Owners Briefing- Dockwise

ANGLO-EASTERN

OWNER’S BRIEFING- DOCKWISE

NAME: ______RANK: ______

JOINING VESSEL ______DATE JOINED AESM______

LAST VESSEL ______DATE S/OFF ______RANK ______

A. Organization Structure of Owners 1 Owners operate from Papendrecht, Netherlands. Important persons are: Eugene van dodeweerd- Primary contact Herman van Raaphorst- Secondary contact B. Owner’s Requirements- Reporting/ Circulars 1 Please read the Heavy Lift Manual and Dockwise Fleet Circulars in detail.  Ocean Manager- Knowledge manager > AESM Hong Kong > 01 Ship Board Manuals and Plans>206 HLM  Ocean Manager- Knowledge manager > AESM Hong Kong > 02 Documents for ships > Briefing and Owner Specific Information > 02 Owner Specific > Dockwise > Instructions > AE Issued > HKG > Fleet Circular 2 Every seafarer onboard has the right and the responsibility to stop unsafe acts and conditions and this includes the activities being carried out by the sub-contractors onboard vessel. The ship staff has the full support of both Dockwise and Anglo-Eastern in this regard. It is expected that ship staff utilizes their stop work authority to prevent unsafe acts and conditions from escalating further. NINA (No Injuries No Accidents) Dockwise being a part of the Business Unit Transport & Marine Services in the Boskalis Offshore Energy Division and therefore has adopted the NINA Safety Program. The safety vision statement clearly expresses the stand in regards of safety: “People are our most valuable assets, making safety a core value. Our goal is: No Injuries No Accidents. This is embedded in the company’s culture and supported through Values and Rules. All employees, including our sub-contractors, are expected to take these values and rules to heart” This vision statement underlies the Safety Program NINA (No Injuries No Accidents) (www.boskalis-nina.com). The program is adopted by AESM Team Dockwise and being implemented on board the Dockwise fleet from 2016 onwards. The Vision statement is supported by five Values and five Rules that have been specifically developed to provide guidance to all employees both in regards of expected behavior and risk management. Refer to the vessel specific goals prepared after the “NINA on board” sessions. 3 In line with AESM/DW requirement to ensure vessels are supplied with good quality Personal Protective & Safety Equipment, these will be supplied through a selected vendor from Netherlands. Overalls, Jackets are supplied through Scandia. Gas and welding Personal Protective Equipment are supplied through either by Unitor or Drew as per your ship’s service provider for gas/welding supplies. Ensure that your raise separate vessel requisitions for these items. Refer fleet circular 05/13 as amended for details. 4 Please read the safety related memo dated May 2013 addressed to Masters and ship- staff onboard all Dockwise vessels by the CEO of Dockwise. The memo reiterates the objective “Zero incidents, Zero injuries” and reminds the ship staff to take care of each other, attend toolbox meetings before any operation & discuss the procedures involved and keep a watchful eye on danger for others. 5 Please ensure that all mooring equipment onboard including mooring winches, mooring bitts, mooring ropes, mooring wires and fairlead rollers are maintained in good condition. All mooring equipment on-board must be identified with their SWL and have valid certification. SWL of mooring equipment should not be exceeded under any circumstances. Owners Briefing – Dockwise Revision: 3 Page 1 of 8 Issue Date: 01 Jun 2017 ANGLO-EASTERN

Masters are reminded that even when the cargo operations are being conducted by a third party, they remain responsible for the safety of the people and the vessel. Masters must raise their concerns in case they notice any unsafe practices during this process. 6 Vessel should use appropriate means of personnel transfer from the facilities available on board after carrying out proper risk assessment. It must be ensured that the boarding personnel are wearing SOLAS approved flotation devices prior to transfer by boats or in baskets. 7 Please refer fleet circular 14/12 for the precautions to be taken when conducting cargo operations from any workboat. Important points:  Risk assessment must be completed for workboat operations  .  When laying a rope in the workboat all crew must stand at the bow or opposite side from stowed rope during passage to the cargo.  Workboat must approach cargo on the side the rope is laid to prevent passing ropes over workboat crew heads.  Crew to be made aware of the dangers of standing in the bight of a rope. Carry out a Tool box talk with all workboat crew. Please review the message and presentation for sharing of fleet Incident - Workboat Operation - Tool Box Talks 8 Please refer fleet circular 13/12 for the checks required in maintenance free batteries. 9 All vessels have now been supplied and fitted with the Diesel Doctor Engine performance monitoring system. Please ensure that following completion of engine performance monitoring tests, data is analysed and rectification carried out as required to ensure optimum engine performance. If required, please discuss the findings with your superintendent.

