# M/V CAPE VINCENT

**OPERATIONS PLAN**

## Contract No. DTMA98-98-C-00010

![](media/image1.png){width="1.7048611111111112in" height="1.9in"}

**Prepared By:**

**Keystone Shipping Company**

**One Bala Plaza East**

**Suite 600**

**Bala Cynwyd, PA 19004-1496**

**Keystone Shipping Company**

**Port of Beaumont, Berth No. 1**

**Beaumont, TX 77704**

**Ship Managers**

**For**

**U.S. Department of Transportation**

**Maritime Administration -- Central Region**

**DISTRIBUTION LIST**

  ------------ ---------------------------- ------------ ----------------
  **No.**      **Location/Organization**    **Issue      **Code**
                                            Date**       

  1            Keystone/Vice President                   KSC00012OP1
               Operations                                

  2            Keystone/Vice President                   KSC00012OP2
               Finance                                   

  3            Keystone/Fleet Administrator              KSC00012OP3

  4            Keystone/Manager of                       KSC00012OP4
               Accounting                                

  5            Keystone/Contracting Officer              KSC00012OP5

  6            Keystone/ Superintendant                  KSC00012OP6
               Engineer                                  

  7            Keystone/Superv. Port                     KSC00012OP7
               Engineer                                  

  8            Keystone/Port Engineer                    KSC00012OP8

  9            Keystone/Purchasing Agent                 KSC00012OP9

  10           Keystone/Contract                         KSC00012OP10
               Administrator                             

  11           Keystone/Manning Manager                  KSC00012OP11

  12           MARAD/MAR-740                             KSC00012OP12

  13           MARAD CR/SOMO                             KSC00012OP13

  14           MARAD CR/ACO                              KSC00012OP14

  15           MARAD CR/COTR                             KSC00012OP15

  16           MARAD CR/ACOTR                            KSC00012OP16

  17           Cape Kennedy/Master                       KSC00012OP17

  18           Cape Kennedy/Chief Engineer               KSC00012OP18

                                                         

                                                         

                                                         
  ------------ ---------------------------- ------------ ----------------

**TABLE OF CONTENTS**

A. OPERATIONAL OVERVIEW

> 1\. General
>
> 2\. Management Responsibilities
>
> 3\. Naval Operational Control - COMSC INSTRUCTIONS
>
> 4\. Responding to Directives
>
> 5\. Navy Recommendations During OPCON
>
> 6\. ROS During Phase 0
>
> 7\. Cost Reimbursement and Liability

B. SHOREBASED MANAGEMENT PROCEDURES - PHASE 0, (OPERATIONS)

> 1\. Keystone Shipping Company RRF Ship Management Organization
>
> 2\. Ship Management Organization Functions
>
> 3\. Ship Husbanding

C. SHIPBOARD ORGANIZATION DURING PHASE 0, (OPERATIONS)

> 1\. Principal Job Responsibility by Crew Position
>
> 2\. Personnel Working Hours

D. NAVIGATION POLICY

> 1\. General Requirements
>
> 2\. Vessel Bridge to Bridge Radio Telephone Act
>
> 3\. Use of Radar Plotting
>
> 4\. Maintaining Schedules
>
> 5\. Pilotage
>
> 6\. Master\'s Presence on the Bridge
>
> 7\. Chief Engineer\'s Underway Station
>
> 8\. Persons Allowed in Pilot House and on Bridge
>
> 9 Lookouts
>
> 10\. Anchors
>
> 11\. Change of Watch

**TABLE OF CONTENTS (Continued)**

E. DECK OPERATIONS

> 1\. General Requirements
>
> 2\. Cargo Handling Procedures
>
> 3\. Cargo Handling Safety Procedures

F. ENGINEERING OPERATIONS

> 1\. General Requirements
>
> 2\. Testing
>
> 3\. Lifeboats, Life Rafts, Associated Equipment and Support Systems
>
> 4\. Records, Logs and Publications
>
> 5\. Submit Required Reports

G. VOYAGE MAINTENANCE AND REPAIR

> 1\. Definitions
>
> 2\. General
>
> 3\. Preventative Maintenance
>
> 4\. Perform Minor Repairs
>
> 5\. Voyage Repairs
>
> 6\. Emergency Repairs
>
> 7\. Vessel Foreign Repair Duty
>
> 8\. Delegation of Responsibility for Foreign Repair
>
> 9\. Drydocking
>
> 10\. Requesting Laytime

H. STEWARD\'S DEPARTMENT OPERATIONS

> 1\. Crew Food Service Operation
>
> 2\. Crew Hotel Services

I. COMMUNICATIONS, REPORTING AND RECORD KEEPING PROCEDURES

> 1\. Communications Procedures
>
> 2\. Record Keeping and Reporting

**TABLE OF CONTENTS (Continued)**

J. PERSONNEL AND PAYROLL

> 1\. General
>
> 2\. Ship\'s Account\'s Administration
>
> 3\. Personnel Administration
>
> 4\. Personnel Procedures, Documents and Forms

K. PURCHASING

> 1\. General
>
> 2\. Purchasing Authority
>
> 3\. Procedure for Signature Control of Controlled Equipage

L. MEDICAL SERVICES (SHIPBOARD)

> 1\. Medical Requirements for Embarked Personnel

M. CONTROL OF PROHIBITED SUBSTANCES

> 1\. Control of Alcoholic Beverages
>
> 2\. Narcotics, Controlled Substances and Marijuana
>
> 3\. Gambling
>
> 4\. Narcotics Disposal

N. SHIPBOARD SERVICES

> 1\. Slop Chest
>
> 2\. Self Service Laundry
>
> 3\. Recreational

O. SAFETY AND LOSS PREVENTION

> 1\. General
>
> 2\. Shipboard Safety
>
> 3\. Accident Investigation
>
> 4\. Accident Reporting
>
> 5\. Typical Accident Producing Hazards
>
> 6\. Emergency Drills
>
> 7\. Integrity of Safety Devices and Watertight Openings

**TABLE OF CONTENTS (Continued)**

P. CASUALTY AND EMERGENCY RESPONSE PLANS

> 1\. General
>
> 2\. Notification
>
> 3\. Shipboard Casualty Response
>
> 4\. Oil/Hazardous Materials
>
> 5\. Grounding
>
> 6\. Collision
>
> 7\. Flooding
>
> 8\. Fire
>
> 9\. Salvage and towing
>
> 10\. Hurricanes and Extreme Weather Conditions
>
> 11\. Solid Waste Disposal

Q. PHYSICAL SECURITY

> 1\. General Considerations
>
> 2\. Responsibilities and Shipboard Security Organization
>
> 3\. Inport Personnel Security Requirements
>
> 4\. General Procedures - Terrorism, Bomb Threats and Stowaways

