SEAPRO VESSEL OPERATIONS AND NAVIGATION GUIDE

SEAPRO VESSEL OPERATIONS AND NAVIGATION GUIDE 1 V E S S E L O P E R A T I O N S G U I D E Introduction Operator Responsibility Activation Communications Manning Equipment Rest Periods Weather Vessel Designations Operating Conditions 2 V E S S E L Introduction General Periodic Checks of Navigational Equipment Electronic Navigational Aids RADAR Navigation in Coastal Waters Standard Plotting Symbols Clear Weather Restricted Visibility Vessel at Anchor Logbook

1. Vessel Operations Guide INTRODUCTION The purpose of this document is to establish clear vessel operational boundaries and safety guidelines for the use of SEAPRO members, managers, supervisors and vessel operators. Safety of personnel is of the utmost consideration both in normal operations as well as during an oil spill incident. The following items help us determine the operational parameters for various vessels in SEAPRO: vessel size vessel construction vessel lifesaving/navigation equipment manufacturer recommendations sea state meteorological conditions (snow, ice, wind, fog, rain) experience of crews The nature of our business is potentially hazardous and there are possible risks of an accident or injury. Adding elements such as tides/currents, weather, long work hours, stress, and labor intensive work may result in a higher risk factor. OPERATOR RESPONSIBILITY Safety is our utmost concern. In all circumstances, the vessel operator has the right and duty to stop all operations due to wind or weather conditions, environmental conditions, or for any other reason he deems that endangers personnel or equipment regardless of the limits set by these guidelines below. Whenever the vessel operator considers the on-scene conditions to exceed the capability of the vessel and or crew he may take the vessel to a safe haven or anchor until weather and sea conditions improve. Local knowledge and vessel operator experience level should always be considered when operating vessels. ACTIVATION SEAPRO does not man a live watch after hours. The automated phone system receives the emergency call from the Responsible Party or Qualified Individual and forwards this message to all SEAPRO staff members. The General Manager or designee will then determine the Page 2 of 13

nature of the request and on-scene weather. The General Manager and the Operations Manager shall determine if it is safe to mount a response and what type of vessel or equipment should be selected. SEAPRO will strive to operate effectively, but also safely. The operating situations defined in this document are designed to accomplish this. The safety of personnel is the most important issue and will be considered over and above the effects of an oil spill. COMMUNICATIONS The following communications guidelines apply to both normal operations as well as spill operations. All vessels transiting with a voyage duration of more than 1 hour must make a departure call to the designated SEAPRO representative and a status report each hour thereafter unless other arrangements are made and agreed upon. These communication report schedules shall be set up prior to the transit. During everyday operations these reports may be set up with the Operations Manager. During a spill, communications must be relayed to the SEAPRO command center or the vessel/person designated as the Resource Manager. The Operator must report the vessel s position, course, ETA, and speed at the time of the notification, and set up a check-in schedule with the SEAPRO command center or designated vessel/person, but not to exceed one hour. Additionally, any time an ETA is changed by more than 1 hour, an update must be passed along to the SEAPRO Operations Manager or designed vessel/person. If at any time a vessel operator determines that the on-scene conditions exceed the capability of the vessel and or crew, and consequently seeks a safe haven, a communications schedule must be set up with the SEAPRO Operations Manager or designated vessel/person. Vessels may use the radio, cellular phone, satellite phone to relay their status. MANNING The following are guidelines for the manning of SEAPRO vessels. Considerations should include the weather, experience of crew, duration of transit, equipment, rest periods, and area of operation. Vessel operators will record work and rest periods crews in the vessel logbook. He/she will be responsible for allowing management ample time to schedule rest periods for the crew. The majority of our vessels typically require a minimum of two crewmembers when transiting. Some exceptions might include transiting in close quarters or close proximity to other vessels, in tandem, in close radio communications, or other similar circumstances. When a vessel reaches its destination it probably will require additional crew depending on its task. Page 3 of 13

