M.T.

TORM CHARENTE CHIEF OFFICERS STANDING ORDERS

All officers to read, understand and sign the relevant loading / discharging plan. Any doubts should be clarified immediately. VALVE AND LINE UP: On taking over the watch, the relieving officer must check that all the valves have been correctly set for the operation (s) in progress. Throughout the watch period, he should regularly check that the valves remain correctly positioned. ADDITIOINAL PRECAUTION SHOULD BE TAKEN IF THERE IS MORE THAN ONE GRADE OF CARGO ON BOARD. Ship-shore safety checklist and other relevant checklists should be reviewed once every watch to ensure the required conditions are always maintained. Port and company regulations are to be strictly observed and a close watch is to be maintained on the gangway, moorings and the loading arms / hoses at all times. Independent tank overfill alarms should be on at all times during loading and discharging. Loading / discharging rates are to be calculated on an hourly basis by the duty officer and any major deviation from the expected rate is to be investigated and brought to the notice of the chief officer immediately. The loadicator should be online during any loading / discharging operation and stresses should be monitored. Save the latest condition in the relevant folder at the end of every watch. The duty officer should ensure that the deck is sufficiently manned at all times to meet the operational requirements and to cope up with any contingency. He should also ensure that regular rounds are taken on deck and in the accommodation. Also deck duty hands should frequently check over side for any trace of oil. Prior De-Ballasting or draining of water one deck by taking out the scupper plugs, a visual sheen test to be made by the Duty Officer and same to be logged down in log book. The scuppers to be never taken out and the area left un-attended. Procedures for moorings: Chief officer to ensure that vessel is always secured when alongside berth. He has to pass standing instructions to duty officers regarding same.

As far as practicable no mixed moorings to be used.

 Mooring ropes to be made fast in correct manner as recommended in OCIMF book Effective Moorings. Take two round turns on first bit followed by figure of eight on double horns. Fire wires to be rigged in accordance with terminal regulations but the eye of the wire should be 1.5-2.0m above the water level at all times. Ensure that the Ropes are evenly wound on the Drums as Vsls Mooring Winches do not have any Split Drum. Moorings to be tended to regularly by quartermasters and reported to duty officer

Loading:
Ullages of the topped off tanks should be continuously monitored and frequently verified while the other tanks are filling. Isolation of those cargo lines may be considered to make all operations safe. The ship should be kept upright at all times and the trim should not exceed 3.5 m in a normal operation. Any further increase in trim / list should be brought to the notice of the chief officer. CRITICAL OPERATIONS: Procedures for topping of tanks: All topping of cargo tanks to be done by closed means i.e. by means of vapor locks. Other persons involved in topping of cargo tanks will be pump man and cadets. Chief officer will be in cargo control room assisted by the duty officer. In case extra manpower is needed call extra hands including the next duty officer. All topping of tanks will be done by manual gauging and NOT by remote gauging systems. Tanks to be constantly monitored from ullage of 3 meters. Special care to be taken topping up slop and residue tanks as being small in size they tend to fill up faster. For residue tank constant monitoring to be done from the time of filling till completion ( Residual tank will never be used for loading operations).