R. HANDLING AND TRANSPORTATION OF AMMUNITION

> AND OTHER HAZARDOUS CARGO

S. PROCEDURES TO BE FOLLOWED TO PREPARE FOR LAY-UP

> 1\. Phase Down of Operations
>
> 2\. Preparations of Systems
>
> 3\. Schedule of Crew Phaseout
>
> 4\. Updating Lay-Up Specifications

T. UPDATING OF OPERATIONAL PLAN

**TABLE OF CONTENTS (Continued)**

APPENDICES

> APPENDIX A - Casualty Report Check Lists, Lloyds Open Form
>
> and Insurance Forms
>
> APPENDIX B - Port Information
>
> APPENDIX C - Emergency Response Plan for Oil/Hazardous Material
>
> APPENDIX D - MarAd Solid Waste Management Plan
>
> APPENDIX E - List of Forms
>
> APPENDIX F - Fire and Safety Plans

APPENDIX G - Circular Letters

> APPENDIX H - Purchasing Procedures
>
> APPENDIX I - Personnel Administration
>
> APPENDIX J - Duties on Vessel Repairs in Foreign Ports

**I. OPERATIONAL OVERVIEW**

**A. General**

This phase involves the operation of the M/V CAPE VINCENT for either a
MarAd or Navy mission, shakedown voyage, sea trial or otherwise
prescribed ocean borne activity. Keystone is responsible for all aspects
of this phase and is expected to manage and operate the vessel in
accordance with good commercial practice, the RRF Operations Management
Guidelines and the RRF Logistics Management Manual. The RRF Operations
Manual and the RRF Logistics Manual are hereby incorporated into
Keystone\'s RRF Operation Instructions by Reference. A copy of the RRF
Operations Management Guidelines and the RRF Logistic Management Manual
shall be put onboard the MV/CAPE VINCENT at the time of activation.

Once Phase 0, (Operations) is achieved, Keystone shall maintain the M/V
CAPE VINCENT\'s readiness at such a level so that the ship can comply
fully with immediate sailing orders. At the completions of the
operational period, the M/V CAPE VINCENT\'s OPCON will be redelivered to
MarAd, and the vessel subsequently laid up by Keystone.

**B. Management Responsibilities**

Keystone is responsible for providing management expertise, personnel,
operational and technical support, and supplies to maintain and operate
the M/V CAPE VINCENT on behalf of MarAd. MarAd\'s Central Region is
assigned responsibilities for administering Keystone\'s Ship Management
contract. Keystone\'s Contracting Officer interfaces with the designated
ACO and COTR at the Central Region. MarAd Marine Surveyors are
engineering management representatives assigned to each RRF ship. They
serve as ACOTRs for assigned ships to monitor Ship Manager performance,
approve payment for contract deliverables, and determine performance
acceptability in addition to providing technical oversight and guidance.
They recommend to the Central Region ACO payment or non payment of fees
as outlined in the contract for deliverables and services.

During Phase 0, (Operations) Keystone also interfaces with the MSC Area
Commands, to coordinate ship operations, repairs and other operational
support requirements. During all program phases, Keystone maintains a
direct relationship with its contractors, such as repair facilities, and
their various ship suppliers and vendors. Keystone must notify the COTR
of any visit of a staff member or vendor to the M/V CAPE VINCENT unless
prior blanket agreement has been reached with the cognizant MarAd COTR.
Relationships during Phase 0, (Operations) is shown graphically in
Figure 1-1.

**[PHASE 0, (OPERATIONS) RELATIONSHIPS]{.underline}**

Figure 1-1

**C. Naval Operational Control - COMSC Instructions**

RRF vessels are public vessels owned by the United States in the custody
of MarAd. During Phase 0, (Operations) control passes to the Commander,
Military Sealift Command (COMSC). Instructions received from COMSC for
operations of RRF vessels will include ship operating schedules,
schedule changes, designation of certain routes and employment plans for
cargo operations. Operational control will be exercised by MSC
subordinate Commanders over the stowing, routing, sailing and diversion
of RRF vessels. Keystone will maintain each ship\'s material readiness
for all operational requirements within the M/V CAPE VINCENT\'s design
capability. Contractual control of Keystone\'s contract remains with the
Maritime Administration at all times.

During Phase 0, the M/V CAPE VINCENT will be under the operational
control of one of the MSC Area Commands:

COMSCLANT, BAYONNE, NJ

COMSCPAC, OAKLAND, CA

COMSCEUR, LONDON, UK

OR COMSCFE, YOKOHAMA, JAPAN

Depending of where the vessel is located. Keystone will keep the Area
Commanders and MarAd fully aware of the material condition and readiness
status of the M/V CAPE VINCENT.

Keystone may be required to operate the M/V CAPE VINCENT during Phase 0
either at or near its outport. The movement of the M/V CAPE VINCENT
while in Phase 0 will be directed by MSC. During Phase 0, the Area
Commander of another Operational Commander may provide the ship with
specific courses/speeds, restricted course routings or similar
information for the safety of the ships based on intelligence reports or
other information not readily available to the ships.

If Keystone is unable to comply with these orders because the M/V CAPE
VINCENT\'s Master determines it jeopardizes the safety of the ship, the
M/V CAPE VINCENT\'s Master must ensure the Operation Commander within
one hour, by immediate precedence message, of Keystone\'s intended
actions and reasons for not accepting the direction.

**D. Responding to Directives**

When the M/V CAPE VINCENT is under MSC operational control (OPCON),
Keystone is expected to respond to all directives and instructions
received from MSC. A representative sample of these directives and
instructions is contained in the Military Sealift Command (MSC) Standard
Operations Manual (SOM). The MSC SOM is hereby incorporated into
Keystone\'s RRF Operation Instructions by reference. A copy of the MSC
SOM shall be put onboard each Keystone managed RRF vessel at the time of
activation by MSC.

Any Navy directives or instructions, in excess of routine operating
costs already authorized by MarAd Work Orders shall be referred to the
MarAd COTR with a cost estimate and funding request.

**E. Navy Recommendations During OPCON**

The MSC SOM frequently addresses reimbursable actions, for example the
bunkering of a vessel. Although COMSC can provide endorsement for a
reimbursable action, under the terms and conditions of Keystone\'s
contract, COMSC cannot direct or ensure the authorization of
reimbursable action, only the designated MarAd ACO can do this. Keystone
shall use its judgement during an operational period with respect to
Naval recommendations. For example, Keystone may choose to follow orders
to bunker the vessel because of mission dictates. Keystone should notify
the MarAd COTR as soon as possible and provide a copy of MSC\'s written
direction or endorsement for reimbursement which ordered the bunkering.
As a rule in contingency, MarAd will not take exception to any directive
issued by COMSC. In a peacetime exercise, MarAd may wish to ensure the
availability of funding before concurring with the recommendation. If
Keystone has any questions with respect to a COMSC directed action/and
whether he will be reimbursed for it, he should advise the MarAd COTR
and/or the ACO and request clarification BEFORE committing himself.