Operators and crew on SEAPRO vessels are not required to have a USCG license or MMD. However, only those vessel operators who at a minimum have completed the USCG Auxiliary Boating Skills/Seamanship and Advanced Coastal Navigation courses or similar SEAPRO approved courses, or who hold a USCG master license may qualify as an operator of SEAPRO vessels. Every SEAPRO crewmember joining a vessel on which they are not recently familiar will at a minimum complete a Vessel Familiarization and Safety Orientation Checkout (form at the end of this document). All personnel joining a SEAPRO vessel will complete this checkout. A check of the joining crews Hazwoper card is also critical in a spill situation. Refer those crew lacking this documentation to the SEAPRO command center or designated person. VESSEL DESIGNATIONS SEAPRO has (3) vessel types: Small Boats (SB-Type 2), Oil Spill Recovery Vessel (OSRV-Type 2), and Oil Response Barges (PS portable storage-type 3). This typing is consistent with the FOG-ICS-OS-420-1. Each vessel has different spill response functions, navigation and safety equipment, which increase or decrease its seaworthiness in various conditions or locations. EQUIPMENT The Small Boats and barges, because of construction, location, and size, will not be outfitted with EPIRBs, survival suits, cell telephones, or electronic gear. In rare cases some of these vessels may have this gear, but may not be upgraded to conform to all the equipment parameters set by this document. Under some circumstances these vessels may be transported by land or escorted to a designated spill zone. REST PERIODS SEAPRO recognizes that oil spill response demands long hours. Response operations do not always adhere to a schedule. Safety issues require us to have a written policy on rest requirements. Oil spills typically take on two characteristics: emergency and management phase. This transition period between the two phases may take up to 48 hours or more. During this time manpower and rest periods become a concern. Page 4 of 13

Until these issues are defined under Title 46 Section 1104 Oil Spill Response Vessel, USC 8104(p) we will continue to operate under Title 46 Section 8104. This states that: On a tanker, a licensed individual or seaman may not be permitted to work more than 15 hours in a 24 hour period, or more than 36 hours in any 72 hour period, except in an emergency or a drill. Rest periods are defined as those periods when a crewman has no duties such as watch standing, engine work, deck work, or even work ashore which would contribute to work hours. Rest periods do not require the crewman to be sleeping, but rather that they have no assigned duties. This will apply to all vessels. If circumstances require an employee to work beyond these hours, permission of the General Manager or designee will be required. It will be the responsibility of the employee to keep track of his work and rest periods. Contractors and IRT personnel working for SEAPRO shall follow these same requirements. SEAPRO will work closely with the contractor or IRT manager on scene in order to coordinate rest periods. At any time a crewmember demonstrates signs of work related exhaustion, his/her supervisor should take immediate action to take that employee off duty, regardless of the previous hours worked or rest periods taken. Spill management will endeavor to organize worker rotation early during a spill response and take action to insure qualified reliefs are available to provide rest periods for initial response personnel. WEATHER If winds exceed 30 knots, spill response activities may likely become difficult, if not imprudent. The best action may be to implement protection strategies until the weather calms. Weather reports should be received throughout the spill. This information may be received by NOAA AM radio, facsimile, Internet, VHF, SSB, etc. SEAPRO uses the Beaufort Scale and the NOAA meteorological terms for coastal waters to determine wind and sea state. BEAUFORT SCALE The Beaufort scale is the standard for mariners and is a recognized basis of wind description. It enables one to estimate the Beaufort force (or wind speed) from the appearance of the sea. The numbers range from 0 (representing calm seas) to 12 (representing a hurricane). Force Speed Marine Conditions Page 5 of 13

knots mph 0 <1 <1 Calm, sea like a mirror. 1 1-3 1-3 Light air, ripples only. 2 4-6 4-7 Light breeze, small wavelets (0.2m). Crests have a glassy appearance. 3 7-10 8-12 Gentle breeze, large wavelets (0.6m), crests begin to break. 4 11-16 13-18 Moderate breeze, small waves (1m), some white horses. 5 17-21 19-24 Fresh breeze, moderate waves (1.8m), many white horses. 6 22-27 25-31 Strong breeze, large waves (3m), probably some spray. 7 28- Near gale, mounting sea (4m) with foam blown in streaks 32-38 33 downwind. 8 34- Gale, moderately high waves (5.5m), crests break into 39-46 40 spindrift. 9 41-47 47-54 Strong gale, high waves (7m), dense foam, visibility affected. 10 48- Storm, very high waves (9m), heavy sea roll, visibility 55-63 55 impaired. Surface generally white. 11 56- Violent storm, exceptionally high waves (11m), visibility 64-73 63 poor. 12 64+ 74+ Hurricane, 14m waves, air filled with foam and spray, visibility bad. NOAA TERMS National Oceanic and Atmospheric Administration (NOAA) weather terms are crossreferenced here with the Beaufort scale. The NOAA weather reports are expressed as small craft, gale, and storm conditions/warnings. NOAA Terms Equivalent Wind Speeds Beaufort Scale Equivalent Small Craft Winds up to 33 knots 7 Gale Winds up to 34-47 knots 7-8 Storm Winds of 48 knots or greater 9 Since weather reports use the NOAA terms, this system will be used as the basis for reporting. For SEAPRO purposes these terms indicate the on-scene weather as reported by Page 6 of 13