 Radios with charged batteries to be used for topping operations. If at any stage radio contact is broken, open up slack tank and stop loading in tank, which was being topped up. Topped up tanks to be regularly monitored for any ingress of cargo after valves have been closed. Never try to squeeze in extra barrels than max working levels of 98 %. THE CHIEF OFFICER SHOULD BE CALLED WHEN ANY TANK REACHES 5 M ULLAGE WHILE LOADING AND 15 M WHILE DISCHARGING. ALSO HE SHOULD BE IMMEDIATELY INFORMED IF THE STRESSES ARE INCREASING MORE THAN 85% SEAGOING AT ANY TIME OF THE OPERATION. ON COMPLETION OF EACH GRADE, THE VALVES, WHICH ARE NOT REQUIRED TO BE KEPT OPEN, SHOULD BE CLOSED AFTER DRAINING THE TOP LINE (S). THE VALVES, WHICH IF ACCIDENTLY OPENED CAN CAUSE INTERMINGLING OF CARGO, SHOULD BE MARKED / LASHED TO PREVENT ACCIDENTAL OPENING. AT THE COMPLETION OF DISCHARGE, THE TOP LINES SHOULD BE DRAINED INTO THE RELEVANT TANKS AND ALL THE VALVES IN THE SYSTEM SHOULD BE CLOSED. THESE VALVES MUST BE OPERATED UNDER MY DIRECT SUPERVISION. DISCHARGING: AT THE COMMENCEMENT OF DISCHARGING, START THE CARGO PUMPS ONE BY ONE AND AT THE MINIMUM STIPULATED R.P.M. ONCE THE FIRST FRAMO PUMP HAS STARTED AND DISCHARGING HAS COMMENCED, CONFIRM EVERYTHING IS ALRIGHT ON THE SHIP AND ASHORE BEFORE STARTING ANOTHER CARGO PUMP OR BEFORE INCREASING THE PRESSURE ON THE MANIFOLD.ALWAYS OPEN THE MANIFOLD VALVE WHEN THE PUMP DISCHARGE PRESSURE IS ATLEAST 1 BAR ABOVE THE MANIFOLD PRESSURE. STRIPPING PROCEDURE DISCHARGE BULK CARGO FROM TANKS THROUGH THE MAIN DISCHARGE VALVE REDUCING HYDRAULIC PUMP PRESSUER AS THE ULLAGE DROPS.SINCE THE IMPELLER IS JUST 2.5 CMS FROM THE TANK TOP MAXIMIUM CARGO CAN BE DISCHARGED THROUGH THE MAIN VALVE.KEEP IN MIND THAT THE PUMPS SHOULD NOT BE MADE TO RACE FOR VERY LONG AS IT RESULTS IN EXCESSIVE WEAR AND TEAR OF PUMPS. WHEN LAST 1 OR 2 CMS ARE LEFT CLOSE THE DISCHARGE VALVE AND STOP THE PUMP.

 HOSE FOR STRIPPING.

CONNECT THE FLEXIBLE

TURN LOCAL CONTROL VALVE ANTI CLOCKWISE; SWITCH ON POWER OF INDIVIUAL PUMP IN CCR AND INCREASE REMOTE CONTROL LEVER TO MAXIMIUM POSITION. START PUMP AND INCREASE PUMP PRESSURE TO APROX. 80 ~ 100 BAR. LOCALLY

OPEN STRIPPING VALVE. OPEN AIR VALVE FULL.

AS THE IMPELLER ACTS AS ANON RETURN VALVE THE CARGO IN THE PUMP STACK IS PUSHED UP THE STRIPPING PIPE. REDUCE THE AIR PRESSURE ON THE PUMP STACK BY THROTTLING ON THE AIR VALVE AS THE CARGO COLUMN DROPS. THROTTLE THE AIR PRESSURE TO KEEP A MAX. OF APRROX 2 BAR PRESSURE IN THE PUMP STACK. AS THE PUMP STACK IS EMPTY THE AIR ESCAPES THROUGH THE IMPELLER AND THE PUMP BEGINS TO RACE INDICATED BY THE NOISE AND THE FLUCTUATION OF THE PUMP HYD. PRESSURE. IMMEDIATELY SHUT OFF THE STRIPPING LINE VALVE AND SHUT THE PUMP. TO ENSURE THE TANK IS DRY. Procedures for shutting of valves: Pump man is the designated man for ensuring all valves on deck are shut on completion of cargo operations, prior to sailing of vessel. He has to report to chief officer on completion of task. All valves related to cargo systems, ballast systems, oily water overboard, framo system valves and hydraulic pumps to be secured prior to sailing. No valves to be opened during sailing without the approval of chief officer. REPEAT THE PROCEDURE

Procedures for emergency shutdown and communication: Prior to transfer of cargo establish with shore procedures for emergency shut down of cargo. Procedure can be by word of mouth of radio or vhf or a sound signal given on ships whistle or shore siren. Establish clearly sequence of events, which will have to be carried out on activation of emergency shutdown signal. Before start of cargo operations means of communication with shore have to be established. Means of communication can be by shore radio or vhf. Priors to start of critical part of cargo operations ensure vessel has good radio contact with shore or barge. Any problems are to be rectified at the earliest. During critical phase of operations make radio contact regularly to ensure reliability of communications means