Similarly COMSC may recommend a vessel be placed off hire, however COMSC
cannot place a vessel off-hire, only the MarAd ACO can authorize a
penalty for failure of performance.

**F. ROS During Phase 0**

During some missions it is necessary to place the M/V CAPE VINCENT back
into a ROS status for a specified period of time. During this time the
size of the crew may be temporarily reduced. Keystone\'s per diem will
not be effected by the reduction in crew size. This ROS condition should
not be confused with the ROS crew which is aboard vessels during Phase
IV. All Phase 0 responsibilities continue while the vessel is in ROS.

**G. Cost Reimbursement and Liability**

During Phase 0 vessel operating costs are, in general, reimbursable by
MarAd. Many reimbursable items, however, require prior approval by the
ACO/COTR. If the Master is unclear whether prior approval is required,
he should contact the Keystone Contracting Officer, immediately for
clarification. Failure to do so could result in significant costs to
Keystone which may not be reimbursed by MarAd. [Keystone is fully liable
for operational costs incurred or contracts put in place in excess of
the amount authorized in writing by the Contracting Officer or the
designated COTR.]{.underline}

**II. SHOREBASED MANAGEMENT PROCEDURES - PHASE 0, (OPERATIONS)**

**A. Keystone Shipping Company RRF Ship Management Organization**

Keystone Shipping\'s RRF ship management organization is shown in Figure
2-1. Descriptions of each of the job functions and their relationships
within the organization are as follows:

[Vice President, Operations]{.underline}

Reports to: President

Responsibilities: Overall responsibility for the RRF ship management
contract. Responsible for the operation, maintenance, manning, safety,
regulatory compliance, and operating cost control of RRF ships.

> Determines and sets company standards for vessel operating procedures
> and insures that all existing government regulations are complied
> with. Monitors new regulations that may effect the vessels and plans
> for their implementation. Responsible for the negotiation of all sea
> going labor contracts and the manning of the ships. Sets policy
> concerning safety and insures that the policy is complied with.
> Insures that all Keystone ships and ships managed by Keystone are
> properly maintained and that maintenance is done in a timely manner.
> Responsible for controlling the operating costs of the ships including
> labor costs, maintenance costs and other operating costs. Responsible
> for the supervision of all Port Engineers, Manning Manager, Clerical
> and other staff as required to carry out the activities described
> above.

[Contracting Officer]{.underline}

Reports to: Vice President, Operations with functional relationships
with the Superintendent Engineer, Purchasing Manager, Contract
Administrator, Manning Manager and Accounts Manager.

Responsibilities: Responsible for overall contract administration of RRF
ship management contracts including liaison with the MarAd ACO/COTR, MSC
and the Keystone RRF Port Engineer. Serves as chief point of contact for
MarAd and the Navy for all RRF contract matters.

Figure 2-1

> The Contracting Officer will administer all contract matters related
> to Phase 0, (Operations). He will assist in coordinating the
> activities of the Keystone RRF Port Engineer, the Superintendent
> Engineer, the Purchasing Manager and Manning Manager. He will be
> responsible for ensuring that all FAR are complied with and that Navy
> orders are complied with in accordance with the contract. Following
> contract awards for industrial assistance, the Contracting Officer
> will be responsible for contract administration, including the
> preparation of invoices and reporting in coordination with the
> Accounting Manager.

[Clerical Assistant]{.underline}

Reports to: Contracting Officer

Responsibilities: Responsible for supporting the Contracting Officer in
administering the ship management contract including assisting in
reporting and invoicing functions.

[Superintendent Engineer]{.underline}

Reports to: Vice President, Operations

Responsibilities: Supervises and directs the RRF Port Engineers.
Responsible for the maintenance of Keystone owned and managed ships and
for the selection and supervision of all engineering officers including
the Chief Engineer. Acts as the company\'s principal technical expert.
Responsible for all vessel preventative maintenance and repairs and in
general for the overall physical condition of the fleet. Prepares and
manages the maintenance program and budget. Responsible for ensuring
that the requirements of the MLSRA are complied with as applicable
during repair periods. Insures that adequate spare parts are available
for the ships. Prepares all custom documentation and submittals for
foreign repairs. Oversees the design and implementation of all vessel
modifications.

[Port Engineer]{.underline}

Reports to: Superintendent Engineer and Contracting Officer

Responsibilities: Responsible foe all inspections, monitoring and
maintenance in coordination with the Superintendent Engineer and the
MarAd Region COTR/ACO during Phase 0, (Operations). Maintains all MarAd
software systems including MARTS. Coordinates with the ACO/COTR as
directed by the Contracting Officer. Performs all Phase IV, maintenance
on the RRF ship when not activated.

[Contract Administrator]{.underline}

Reports to: Vice President, Operations

Responsibilities: As directed by the Vice President, Operations,
responsible for the overall office and staff administration. Supports
the Contracting Officer and assists as appropriate in overall RRF
contract administration.

[Purchasing Manager]{.underline}

Reports to: Vice President, Operations and the Contracting Officer

Responsibilities: In coordination with the Contracting Officer, reviews
all approved requisitions for correctness and conformity to company
policy. Communicates with ships directly when more information is
required. Evaluates potential suppliers as to capability and costs.
Establishes a list of approved suppliers. Purchases equipment and
supplies through competitive bidding or when appropriate, negotiations.
Insures that what is delivered meets the specifications set by Keystone
and the Government. Arranges for delivery to the ships in a cost
effective manner. During Phase IV, (Maintenance) prepares pre-cut
purchase orders in accordance with the ship\'s Activation Plans.
Arranges all purchases in support of the RRF managed ship in accordance
with FAR requirements.

[Manning Manager]{.underline}

Reports to: Vice President, Operations and the Contracting Officer

Responsibilities: Responsible for all marine personnel functions.
Arranges for all unlicensed and relief engineers for the fleet. Arranges
for medical screening of all marine personnel including drug screening.
Supervises the Master\'s cash account and audits the slop chest account.
Arranges for shipboard medical equipment and supplies. Prepares and/or
supervises the seaman\'s payroll. Pays the ship off approximately every
sixty days. Handles all crew labor grievances.

[Accounting Manager]{.underline}

Reports to: Vice President, Operations with functional relationship with
the Contracting Officer

Responsibilities: As directed by the Contracting Officer during Phase 0,
(Operations) assists in invoicing and financial record keeping. Also
responsible for shipboard payroll in coordination with the Manning
Manager.