On completion of tests all results should be recorded on company forms Tec 06A1, Tec 06A2 or 06B depending on engine and submitted to office complete with Diesel Doctor files with monthly returns. 10 Please note that it is Master’s responsibility to communicate any problems or issues out of the ordinary to the vessels superintendent immediately. The office will not be able to support or assist if the ships staff are not communicating and sharing their problems with office. There have been many situations where the office is either not being kept informed of what is happening on board or where damage to equipment has occurred due to those undertaking the work not being familiar with what they are doing. Please refer fleet circular 11/12 for details. 11 A new reporting procedure is applied towards the owner requirement for the reporting of the NON ROUTINE SITUATIONS.

1. IN CASE OF NON ROUTINE SITUATIONS, the vessel must use the below e-mails ASEM – To the respective fleet e-mail ID Dockwise cc: [email protected]

2. Incident reports to DW QSHE

The formatted reports are to be made in the company forms (Ocean Manager) after investigation on board. The pdf copies of these reports are to be sent to the Dockwise QSHE Department dedicated email address: [email protected] Injury Reports Incident Reports Near Miss Reports

Please refer to fleet Circular 07/15. 12 Please refer to the fleet circular 03/14 which assists senior officers to complete appraisal reports taking into account the specific activities carried out on board Dockwise heavy lift/submersible vessels and to identify any additional training requirements. Do note that a new appraisal system for DW fleet has been implemented. 13 Understand the process of transferring deficiencies between TEC 31 and the Dry Dock Specifications. 14 It was noted that the axe and block were used for emergency cutting of the cargo

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mooring lines during a vessel visit. This method could expose the crew members to dangers such as snap back or sudden tension on the mooring lines due to cargo movement or wind-age. A safer solution would be to install a weak link (small diameter rope) to secure the end of the mooring line to the winch drum. In an emergency situation the mooring line would be allowed to pay out to its termination where the weak link would part freeing the rope. Please install a weak link/ small diameter rope and remove the axe and block combination for cargo mooring line emergency release. 15 Please plan the maintenance jobs properly. If maintenance becomes overdue, a valid reason must be provided by the vessel explaining why this has happened and the intended actions to complete maintenance accordingly. 16 Please read and discuss the incidents sent by the company (especially Safety Flash) in the QHSE meetings. 17 Dockwise have enlisted the assistance of the Dutch Marines - Vessel Protection Detachment (V.P.D) in order to improve crew safety during High Risk Area transits. It is imperative that the Master (SSO) and VPD commander have regular daily meetings to review the envisaged risk in the next 24 hours, discuss any improvements to the hardening or watch keeping rota and any other matter that can improve or assist the VPD in executing their duties. The VPD are on board for the crew’s protection and as such assistance is to be given to them. Please be guided by DW Fleet Circular 06/15. 18 Crew joining vessel via shore launches should ensure that the launch has sufficient life jackets and life rafts for all personnel on board. Please refer to COSWP, AESM SMS and risk assessments before any personnel transfer takes place. 19 All cargoes on Dockwise vessels are carried under a Bill of Lading meaning that once loaded they fall under the care of the vessels Master until discharged. Irrespective of the numbers of personnel carried on the cargo, or whether the cargo has a Safety Management System or not, the overriding authority, under the ISM Code, remains with the Master of the Heavy Lift Vessel at all times. On loading the cargo, the Master of the HLV will conduct a briefing with the senior personnel of the cargo. Please note that the familiarization and control of the subcontractors and riders on board the vessel is the responsibility of the master. For the familiarization of the visitors documents such as Visitor’s Card, Safety Card for contractor (SC 01), Safety and Security familiarization for the Riders (D32B) and Rider Familiarization DVD should be utilized. Duly filed Contractor Cards should be issued to all personnel boarding the vessel (SC 01). The Master or Chief Engineer must ensure that subcontractor personnel are always advised of any hazards, and precautions to be taken and are accompanied by a member of the ship’s crew at all times. Please read circular 06/15 Subcontractor / Visitor control for details. 20 Possession and/or use by a crew member of any drug containing barbiturates including Corvalolum constitutes a contravention of the Company’s D&A policy. It is strictly forbidden for any crewmember to bring any alcoholic beverages, drugs or contraband onboard. Refer to Dockwise Circular 02/17 Dismissal due to Breach of D&A policy and Yard Safety Procedures. 21 Please note that all Dockwise vessels are Dry Ships- It is forbidden to consume alcohol onboard. This applies to all persons onboard the Dockwise vessels. The senior management namely the Master and Chief Engineer must enforce this policy. Violation of this policy will lead to dismissal. 22 Please check all electrical cabling to ensure that none of the unapproved methods of repair are in use. Any items found with illegal repairs must be removed from service immediately. 23 All lifting equipment and accessories must be inspected for general condition & suitability for the task, prior to each use. Every six months all lifting equipment is to be inspected, by the on board competent person (normally the Chief Officer) and matched to on board certification. At the time of the thorough inspection, if passed, as suitable for use, the equipment will be marked with the new colour rotation (January or July). Please refer to HLM 09.00 24 Please refer to circular 17/11 for the guidance that must be taken into account when a Heavy Lift Vessel is involved in operations which require the vessel to submerge in a “Deep Hole”. 25 On a number of cargoes the cargo owner requires riders to accompany the cargo during the voyage. The vessel’s Master must be aware of all activities being carried out on board the cargo and has the final authority to decide whether the activity proceeds or Owners Briefing – Dockwise Revision: 3 Page 3 of 8 Issue Date: 01 Jun 2017 ANGLO-EASTERN