35,000 DWT TANKER LOADING AND DISCHARGING INSTRUCTIONS:

To be complied at all times: Prior to start of operation duty officer to personally check the following: Fire and safety gear in readiness for port operation. Pollution prevention gear in readiness. All accommodation doors kept shut. All manifold valves /crossovers to be checked shut and confirmed numerically with ccr. Cargo line up as per load/discharge plan. Shore manifold connection as per plan. All Ig Inlets locked open if loading single grade. Hydraulic level in hyd room to be checked. Sea line pressure gauge reading All p/v valves are moving freely. Status of all manifold and slop line x over valves. Warning signs to be placed at the gangway and adhered to. During operations: Fire wire to be checked and adjusted to regularly. GWay and Moorings to be tended at all times GWay log to be maintained. All entries and exit from the vessel to be reported to CCR Frequent rounds on deck. Check over side. Same to be logged in CCR log.

Deck duty hands to report to OCR when leaving deck. */handing over watch. All spills / leaks to be attended to immediately. * and reported to the ccr. Keep deck clear of oil at all times Special care to be taken, when ullaging and sampling to prevent oil on deck. Ship/shore communication, to be checked frequently and at least 30 mins prior TOPPING TANKS. Do not change or handover watch within 1 metre of topping up ullage or stripping tanks. Incase of any hydraulic leak isolate the valve or box by closing the isolation valves. Hourly rates to be calculated when practicable. Maintain a record of the hourly ullage Ullage of tanks not in use to be monitored periodically to check valve integrity. Ensure Pump man and deck duty hands are fully aware of all cargo & ballast operations On completion of sampling, all bottles to be tagged and cleared from deck. No CARGO samples in the CCR. Keep vessel upright at all times & More so whilst topping up or stripping tanks and prior final gauging of tanks. Keep a watch over side when deballasting Ballast tanks. Gangway log to be inspected by O.O.W. Keep CCR LOADICATOR updated at all times (incl Ballast) and compare the LOADICATOR Drafts with VISUAL drafts. Ullages of tanks to be checked twice every watch and compared with Saab gauges. Stresses to be checked every hour and ensure within limits CCR never to be left unattended. Ensure sufficient personnel on board at all times to deal with emergencies. Manifold watch to be present at all times. No tank domes /openings to be opened to release pressure /sampling without permission. OF COF The following entries in CCR log. (In addition to the normal operational entries.) Status of all critical valves like manifold x over have to be written down in cargo operations log with VALVE NOS. Starting / stopping times and delays for each grade. Starting and stopping of all Cops and ballast pumps lncr or decr in Load / Disch rates. Changing over / Topping up / stripping of tanks. Manifold connection and disconnection times. Starting and stopping of IGS. Log IG pressure and 02 % every 1 hrs At change of watch a brief summary of all operations in progress including status of Ig valves indicated on Ig status board in CCR. ADDITIONALLY AT LOAD PORT: Commence loading by gravity in one tank, ensure receiving cargo, check for leaks and when satisfied increase loading rate gradually to maximum agreed. All emergency connections for line stripping are shut and blanked. Maximum loading rate per tank is 650 m3 per hour for cargo and slop tanks.