**B. Ship Management Organization Functions**

The functions performed by the Keystone RRF ship management organization
can be divided into three general groups:

> Operations
>
> Administration
>
> Financial Control / Accounting

The overall responsibility for the RRF ship management rests with the
Vice President, Operations. Under his supervision and direction, the
Keystone RRF staff will administer, manage and maintain the vessels as
per contract requirements and will perform the following functions:

1\. Operations and Administration

> a\. Vessel Operations
>
> Personnel Responsible: Vice President, Operations, Contracting
> Officer, Superintendent Engineer and the RRF Port Engineer
>
> Vessel operations involves a range of vessel management functions,
> including but not limited to the following:
>
> Arrange for docking and/or pier facilities as required
>
> Arrange for pilots and tugs
>
> Arrange for stevedores as required
>
> Appoint husbanding agents
>
> Arrange for immigration and customs boarding officials
>
> Communications between Keystone and MarAd / MSC
>
> Report and oversee insurance claims on behalf of the Government
>
> Deal with all legal matters
>
> Provide all charts and publications
>
> Order spare parts and consumable stores
>
> b\. Maintenance
>
> Personnel Responsible: Superintendent Engineer and the Port Engineer
> in coordination with the Contracting Officer
>
> Maintenance involves the preparation and supervision of the
> maintenance and repair of the ships as required including but not
> limited to the following:
>
> Maintenance and repair work in accordance with MarAd procedures and
> USCG and ABS requirements
>
> Arrange regulatory surveys as required
>
> Conduct monthly, semi-annual and annual inspections as per contract
>
> Report all maintenance and inspections performed
>
> Prepare specifications and cost estimates for approval by MarAd for
> vessel repairs, dry dockings, overhaul, lay-up, activations and
> modifications.
>
> Maintenance of spare parts and record keeping in PC SAL
>
> Maintenance of consumable stores
>
> Inventory records as required
>
> Prepare records in MARTS
>
> Analyze and award of contracts for maintenance work
>
> Conduct shipboard training programs
>
> c\. Personnel
>
> Personnel Responsible: Manning Manager, Superintendent Engineer and
> the RRF Port Engineer
>
> Personnel involves functions including but not limited to the
> following:
>
> Engage officers and crew
>
> Pay off officers and crew
>
> Crew welfare
>
> Maintain marine personnel records as required
>
> Screen all potential applicants and conduct background investigations
>
> Timely forwarding of all ship\'s mail and documentation.
>
> Liaise with union agents
>
> Resolve all labor disputes
>
> Appraise all personnel of MarAd\'s policy concerning the prohibition
> of alcohol, gambling and the use of controlled substances
>
> Follow-up with department heads to ensure that the above mentioned
> policy is being complied with
>
> d\. Purchasing
>
> Personnel Responsible: Purchasing Manager in coordination with the
> Contracting Officer, Superintendent Engineer and the Manning Manager
>
> Purchasing involves functions including but not limited to the
> following:
>
> Preparation of pre-cut requisitions for vessel operations as part of
> the Activation Plan (7, 90 and 180 days).
>
> Efficient and economical provision of equipment, spare parts, supplies
> and stores including all deck and engine stores, steward stores,
> provisions, medical supplies, fuel and lubricating oils

2\. Financial Control / Accounting

> Personnel Responsible: Accounting Manager in coordination with
> Contracting Officer and RRF Port Engineer
>
> Financial control / accounting involves the following:
>
> Cash management and banking functions
>
> Accounts payable
>
> Accounts receivable
>
> Agent disbursements
>
> Contract billing
>
> Vessel payroll
>
> Maintain all cost accounting, journals and ledgers as required
>
> Maintain and submit all records
>
> Submit all required progress and financial reports in a timely manner

**C. Ship Husbanding**

Keystone has established relationships with agents, pilots, tug boat
companies and other firms in ports around the world. A partial list is
provided by port in Appendix B. Port agents will be appointed by
Keystone as soon as the voyage itinerary and vessel destination becomes
available. These agents will be selected based on past performance or if
the agent is not known to Keystone, after a completed reference check.
All agents will be appointed with the approval of MSC and MarAd.

During Phase 0, (Operations) Keystone shall provide the following
services:

1\. Pilots

> Keystone shall arrange for pilots.

2\. Tugboats

> Keystone shall arrange for a sufficient number of adequately powered
> tugboats to assist the ship in berthing to a pier, mooring to a buoy
> or in any other situation that requires a tug\'s assistance such as
> the escort of a vessel in restricted waters.

3\. Berthing and Shore Services

> Keystone shall arrange for berthing and shore services. Shore services
> include, but are not limited to, potable water, shore electrical
> power, shore steam, trash and garbage removal, oily waste removal,
> sewage removal and line handlers.

4\. Launch Services

> Keystone shall arrange for launch service for both crew members and
> Government personnel when the ship is at anchor inshore or offshore.
> Keystone shall arrange for a seaworthy launch which conforms to USCG
> regulations for the carriage of passengers.

5\. Stevedore Services

> Unless directed to use military labor, Keystone will arrange for
> stevedoring services for the loading and discharging of the ship at
> ports or anchorages designated by the Government. The Government shall
> notify Keystone of the requirement for commercial stevedore services
> as soon as possible prior to the ship\'s arrival at a designated port.
> Said notice shall be verified in writing or by telex and shall specify
> the port, arrival time and date, description of cargo to be handled
> and other such information as necessary or appropriate to allow
> Keystone to arrange for the requested service.

6\. Bunkering

> Keystone shall arrange to purchase fuel oil as required in accordance
> with the contract. Keystone will seek approval of the ACO/COTR prior
> to the purchase of bunkers. Keystone is responsible for ensuring the
> proper type and grade of fuel is provided and is compatible with the
> ship.

7\. Embarkation Support

> Keystone shall support personnel embarkations when directed by the
> ACO/COTR. Keystone shall stow all gear and equipment properly and
> clean and prepare the ships to receive Government mission support
> personnel when notified in advance by the ACO/COTR. Keystone shall
> provide food service, laundry service and cleaning services comparable
> to the shipboard rating equivalent when directed.

8\. Mail

> Keystone will make all necessary arrangements for the delivery and
> forwarding of mail both for the crew and the ship at all times. During
> activation, MSC may direct that the ship be entered into the U.S.
> Fleet Postal Service. This procedure will usually occur only if the
> ship is to be on an extended voyage (over 180 days).

9\. Canal Fees

> The Government will reimburse Keystone for the payment of canal tolls
> / fees during Phase 0, (Operations) when operational directives
> require the transit of canals.

