4. Sewage Treatment Plant 5. Comminuter

In event of any failure or operation significantly below specifications of above mentioned MPPE which cannot be rectified by the ship’s complement, the Master must immediately report the matter to the office, to seek guidance for restoring normal operation. When any MPPE is deemed to be in-operational, vessel is required to discuss with the office and implement alternate methods of retention, transfer and disposal of the affected waste as appropriate and in compliance with Marpol requirements. Prior to the vessel’s arrival in port, the following must be complied with for non-functional MPPE: 1. The office to obtain “Dispensation Letter” from Flag State Administration authorizing to sail the

vessel without the operating equipment until such time it can be repaired. The dispensation letter must be sent to the vessel prior to arrival at the next port so that the Master can present it to the Port State Control authorities

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).

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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.

WALLEM SHIPMANAGEMENT LTD. Container Manual

Prepared by : MSQR Checked by : Director (Marine) Edition : Edition No. 2 Issue date : Dec 2010 Approved by : Directors Rev. Date : Jun 2016 Appendix 5 : Page 1/1 Master Self Audit Checklist

WALLEM MARPOL COMPLIANCE PROGRAM (WMCP) – Masters Self Audit Checklist Name of the Vessel: Date: ____________

Notes for Master: The checklist is to be checked and filled within 7 to 15 days of joining. The completed copy of this checklist is to be sent to the Superintendent with copy to the fleet. Any deficiencies noted should be sent in the text of the mail.

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

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

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

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

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

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

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

2.4 For Tankers, ODMCS is operational and records in ORB ( Cargo ) are in order 3.0 Marpol Annex V 3.1 Is the Garbage segregation satisfactory on the vessel?

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

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

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

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

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

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

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

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

3.9 Officers aware of Wallem requirement for PSSA? For Bulk carriers, officers aware that cargo residue can be disposed in PSSA with office

approval?

3.12 Officers aware of no garbage disposal(including food waste) in Bohai Sea and Torres strait Name of the Master: _______________ Signature : _________________

(!)

(!) (!)

WALLEM SHIPMANAGEMENT LTD. Container Manual

Checked by : Director (SID) Revised by : Marine Supdt Edition No. 3 : December 2010 Approved by : Director (SID) New Insertion : Dec 2014 Appendix 5 : 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 : _________________