the vessel operator. Many areas in Southeast Alaska are influenced by convergence zones or local weather. The possibility of inaccurate forecasts must be taken into account. If the weather forecasts indicate small craft or gale warnings the operator must plan for those conditions. OPERATING CONDITIONS The following recommended parameters may be used to determine a safe condition for deploying SEAPRO equipment. Our Small Boats (SB) may operate under Small Craft conditions if localized on-scene conditions permit safe operation. Under these conditions, the barges may not be moved with the small boats alone and other arrangements should be made. Small boats operating outside of a designated harbor area or defined spill site will operate in pairs or with a larger support vessel. In addition to localized scene conditions, the USCG issues bulletins and advisories in the form of Local Notice to Mariners (LNTM) alerts. These advisories are available through the USCG website at the following hyperlink: http://www.navcen.uscg.gov/?pagename=lnmdistrict&region=17 The Rudyerd Bay and Neka Bay (OSRV) may operate in Gale conditions if localized on-scene conditions permit safe operation. The permitted sea state for these vessels can be up to 6ft in normal operation and 8ft only under duress. All vessels regardless of size, will have VHF capability. The 48 OSRV s will also have cell phone capability. In addition to safety equipment required by law, the 48 OSRV s will carry survival suits for each crewman, and an EPIRB. SEAPRO s ORB barges (PS) may operate in inland and protected waters only. SEAPRO can tow these barges for training, drills, and actual events using the 48 Bay Class boats. If the barges are being used for response they might be towed by an appropriate commercial tug thereby allowing the OSRV to rapidly transit to the scene. The towing vessel master has complete control of the barge and its safety once in his custody. SEAPRO will not dispatch the barges or any other equipment without the approval of the General Manager or designee. Page 7 of 13

2. SEAPRO Vessel Navigation Guide INTRODUCTION The following is meant to provide guidance for Vessel Operators in charge of a navigational watch aboard SEAPRO s vessels. It is essential that Vessel Operators appreciate that the efficient performance of their duties is necessary in the interests of the safety of life and property at sea and the prevention of pollution of the marine environment. These guidelines shall not be construed by anyone to indicate a departure from the Regulations for the Prevention of Collisions at Sea, navigation laws of the United States of America, the Code of Federal Regulations, or the usual practices of good seamanship. These are to be strictly adhered to at all times during normal vessel operations. These guidelines are based on, and are consistent with; the resolutions presented in the Operational Guidance for Officers in Charge of a Navigational Watch adopted by the International Maritime Organization and have been modified to include SEAPRO operational policy. Numbering of items 1-27 follows that of the IMO document. GENERAL The Vessel Operator is SEAPRO s representative whose primary responsibilities are crew safety and the safe navigation of the vessel. Operators should at all times comply with the applicable regulations for preventing collisions at sea and SEAPRO s Vessel Operations and Navigation Guide. The Vessel Operator should ensure an efficient lookout is maintained at all times. The Vessel Operator should bear in mind that the engines are at his disposal and he should not hesitate to use them in case of need. The Vessel Operator should use the sound signaling apparatus available in accordance with the applicable regulations for preventing collisions at sea. PERIODIC CHECKS OF NAVIGATIONAL EQUIPMENT Operational tests of vessel navigational equipment should be carried out during vessel operations as frequently as practicable and as circumstances permit, particularly when hazardous conditions affecting navigation are expected. Where appropriate these tests should be recorded in the vessel s logbook. Page 8 of 13