10\. Agency Responsibilities

> The agent selected will be responsible for providing or arranging
> services as directed by the Contracting Officer which include:
>
> Payment of port charges and fees
>
> Crew travel and subsistence
>
> In port crew medical
>
> Storing and replenishment
>
> Fumigation services
>
> Arranging and assisting with technical representatives and service
> engineers

**III. SHIPBOARD ORGANIZATION DURING PHASE 0, (OPERATIONS)**

Shipboard functions are organized into the following departments:

Deck

Engine

Steward

Radio

Medical

The Medical Department Representative (MDR) will be appointed by the
Master. The MDR will usually be the Chief Mate, if he has the proper
training and experience.

**A. Principal Job Responsibility by Crew Position**

1\. Master

> The ship\'s Master, as the company\'s representative, will discharge
> the company\'s responsibilities under the contract with respect to
> operation and control of the RRF Ship to which he is assigned. Under
> the law, he is in command and has authority over all personnel
> embarked. Although subject to the company\'s direction, he is
> responsible for the safe navigation and operation of the ship and for
> the safety of all persons aboard. The ship\'s Master, designated and
> assigned by Keystone with the approval of the MarAd Contracting
> officer, will operate his vessel at sea in compliance with the terms
> of the contract and in accordance with operating orders, sailing
> orders, and specific directives issued by MSC, or by the cognizant
> U.S. Navy Fleet Commander or his authorized representative. While
> deployed on missions and while in port, the ship\'s Master will work
> in close cooperation with the MSC designated representative.
>
> The Master is responsible for the supervision of the M/V CAPE
> VINCENT\'s Department Heads. He has ultimate responsibility for all
> personnel matters, including overtime. The Master is also responsible
> for shipboard communications and ship\'s documents and certificates.
> He shall see to it that the M/V CAPE VINCENT\'s standing orders are
> posted and complied with.
>
> In addition to his overall responsibilities for safety, security, and
> operation and maintenance of the ship, the Master will be responsible
> for carrying out certain specific measures that are required by the
> Contract. For example, when in port the Master will:
>
> Maintain a gangway security watch manned by qualified crew members or
> by an MSC-approved security service. The security watch will control
> access to the ship and allow only authorized persons to board.
>
> Maintain a visitor control system to record the schedule and purpose
> of official visits, and to ensure the clearance and need-to-know of
> the named official visitors. The Master will ensure that authorized
> visitors are properly greeted and escorted so that their purpose can
> be achieved promptly.
>
> Monitor the progress of maintenance and repair work during industrial
> availability periods.
>
> Ensure the smart and professional appearance of his ship and crew. The
> Master will ensure that the ship is kept clean, well preserved, and
> neatly stowed, and will be responsible for the proper conduct of the
> crew.
>
> At sea, as well as in port, the ship\'s Master shall be responsible
> for custodial services in all areas. He will conduct periodic
> inspections of all spaces to ensure their proper maintenance, with the
> support and cooperation of the Chief Mate and Chief Engineer.
>
> The Master will ensure that emergency drills and exercises specified
> by the Contract and U.S. Coast Guard requirements are routinely
> conducted. That station bill assignments and the schedule for drills
> will be prepared to ensure optimum effectiveness.
>
> The Master will be responsible for providing a safe working
> environment. The Master is responsible for ensuring that all persons
> embarked are trained and kept aware of the need to do things safely
> and to maintain safe working conditions. When casualties do occur, the
> Master is responsible for ensuring that appropriate investigations are
> carried out.
>
> The Master will safeguard all classified materials if aboard. The
> Master is responsible to see that classified materials are properly
> secured and protected from disclosure. Acting through the ship\'s
> Security Supervisor, the Master will ensure the conduct of an active
> security awareness program for all members of the crew to keep them
> alert to potential hostile attempts and to the possibility of
> terrorist actions, especially in port. The Master is also responsible
> for the monitoring and protection of the M/V CAPE VINCENT\'s
> controlled equipage and high value stores.
>
> Above all, the Master is responsible for operating the ship in a way
> that ensures it can perform its mission. This means he must be ready
> to sail on short notice with a crew that is trained, qualified, and
> ready to work in harmony and discipline. It means he must keep the
> ship in peak material conditions by ensuring that all planned
> maintenance is regularly performed and that all spares and consumables
> are aboard in sufficient quantities for extended voyages. It also
> means he must ensure that the working and living conditions aboard the
> ship are safe, clean, comfortable, and conductive to the efficient and
> effective performance of the crew.

2\. Chief Officer

> The Chief Officer is the most senior deck officer. He is expected to
> assume the position and responsibilities of the ship\'s Master should
> the Master, for any cause, be unable to perform his duties.
>
> As the Master\'s direct representative, all officers are under the
> Chief Officer\'s orders for matters pertaining to the operation and
> maintenance of the vessel, except for matters that are the direct
> responsibility of the Chief Engineer. The Chief Officer is in charge
> of the cleanliness, sanitation, condition, appearance, and safety of
> the vessel. He is in charge of the maintenance of the vessel\'s hull,
> decks, masts, houses, cargo compartments, deck lockers, staterooms,
> cargo-handling gear, ground tackle and mooring gear, life-saving and
> firefighting apparatus, and all other Deck Department equipment, as
> well as for the discipline, efficiency, and conduct of the crew. The
> Chief Officer arranges and coordinates the ship\'s work and drills,
> prepares daily routines, and lays out work schedules for the Deck
> Department. He also consults with the heads of other departments,
> including the Engine and Stewards Department, relative to the
> coordination of work and drills. With the Master\'s approval, he is to
> assign watches and hours of work for the deck crew, and is responsible
> for the Deck Department personnel overtime. In addition, the Chief
> Officer will maintain a deck maintenance control system.
>
> The Chief Officer will submit all Deck department repair requirements
> to the Chief Engineer in writing, and will cooperate closely with the
> Chief Engineer to effect all repairs that can be accomplished by the
> ship\'s force. With the Chief Engineer, he will determine the extent
> of shore assistance required, if any. All items that are beyond the
> capabilities of the vessel\'s personnel and facilities will be
> designated by the Chief Engineer as yard repair items or items
> requiring industrial assistance. The Chief Officer must be familiar
> with the crew members and their abilities and will correct abuses,
> prevent infractions of discipline, and suppress disorder.
>
> In case of an emergency on board, it is expected that the Chief
> Officer will be in charge of the damage control or emergency squad and
> will direct the crew in combating the particular peril. Even though he
> may be standing a regular watch, the Chief Officer should keep close
> track of the location of the vessel and be ready to assume command if
> the Master is incapacitated.
>
> As the individual in charge of deck operations, the Chief Officer is
> responsible for preparing the cargo operating plan; for seeing that
> the stress, stability, and trim requirements are met; and for
> overseeing the readiness of all deck equipment to assist all MSC
> requirements. He is also responsible for all safety and security
> checks of all deck operations. The Chief Officer\'s approval must be
> granted prior to tank entry or work aloft by shipboard personnel.
>
> Specifically, the Chief Officer is directly responsible to the ship\'s
> Master for the following:
>
> Exterior of the hull
>
> Masts, booms and rigging
>
> Funnel and ventilators
>
> Navigational bridge
>
> Deck machinery
>
> Ground tackle and mooring lines
>
> Vessel trim and stability
>
> Cargo operations
>
> Firefighting and lifesaving gear
>
> Deck stores and lockers
>
> The Chief Officer is responsible for operations and coating
> maintenance. The Chief Engineer is responsible for mechanical repair
> assistance.
>
> The Chief Officer will normally be assigned collateral duty as the
> Security Supervisor to assist the Master of the ship, and will assume
> responsibility for the validity and implementation of the Standard
> Practice Procedure aboard his ship. He will thus be responsible to the
> ship\'s Master to see that the provision of DOD 5220.22M are met.
>
> If qualified the Chief Officer will also be the designated Medical
> Department Representative.