not. Under the ISM code the Master of the vessel retains the overriding authority.

The safety briefing must be conducted at the first opportunity after boarding. The briefing should clearly define when the Master requires a copy of the Cargo Daily Work Plan and associated Permits to Work (if applicable).

If the activities which require a permit are under taken on the cargo then a completed permit to work must be submitted to the Master for his review, approval and counter signature. 26 Ensure the following training is included in the Vessel Training Planners:  Personnel Basket Transfer  Manual Handling. Please refer to SBP 13.06 27 Please take note of the following areas that were identified for improvement as per circular 11/11 as a part of cargo loading HSE observations: Risk assessment, High Level Alarms, Shipside collapsible railings, Checklists, Training and PPE. 28 The Safety at Dockwise website www.safetyatdockwise.com is dedicated to promoting the safety culture both onboard and ashore. All officers and crew are encouraged to visit the website during their leave and to promote the “Be Smart Work Safe” goals when they return onboard. As part of the campaign to raise awareness, Dockwise have designed posters highlighting the hazard potential / consequences, of day-to-day activities of “taking the stairs / ladders”. These posters must be displayed at a conspicuous location on board. 29 Masters are to ensure that, following each change of crew and / or rider’s composition onboard, an updated crew list and riders list is forwarded to Anglo Eastern. 30 All vessels are requested to include a detailed status report regarding the operational status of the ballast tank gauging system onboard along with the routine monthly reports emailed to the office. 31 Please note that under no circumstances should any person climb on a guidepost during cargo operations. Mooring training must be included in the drill rotation to ensure that all personnel are aware of the dangers associated with mooring operations and aware of the correct mooring procedures. Methods of freeing mooring lines caught on guideposts are to be explained onboard. 32 Please exercise caution / good judgment when using Social Media Networks (Face Book, YouTube, LinkedIn, MySpace etc.) 33 Vessels which cannot meet the requirements of the ICS Guide to Helicopter / Ship Operations may use helicopters, in an emergency situation only. The landing of helicopters on deck remains prohibited, except in an emergency situation (at the discretion of the Master / Pilot). Where there is no designated winch area onboard, the vessel should select an appropriate winching area for use in emergency situations. 34 Please read the procedures for the safe use and maintenance of portable ladders. 35 The practice of using Sledge Hammers / Forklift trucks to remove deck welds is dangerous and must not be continued. 36 The process of “Management Vessel Safety Visits” (MVSV) to the fleet is endorsed by both Anglo Eastern and Dockwise. It is integral in promoting Safety Awareness across the fleet. Please refer circular 08/10 for the format of MVSV. 37 Please read the owners instructions for completion of the Dockwise Noon Report and ensure that it is crosschecked for accuracy prior to sending. All Navigation Officers must be briefed accordingly on joining the vessel. 38 Ballasting of the vessel and final decision-making remains the responsibility of the Master of the vessel. The ballasting/loading position must be agreed between the Master, local authorities and Dockwise Cargo Superintendent.