The Vessel Operator should make periodic checks to ensure that: the correct course is being followed; navigation and signal lights and other navigational equipment are functioning properly. ELECTRONIC NAVIGATION AIDS The Vessel Operator should be thoroughly familiar with the use of electronic navigation aids carried, including their capabilities and limitations. The DGPS and digital charting should not be the sole source navigation information, paper charts should always be used as a back-up. The fathometer is a valuable navigational aid and should be used whenever appropriate. RADAR The Vessel Operator should use the radar at all times. When utilizing the radar, use an appropriate range scale, observe the display carefully, and plot effectively when such capability is available. Change range scales regularly to detect echoes as early as possible. It should be borne in mind that small or poor echoes might escape detection. CLEAR WEATHER The Vessel Operator should frequently and accurately monitor relative bearings of approaching vessels as a means of early detection of risk of collision. Risk may exist even when an appreciable bearing change is evident, particularly when approaching a very large ship or tow or when approaching a ship at close range. He should also take early and positive action in compliance with the applicable regulations for preventing collisions at sea and subsequently check that such action is having the desired effect. RESTRICTED VISIBILITY When restricted visibility is encountered or expected, the first responsibility of the Vessel Operator is to comply with the relevant rules of the applicable regulations for preventing collisions at sea, with particular regard to the sounding of fog signals, proceeding at a safe speed and having the engines ready for immediate maneuvers. In addition, the master should: Page 9 of 13

post a proper look-out and helmsman and, in congested waters; exhibit navigation lights; operate and use the radar. It is important that the Vessel Operator should know the vessel s handling characteristics, including its stopping distance, and should appreciate that other vessels may have different handling characteristics. VESSEL AT ANCHOR If the Vessel Operator considers it necessary, a continuous navigational watch should be maintained at anchor. In all circumstances, while at anchor, the watchstander should: determine and plot the vessel s position on the appropriate chart as soon as practicable; when circumstances permit, check at sufficiently frequent intervals whether the vessel is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects; ensure that an efficient look-out is maintained; ensure that inspection rounds of the vessel are made periodically; observe meteorological and tidal conditions and the state of the sea; undertake all necessary measures if the ship drags anchor; ensure that the state of readiness of the main engines and other machinery is known; if visibility deteriorates comply with the applicable regulations for preventing collisions at sea; ensure that the vessel exhibits the appropriate lights and shapes and that appropriate sound signals are made at all times, as required; take measures to protect the environment from pollution by vessel and comply with applicable pollution regulations. Page 10 of 13

LOGBOOK This log is a record of a vessel s operation. Do not erase any entry. Corrections are made by drawing a single line through the entry followed by signing your initials. If the vessel is outfitted with a Logbook, this information must be recorded: Tests & Drills (underlined) Steering gear, controls, and communication system tests Fire fighting drills and training Abandon ship & man overboard drills and training Emergency lighting & power system tests EPIRB test Weather conditions Crew list Passenger list Equipment failure or damage Marine casualty - related information Salvage or other assistance rendered or received Cargo/fuel/ballast/debris bag transfer information Cargo/fuel/ballast/potable water tank soundings Hourly vessel position, course, speed and underway status Intended destination Engine/Genset hours Machinery status Skimming gear or boom deployment Relevant spill response related information Cargo gear inspection Crew training Passenger/new crew safety orientation Page 11 of 13

Navigation lights energized/extinguished Low visibility/adverse weather precautions taken Voyage plan Fire watch during hot work Radio communications Garbage transfers Crane inspection and maintenance record Page 12 of 13

Vessel Familiarization and Safety Orientation for 48 Bay Class Boats Boat Characteristics and Basic Operation of Boat and Controls Communications Equipment, Current Plan/Arrangement and Emergency Procedures Alarms Ditch Kit Engine Room Fire Suppression System High Water Engine System Hydraulic System First Aid Kit Emergency Signal Kit Damage Control Equipment Fire Extinguishers (fixed and portable) Survival Suits, Exposure Suits, and Personal Flotation Devices Life Sling and Throw Bag Location and Operation of Life Raft and EPIRB Emergency Dewatering Options Operation of Marine Head Page 13 of 13