3\. Second Officer

> The Second Officer, in general, is in charge of all navigational
> equipment. It is his responsibility to see that sufficient spares are
> on board, records of maintenance are kept, and all sea abstracts and
> voyage reports are accurately and neatly completed. The Second Officer
> will promptly notify the Master of any defects in navigational
> equipment. He must see that the compass observation book and
> chronometer rate book are properly maintained, all charts and
> navigational publications represent the latest available editions, and
> that these materials are properly stored. He will also ensure that all
> electronic navigational equipment is checked and calibrated as
> required at frequent intervals. The Second Officer must be familiar
> with all the cargo handling equipment, and must be able to carry out
> deck operations in a proper manner. He must know the firefighting
> equipment and be acquainted with the operation of the line throwing
> appliance, lifeboat gear, life raft,gas masks, breathing apparatus,
> and anchor windlass and winches.
>
> Specifically, the Second Officer is responsible to the Master for the
> following:
>
> Charts and corrections
>
> Notices and aids to navigation
>
> Light and navigational aids lists
>
> Tidal current and tide tables
>
> Sailing directions and almanacs
>
> Other navigational publications
>
> Firefighting equipment
>
> Compass observation book
>
> Chronometer rate book
>
> Sextants
>
> Azimuth circles
>
> Standard and steering compasses
>
> Gyro compass equipment
>
> Chronometers
>
> Clocks
>
> Fathometer and course records
>
> Hand leads
>
> Breakdown (not under command) lights and shapes
>
> Sea abstracts
>
> Voyage reports
>
> Noon report
>
> Radar(s)
>
> Radio direction finder
>
> Emergency fire pump
>
> CO~2~ and Smoke Detection Systems
>
> Speed logs and doppler log
>
> Loran, satellite navigator, and other long-range navigational
> equipment - Instruction books for navigational equipment

4\. Third Officer

> The Third Officer, in general, is in charge of signalling the
> lifeboats, firefighting equipment and line throwing equipment. He is
> responsible for updating firefighting system lay-out and issuing
> emergency station cards to officers and crew. He must be familiar with
> signal flags, Morse code, the firefighting system, gas masks,
> breathing apparatus, line throwing appliance, lifeboat gear, life
> rafts, cargo-handling equipment, and cargo loading and discharging
> procedures.
>
> Specifically, the Third Officer is responsible to the Master for the
> following:
>
> Office copy of the log book.
>
> Securing of the wheelhouse while in port.
>
> Testing of the engine telegraph, steering gear, radars, and all
> navigational equipment, whistles, and navigational lights.
>
> Bell book.
>
> Departure and arrival reports of water draft, fuel and fresh water.
>
> Recording of fuel and fresh water figures in log book.
>
> Flags and signal Lights.
>
> Firefighting equipment.
>
> Life saving equipment.
>
> Line throwing appliances.
>
> Other safety equipment.
>
> Binoculars.