Excessive UKC must be avoided whenever possible. As guidance the water depth at the discharge location should not be greater than the sum of the maximum submerged depth plus 1.5 meters.

When operations are carried out in deep-water an enhanced risk assessment shall be carried out to ensure that all potential risks have been identified and all possible steps taken to mitigate them.

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Simultaneous ballasting/de-ballasting of the vessel and the cargo is not permitted. 39 The T-class vessels can carry out personnel transfer by ships crane only if the criteria as per circular 16/09 is met. Please note that transfers by Personnel baskets using ships cranes must only be undertaken when transfer is essential and it is not practicable to gain access by less hazardous means following a risk assessment. 40 Please read and comply with “Port Call Requirements” as per circular 01/08 which is to be completed for each and every port call and submitted to Anglo- Eastern approximately seven days prior to arrival. The purpose is to appraise all personnel within Dockwise and Anglo Eastern regarding the ship management activities that are scheduled or undertaken during a particular port call. C. Owner Specific PSC Detentions 1 Treasure was detained at Tianjin, China in May 2015. The detention items were:

 Emergency generator cannot be started manually during the inspection.  Emergency generator cannot supply electricity power to emergency switchboard during inspection.  Dosage pump for sewage treatment plant cannot discharge disinfectant fluid. 2 Transporter was detained at New Orleans, USA in Aug 2011.

Fire-fighting systems and appliances were not kept in good working order and readily available for immediate use. The main engine and auxiliary engine service tank’s quick closing valves were blocked in the open position via metal plates. D. Owner Specific Major Problems/ Incidents 1 While departing load port in Japan, the cargo of gantry cranes loaded on board made contact with crane on the jetty causing damage to both the cranes. At the time of casting off wind speed was about 15 to 20 Knots, however immediately after cast off, suddenly wind increased to 35 knots from the port quarter. (Vessel was stbd side alongside) Apparently due to unexpected gust of wind immediately after casting off, vessel started moving forward and despite of M/E being put to full astern, STS crane 1 loaded on vessel made contact with the shore gantry. Tugs were made fast on port bow and port quarter while casting off. These tugs were not used to arrest the ship’s movement. All the communication between the pilot and tug was in Japanese, which could not be understood by the bridge team. Due regard should be given to pre departure assessment and master pilot exchange prior to unberthing of the vessel. 2 An AB onboard heavy lift vessel Transporter sustained a serious leg injury while engaged in a routine task of transferring and securing metal plates in Jan 2015. The vessel was diverted to the nearest port, Manila and the injured person was medically evacuated via a coast guard vessel.

The securing of the metal plates to the engine room bulkhead involved manual handling. Four persons – two on each side – were manually pushing the plates against the bulkhead. During this process, the plates started tilting forward and the weight of the plates was too excessive for the crew to prevent them from falling. While three of the persons managed to jump clear, the AB who was slightly towards the centre tried unsuccessfully to stop the plates from falling thereby sustaining a severe open fracture of the lower right leg. 3 A fitter got seriously hurt in a mooring related accident onboard Dockwise Vanguard while the vessel was being transferred from the quayside to the nearby sinkhole at Corpus Christi, USA in May 2013. When a rope got stuck, he acted on impulse and while he did not have sufficient view to see the upcoming danger, the rope tightened and slammed right in his face. Please refer fleet circular 04/13 for details. 4 On one of the ships in Dec 2012, whilst letting go the fwd. stbd side tugboat, an O/S was hit by the spliced end of the messenger rope which was attached to the tug rope, causing a compound fracture on his right leg under the knee. The O/S was treated on board and then transferred to one of the tugs and taken ashore where he was admitted to hospital and had to undergo an operation. Please refer fleet circular 01/13 for details. 5 An able seaman slipped on a step ladder whilst descending from upper deck to cargo deck onboard Treasure in June 2012 and injured his left leg with ankle dislocated. Medical advice was sought and subsequently the vessel was diverted for medical evacuation of the seaman. Investigation revealed that angle of step ladder was sixty Owners Briefing – Dockwise Revision: 3 Page 5 of 8 Issue Date: 01 Jun 2017 ANGLO-EASTERN