When one manifold in use and 4 tanks open max rate is 2600 m3/hr Closely monitor the pressure build up in cargo tanks. Venting has to be through individual P/V valves ensure P/V valves are turning freely prior start of operation. P/V valves will lift at pressures of 2100 mm, varying from tank to tank. Do not top off more than two tanks at a time. Continuous monitoring of tanks within 3.0 M of topping off ullage. Compare Saab gauge with manual ullage at 10.0 M / 5.0 M record same Do not HESITATE to CALL ADDITIONAL MANPOWER if required. ADDITIONALLY AT DISCHARGE PORT: When starting pumps with tanks all 98 % full ensure that hyd by pass valve is shut so that Pumps can be controlled from ccr. Also watch the discharge pressures, which will indicate starting of the individual pump. Discharging at terminals with high backpressures, open the manifold valve only when the Pump is doing 4 - 5 kgs otherwise shore tank cargo will rush into ships tank and cause an overflow. Watch the Saab system very carefully with tanks 98 percent to note any ingress of cargo in tanks during starting of cargo pumps. System Pressure to be at least 20 bars higher than the maximum consumer. If oxygen exceeds 5 % call engine room immediately (VERIFY ACTUAL AND AS READ BY O2 RECORDER) Give duty engineer sufficient notice prior stopping power packs. Slow down COP well in advance prior reaching stripping stage. Continuous monitoring of tank within 1.00 M of completion. Check empty tanks again prior stopping COP for completion of grade. Hourly check of power pack temperature and system temperature. At temperature of 65 deg C 1 power pack will automatically down load. When temp goes back to 60 deg C they will come back on. Purging routine for framo pumps cofferdams: Purging routine to be carried out at following times: Immediately prior loading, 1 or 2 days after loading, if leakage obs then Purge every day otherwise immediately prior discharging and finally after Discharge. Connect air hose to the purging connection and open air. Open the exhaust Trap valve and collect all the liquid in a measuring jar to measure the Quantity. Liquid can be cargo, water or hydraulic oil. Keep blowing air till air starts coming out of purge pipe. There is no fixed Time for purging one tank. It depends on the amount of liquid in the Cofferdam. But on an average time required will be 5 to 10 minutes

Per tank. It is very important to carry out purging routine very regularly. A Blocked Cofferdam can damage the pump seriously. Records to be maintained for every voyage and sent to office on completion Of same. The amount of liquid collected does not matter as such but if there is a Gradual increase with every routine then it is a cause of concern, which will Require remedial action.

CARGO OPERATION SHOULD BE IMMEDIATELY STOPPED IN THE EVENT OF: 1) 2) 3) 4) 5) 6) 7) FIRE ON THE SHIP OR ON THE TERMINAL EXCESSIVE SURGING OF THE VESSEL OVERFLOW, LEAKAGE OR SPILL OF CARGO ON DECK OR IN A SPACE OTHER THAN A CARGO TANK DISCOVERY OF CARGO CONTAMINATION SITUATION LIGHTNING STORMS IN THE VICINITY OF THE VESSEL HAZARDOUS SITUATION ON THE SHIP OR SHORE WHICH COULD SOON DETERIORATE INTO A SPILL OR FIRE OCCURANCE OF ANY INCIDENT OR SITUATION WHICH WILL CALL FOR THE FULL ATTENTION OF THE DUTY OFFICER OR SIGNIFICANTLY DISTRACTS HIM FROM HIS ABILITY TO MANAGE THE CARGO OPERATION APPARENT MISUNDERSTANDING WITH THE SHORE REGARDING A SIGNIFICANT CARGO OPERATION.

8)

ANY OTHER SITUATION, WHICH MAY THREATEN THE SAFETY OF LIFE, SHIP AND CARGO. Procedures for reporting discharge of oil in water: All reporting to be done as per company Shipboard oil pollution plan (SMPEP). Copies of SMPEP are with master and chief engineer on board. CALL CHIEF OFFICER: 1 hour prior completion of grade. When tanks reaches 5.00 M Before Topping Off Ullage (loading) // 15.0 M (discharging). If the ratio of loading is to de-ballasting is not matching and varying by more than

2 hours. If framo system temperature exceeds 60 C. If SF / BM goes beyond 80 % sea condition. O2 of Tanks exceed 7% & O2 of line exceeds 5% IG not being able to cope up with rate of discharge, ie, When the pressure comes to 500mmWG If vessel will not be able to maintain a UKC of 0.5m Any leakages observed from pipelines, on deck or anywhere around the vessel. If things are not going as planned or unable to stick to plan. At any time you are in DOUBT or you NEED me.

ADDITIONALLY CALL MASTER WHEN: On Commencement / completion of cargo watch. Any breakdown. Cargo plan deviation in 2 hours range. Oil sheen in water. Any leaks on deck. Lightning in vicinity. UKC less than 1.0 m. Any mooring line Parts.

SAFE AND POLLUTION FREE OPERATIONS TAKE PRECEDENCE OVER ALL OTHER ACTIVITIES.

CHIEF OFFICER (Harjeev Kochar )

MASTER (Capt.Sanjay Kumar)

THIRD OFFICER

SECOND OFFICER

THIRD OFFICER

TNO