5\. Chief Engineer

> The Chief Engineer is responsible for the continuous safe operation
> and efficient maintenance of the vessel\'s machinery including the
> following: the main propulsion machinery, auxiliary machinery, pumps,
> cargo machinery, deck machinery and equipment, the motors of powered
> lifeboats, and the emergency generator. He is also responsible for the
> assignment of duties of the Assistant Engineering officers and the
> unlicensed Engine Department personnel in carrying out their assigned
> duties. The Chief Engineer will act as a direct representative of the
> RRF Port Engineer and the Superintendent Engineer in supervising
> outside repairs.
>
> The Chief Engineer will ensure that all engineering department
> personnel are suitably qualified and have appropriate documentation.
> He shall post the Engineering Department standing orders. The Chief
> Engineer is responsible for the vessel preventative maintenance
> program and for maintaining the shipboard MARTS and PC SAL. The Chief
> Engineer will report all vessel problems to the Master and to the RRF
> Port Engineer.
>
> \(a\) [Vessel Repair Specifications.]{.underline}
>
> The Chief Engineer is responsible for the preparation and timely
> submission of all repair specifications to the RRF Port Engineer. The
> Chief Engineer will coordinate and edit a final repair list that
> encompasses all departments. He will especially check housekeeping and
> living quarters maintenance items. In addition to the repair list
> submitted to the RRF Port Engineer, the Chief Engineer will be
> required to maintain a running record book covering needed repairs.
> The Deck and Steward Departments will submit their repair requirements
> to him in writing; these requirements will be carefully reviewed to
> determine any work that can be accomplished by the vessels\'s
> personnel. The Chief Engineer must cooperate closely with the other
> two departments to perform repairs that can be accomplished on board
> and to determine the extent on shore assistance is required, if any.
> All items that are beyond the capabilities of the vessel\'s personnel
> and facilities must be discussed with the Master and incorporated in
> the vessel\'s repair list. This list must be countersigned by the
> Master and forwarded to the RRF Port Engineer in a timely manner so
> that items may be reviewed and incorporated in a final repair
> specifications. Spare parts needed during the drydocking and overhaul
> periods are to be ordered, allowing sufficient time of procurement and
> delivery.
>
> \(b\) [Engine Department Overtime.]{.underline}
>
> The Chief Engineer will be furnished with copies of working agreements
> governing Engineering Officers and unlicensed Engine Department
> personnel. He is responsible for the organization of personnel and
> work to minimize possible overtime without neglecting the maintenance
> of machinery or Engine Department spaces. He will, therefore, be
> responsible for maintaining an accurate record of overtime on provided
> forms and submitting them to the Master in a neat and orderly fashion.
> It is also understood that the Chief Engineer will do his best to
> settle all differences with respect to working conditions that govern
> the licensed Engineers and unlicensed personnel in the Engine
> Department. If, however, there are any questions pertaining to the
> clarification or application of these working conditions, they shall
> be referred to the Master for his consideration.
>
> \(c\) [Engine Department Spares and Requisitions]{.underline}
>
> The Chief Engineer will prepare Engine Department requisitions and the
> issue of engine stores. He will also regulate the use and consumption
> of material to ensure efficiency and economy, and prevent irregular or
> wasteful practices. The vessel will maintain a complete, current
> inventory of all Engine Department spare parts by listing all
> shortages or excesses.
>
> All spare parts are to be replaced as soon as they are consumed by
> submitting a requisition describing the part required in detail,
> including part number and nameplate data of the parent equipment. They
> must be kept in fit conditions and ready for immediate use at all
> times; consequently, they must be properly preserved, stored, and
> labeled. Detailed records of spare parts use shall be maintained and
> used to update PC SAL.
>
> \(d\) [Joint Inspection Upon Joining Vessel.]{.underline}
>
> Upon joining the vessel and before taking over, the relieving Chief
> Engineer will make a thorough joint inspection with the departing
> Engineer of the Engine Department, its\' machinery and its\'
> equipment. He must review the status of the maintenance and inspection
> schedules, as well as the status of all automation systems. In
> addition to the above, the new Chief Engineer will be responsible to
> see that a spot inventory of Engine Department stores and equipment is
> made and verified against the inventory lists maintained on the
> vessel. During the inspection, he will familiarize himself with the
> main engine, boiler conditions and repairs required or recently
> completed. Particular attention will be given to daily fuel
> consumption, water consumption, lube oil, and quantities on hand. Any
> discrepancies between actual quantities and quantities shown in the
> vessel\'s
>
> records or any problems concerning the state of repair or operability
> of machinery should
>
> be noted in a letter report to the attention of the Superintendent
> Engineer, with a copy to the Master for his files. The new Chief
> Engineer must quickly acquaint himself with the First Assistant
> Engineer and other Engine Department personnel so that he may be fully
> informed of their capabilities and proficiency; he must also satisfy
> himself that their duties are assigned to best suit their respective
> capabilities and the vessel\'s best interests.
>
> \(e\) [Oil and Air Pollution.]{.underline}
>
> All world ports prohibit the discharge or escape of oil and water
> containing oil from any vessel into harbors or coastal navigable
> waters. In accordance with the International Oil Pollution Convention,
> any person or persons found guilty of violating this law may be
> punished by fine for each offense. The Chief Engineer will be held
> accountable for any fines resulting from bunker spills or from pumping
> dirty
>
> bilge water into port areas.
>
> When bunker fuel is being loaded or discharged, safe practices are to
> be observed and all scuppers must be tightly plugged to prevent any
> spilled oil from escaping overboard. In the event of bunker spillage,
> the Master must be notified and the Chief Engineer must make
> appropriate entries in the Oil Record Book. See also, Section IX, Part
> B, of this plan.
>
> In addition, most port areas have legislation against air pollution.
> While the vessel is in port, all machinery is to be operated to
> minimize smoke exhaust.
>
> \(f\) [Vessel\'s Engine Log Book.]{.underline}
>
> The Chief Engineer will be responsible for the proper preparation of
> the Engine Log Book, which contains all pertinent data relating to
> machinery operation. The log must be signed by the Engineer on watch
> and the Chief Engineer; every entry must be accurate and complete in
> all respects. The log will be retained aboard the vessel and copies
> will be forwarded to Keystone headquarters as described in Section IX,
> Part B.
>
> \(g\) [Bell Book.]{.underline}
>
> The Engine Bell Book will contain an accurate record of engine
> telegraph orders from the bridge and should be retained as a permanent
> record aboard the vessel. No erasures are to be made; erroneous
> entries are to be neatly crossed out with a single line and initialed
> by the person making the correction. It is particularly important that
> the engine room clock be synchronized with the bridge prior to the use
> of bells on each occasion. Prompt response to all orders from the
> bridge is required of all Engineers on watch.
>
> \(h\) [Maintenance Control System.]{.underline}
>
> The Chief Engineer is responsible for keeping the maintenance control
> system up to date, and must control the flow of these data for all
> departments.
>
> \(i\) [Reports and Forms.]{.underline}
>
> The Chief Engineer will forward various reports and forms quarterly,
> or as instructed on the forms, to Keystone headquarters in
> Philadelphia. These forms will include Daily fuel and water reports,
> Engine Log abstracts, Requisitions for all repairs and spare parts as
> well as consumable stores, Machinery condition report and Reports on
> machinery failures.
>
> Engine Operating hours for main and auxiliary engines, temperature and
> pressure readings, boiler inspection, along with auxiliary machinery
> condition reports, must be forwarded regularly. Inventory reports of
> material and spares consumed and received are submitted at the
> termination of each voyage.
>
> \(j\) [Vessel Casualties.]{.underline}
>
> The Chief Engineer will, jointly with the Master, carefully review
> COMSCINST 3123.7E, as well as the Casualty and Accident Procedures
> section of the Keystone Vessel Operating Rules and Guidelines to
> thoroughly familiarize himself with reports, including USCG 2692, and
> actions required in the event of vessel casualties, such as damages
> due to collision or grounding, fire and other accidents involving
> third parties. It is imperative that the Chief Engineer be thoroughly
> familiar with the proper format and procedures for vessel casualties
> and incidents involving third party claims. This familiarity will
> ensure that he will be prepared to give his full cooperation and
> assistance in the matter, which will be vital in the protection of the
> Government\'s interest.
>
> \(k\) [Maneuvering of Engines.]{.underline}
>
> During the docking and undocking of the vessel, as well as in
> traversing a confined channel, the Chief Engineer must be in the
> Engine Room to ascertain that: (1) the engine speeds are those
> required by the Master; (2) all signals from the bridge are correctly
> and promptly executed; and (3) the steering gear is functioning
> properly. Prior to undocking the vessel and answering the \"stand by\"
> signal on the engine order telegraph, the Chief Engineer or designee
> must examine the steering gear and other machinery to determine that
> this gear will operate satisfactorily during all maneuvering
> operations. A suitable log entry will be entered in the Engineer\'s
> log for all tests.

6\. First Assistant Engineer

> The First Assistant Engineer is responsible to the Chief Engineer for
> the administration and supervision of the Engine Department. He will
> perform his duties as directed by the Chief Engineer. The First
> Assistant Engineer shall keep a full record of overhauling and repair
> work carried out. He is responsible for the cleanliness and
> orderliness of the Engine Room and for the proper and economical use
> of all stores, tools and spare gear, an inventory of which he will
> keep. The First Assistant Engineer is in charge of the Engine Room
> staff. He is to see that the Chief Engineer\'s instructions are
> carried out by efficient organization and is to direct the Engine Room
> staff accordingly. The First Assistant Engineer shall keep the Chief
> Engineer fully informed about the progress of maintenance and repair
> work, running of the machinery, the conduct and ability of the staff,
> and shall report immediately to him any unusual occurrence in the
> Engine Room.
>
> [Collateral Duties.]{.underline} The First Assistant Engineer is
> assigned the collateral duty of Logistics Management Officer during
> Phase O to maintain the ship\'s spares inventory in accordance with
> MarAd\'s Logistics Management Manual.