degrees. 6 An Engineering officer sustained significant injuries when he was struck with a cargo mooring rope, whilst loading a floating dry dock, off the Spanish coast onboard Teal in Feb 2011. One of the cargo lines had become snagged on the vessels guidepost. When the initial attempts to clear the cargo line using boat hook by the workboat crew failed, the engineer climbed on top of the guidepost in an attempt to free the fouled rope by hand. The mooring line suddenly got freed and hit the engineer in the lower abdominal area and throwing him over a distance of 15 to 20 meters into the air before he finally landed in the water. 7 Transporter grounded on an uncharted shoal whilst enroute to the sink hole from Port Sudan in Dec 2009. The area where the vessel ran aground was not systematically surveyed. A note on the chart mentioned existence of uncharted shoals and patches of coral. The bridge team did not raise any concerns about cargo discharge area being in an “un-surveyed area”. Cost: USD 2 million 8 Swift lost her port anchor at Parana River anchorage in May 2008. On completion of discharging when vessel weighed anchor, it was noticed that the cable was slack and anchor was missing. The securing shackle was still in place however, the shackle pin had moved out from its locator. 9 Mighty Servant 1 had to jettison her stern anchor whilst departing Rotterdam in March 2008. The aft winch had become in operable due to a hydraulic oil leak. With cargo onboard and a storm imminent it was decided to cut the anchor wire, in consultation with Dockwise. This was deemed the safest and fastest way to leave port before the bad weather. Cost: USD 242,000/- E. Ship Specific Issues 1 No Major issues F. Trade Related Issues (as relevant) 1 Port calls to USA- Please be familiar /ensure compliance with:

 BW management/exchange and reporting regulations  Electronic Notice of Arrival/Departure (E-NOA/D) procedures,  NPDES  Oil Pollution Response Q.I. notification drills, and be prepared for unannounced SOPEP drills.  US Customs Sea Carrier Initiative Program,  Pre-arrival equipment test requirements,

Ensure that APIS ICB (Crew/Passengers) is held. Ensure valid USCG COFR (and bridge letter for those vessels with Operator named in the COFR different from the Registered Owners) is held. All crew passports are required to be in Master's safe custody at all times. Please refer Company’s SMS Checklist. 2 Port calls to Canada- Please be familiar with BW management/exchange and reporting regulations and ensure that Valid OSRO contract is held and declaration of oil spill contractor duly completed. 3 Port calls to Europe- Kindly beware of the high incidence of stowaways and take all necessary precautions. 4 Port calls to Australia-  Kindly be reminded to ensure compliance with BW management/exchange and reporting regulations.  Ensure that Original or certified true copy of current P & I Certificate of Entry is held.  Please refer Company’s SMS Checklist. 5 Port calls to Africa- Kindly beware of the high incidence of stowaways, piracy, robberies and pilferage, and take all necessary precautions. 6 Port calls to Brazil -Kindly beware

 That this is very high risk area for sea borne drug smuggling and be on alert accordingly.  The high incidence of stowaways, piracy, robberies and pilferage and take all necessary precautions. Owners Briefing – Dockwise Revision: 3 Page 6 of 8 Issue Date: 01 Jun 2017 ANGLO-EASTERN

 Brazil NORMAN 20 BW management plan, exchange and reporting regulations. 7 Port calls to Argentina-

 Kindly be reminded to ensure compliance with BW exchange and BW chlorination regulations for Cholera prevention,  Please note that this is very high risk area for Sea Borne Drug Smuggling and be on alert accordingly.  Kindly beware in case of transiting River Plate that in certain sections the banks shift continually and buoys may drift out of position or the buoyage may not yet have been re-aligned to the navigable channel, for which the most up-to-date information must be obtained from the local Agent or the Pilot authority in good time before the transit and extra care is to be taken when navigating in suspect areas.  Kindly be warned that exorbitant fines are imposed on ships for any misdeclaration of bunkers, lubes, paints, spares, equipment stores, cargo or crew's personal effects. The Customs or other authorities will look for the slightest excuse, even minor, innocent, discrepancies or mistakes, to levy huge fines (USD20-30,000 upwards) and/or extort underhanded payments. Please, therefore, ensure that all port papers and customs declarations are prepared carefully and accurately, all items and quantities are diligently accounted for and declared according to local regulations and requirements, to be ascertained by you from port agent early to allow you sufficient time to ensure proper compliance. 8 Port Calls to Colombia- Kindly beware

 That this is very high risk area for sea borne drug smuggling and be on alert accordingly.  The high incidence of stowaways, piracy, robberies and pilferage and take all necessary precautions. 9 Port calls to Venezuela- Kindly beware

 That this is very high risk area for sea borne drug smuggling and be on alert accordingly,  The high incidence of stowaways, piracy, robberies and pilferage, and take all necessary precautions,  That in certain sections the banks shift continually and buoys may drift out of position or the buoyage may not yet have been re-aligned to the navigable channel, for which the most up-to-date information must be obtained from the local agent or the pilot authority in good time before the transit and extra care is to be taken when navigating in suspect areas. 10 Port calls to Japan- Kindly be reminded to ensure compliance with the reporting procedure for the compulsory insurance requirement for non-tanker ships. 11 Port calls to Philippines, Indonesia, Vietnam, Sri Lanka, and Bangladesh- Kindly beware of the high incidence of piracy and robberies and take all necessary precautions. 12 Port calls to China- Kindly be reminded to ensure compliance with BW exchange and discharge regulations, the current details of which you should ascertain from the Agent. Ships calling at any Chinese port must have pre-contracted & approved pollution clean- up contractor, known as SPRO (Ship Pollution Response organizations). Please refer RU 71 for details. 13 Port calls to Singapore- Kindly beware of the high incidence of stowaways and take all necessary precautions 14 Port Calls to New Zealand- Kindly be reminded to ensure compliance with BW Management/Exchange and reporting regulations, 15 Port Calls to Russia (Black Sea) - Kindly be reminded to ensure compliance with BW exchange in Black Sea requirements, and BW and sewage discharge regulations of the Russian Federation included in the Prevention of Pollution from Ships, the current details of which you should ascertain from the Agent. 16 Port Calls to Ukraine (Black Sea ) - Kindly be reminded to ensure compliance with BW exchange in Black Sea requirements, the current details of which you should ascertain from the Agent. Owners Briefing – Dockwise Revision: 3 Page 7 of 8 Issue Date: 01 Jun 2017 ANGLO-EASTERN

17 Transiting Malacca/Singapore Straits- Kindly beware of the high incidence of piracy and robberies and take all necessary precautions. 18 Transiting Gulf of Aden (GoA) and High Risk Areas: Please refer the APP (Anti- Piracy Plan), latest version of Best Management Practices (BMP), Ship Security Plan (SSP) and the CSO messages for details. G1. Ship type related incidents 1 Please see the power point presentation for the type of ship. G2. Dockwise Heavy Lift CBT 1 Please see the Dockwise Heavy Lift CBT available on E-learning portal- if not already done. H. OPS Guidelines 1 Important Memo: Trading Warranties exclusion Zones – Navigation Limits: Please familiarize yourself with the contents of Important Memo from Lloyds Joint War Committee (JWC) identifying trading warranties exclusion zones navigation limits. 2 Digital Publications within Digitrace: Please be advised that all vessels are subscribed to receive NP247 – “Annual Notices to Mariners”, NP234 – “Cumulative Notices to Mariners”, “US Digital List of Lights” (DLL) and BMP-4 – “Best management Practices for protection against Somalia based piracy” respectively. Additionally, those vessels that have a valid US COFR (i.e. vessels that may at some point call a US port) are subscribed for Digital CG-515 – “US Federal Regulations”.Please refer circular 05/12 for details. 3 U.S.A. CBP APIS (Crew/Pax) ICB : Please keep the International Carrier Bond (ICB)/ confirmation along with the ship's trading certificates. This Bond Number may be quoted or produced to the US Customs and other appropriate authorities in the USA as and when necessary. 4 Company's D&A Policy - Implementation and Monitoring Guidelines: Every vessel has been issued with an Alcometer. Master's are required to carry out random tests of officers and crew at least once a month to ensure compliance with the Company's D&A policy. Tests shall be so conducted that the entire ship's complement is tested in a six monthly rotation. Please ensure proper records are maintained. 5 Off hire record: All stoppages / delays through any given month must be recorded accurately on the Tec29C form and submitted at the month end. Stoppages may attribute to off-hire. 6 Ship Reports: Please take note of the revised ship reporting forms in Vessel Information System. If the vessel has no prior version of VIS, kindly get in touch with [email protected] for the full set of VIS installation emails.

Name of Joining Officer Signature Name of Briefing Officer Signature Date

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