7\. Second and Third Assistant Engineers

> The Second and Third Assistant Engineers shall report to the First
> Assistant Engineer. He will assign them to duties, both at sea and in
> port. They shall consider his orders as effective and binding as
> though emanating from the Chief Engineer. Upon joining the vessel,
> relieving Assistant Engineers shall report to the Chief Engineer, or
> in his absence, to the Assistant Engineer in charge. They shall then
> familiarize themselves with the Engine Department. The Second
> Assistant Engineer is responsible for boiler operation, including
> water testing. The Third Assistant Engineer is responsible for the
> ship\'s evaporators.

8\. Engineer on Watch - Underway

> \(a\) [Authority and Responsibilities.]{.underline}
>
> The Engineer on watch is in full charge of the watch and has full
> authority over all personnel in the Engine Department, except when
> relieved by a superior Engineering officer. He is responsible to the
> Chief Engineer for the safe, efficient, and economical operation of
> all machinery and equipment as well as for the safety of the
> personnel. He shall comply with all Engineering Department Standing
> Orders. See Section VI.
>
> \(b\) [Bilges, Pumping of]{.underline}
>
> The Engineer on watch shall keep a constant watch to ensure that oily
> bilges or slops are not pumped overboard in violation of the Oil
> Pollution Act, local regulations, and/or Keystone operating
> procedures. He shall check with the mate on watch before bilges are
> pumped.
>
> \(c\) [Control Platform]{.underline}
>
> The Engineer on watch, with the exception of making his rounds shall
> remain in the vicinity or level of the control platform. During his
> rounds, he shall station a qualified man to stay in his place.
>
> \(d\) [Engine Room Bell Record Book]{.underline}
>
> A record of all bells from the bridge shall be kept in an Engine Room
> Bell Record Book. The Bell Book will be signed by the Engineer on
> watch before being relieved. If the oiler/Engineman keeps the Bell
> Book, he shall also sign before being relieved, along with the
> Engineer on watch.
>
> \(e\) [Immediate Reports to Chief Engineer.]{.underline}
>
> The Engineer on watch shall immediately advise the Chief Engineer of
> any indication of improper operation of the plant, orders from the
> bridge, and/or any unusual conditions. Immediate steps shall be taken
> to isolate or prevent damage, if trouble occurs.
>
> \(f\) [Inspections.]{.underline}
>
> For safe and efficient operation, the Engineer on watch shall make
> frequent inspections of the machinery spaces, machinery and equipment.
> The relieving Engineer shall inspect all operating main and auxiliary
> machinery, including the steering engine before coming on watch.
>
> \(g\) [Leaving Machinery Spaces]{.underline}
>
> The Engineer on watch [SHALL NOT LEAVE]{.underline} the machinery
> spaces when underway unless properly relieved.
>
> \(h\) [Engine Log Book Entries.]{.underline}
>
> The Engineer on watch shall make the required entries in the
> \"Engineer\'s Log Book\" during the watch, and shall sign it after
> relieved and before leaving the Engine Room.
>
> \(i\) [Relieving the Watch in the Engine Room.]{.underline}
>
> When relieving the Engineer on watch, the relieving Engineer shall
> review the Log Book. He shall obtain from the former, all details
> concerning the operation of the plant. This report shall include any
> abnormal conditions encountered or repairs made during the preceding
> watch, and any special orders form the Chief Engineer.

9\. Engineer on Watch - In Port

> \(a\) [Authority and Responsibility.]{.underline}
>
> The responsibilities, duties, and authority of the Engineer on watch,
> ships in port, are the same as at sea. He shall comply with all the
> requirements of the section entitled \"ENGINEER ON WATCH - UNDERWAY\".
>
> \(b\) [Presence Aboard.]{.underline}
>
> The Engineer on watch shall not leave a vessel while the boilers are
> steaming or the main engines or other machinery is operating, or at
> any other time when required to be aboard, without being properly
> relieved.

10\. Radio Operator

> The Radio Operator shall be in charge of transmitting and receiving
> the ship\'s radio
>
> communications in accordance with the regulations of the International
> Convention of the Safety of Life at Sea. The radio equipment aboard
> all Keystone operated vessels will be serviced by a manufacturer
> technician or service contractor to ensure reliable operation of the
> equipment. The Master has the power of censorship over all messages.
> Radio logs, messages and abstracts are to be kept confidential and
> secret. The Radio Operator shall [not]{.underline} divulge such
> information except to the Master or the radio service company.
>
> The Radio Operator shall be responsible for compliance with the
> following:
>
> International and national communications regulations.
>
> Only person duly authorized shall be admitted to the Radio Room.
>
> Urgent or distress messages received shall be immediately transmitted
> to the Master.
>
> He shall stand the required 8-hour watch to be designated by the
> Master.
>
> Perform general maintenance of all radio equipment, including auto
> alarm, batteries and direction finder and other electronic equipment
> as directed by the Master.
>
> Radio repair and supply requisitions.
>
> Radio records and logs required.
>
> Inform the Master immediately when failure of any radio equipment
> occurs.
>
> Assist in shipboard administrative duties as required.
>
> [Communications Special Requirement.]{.underline}
>
> The Master shall designate individuals from the crew (usually the
> Second Officer) who shall familiarize himself with the INMARSAT
> equipment to the extent that he is able to operate the INMARSAT voice
> equipment during all Phase O periods, at sea or in port in the event
> that the Radio Officer is incapacitated. The INMARSAT is to be left on
> standby at all times. Both the individual and Radio Officer must be
> able to demonstrate their knowledge of the INMARSAT to the Master
> before leaving port.

11\. Duties - Steward/Cook

> The Steward/Cook is responsible for the following:
>
> In charge of the Steward Department, including the cooking and serving
> of meals and preparation of menus.
>
> Responsible for the galley and its operation; also in charge of all
> personnel in his department.
>
> Requisitioning, receiving, checking issuing and proper care of all
> subsistence, sundry stores and expendable equipment.
>
> Keep all necessary records pertaining to the Steward Department
> including the taking of inventories and refrigerated storage space
> temperatures. Authorizing and keeping record of all overtime in
> Steward Department. (The Steward/Cook shall in case work overtime for
> himself or any man in his department without first securing authority
> from the Master).
>
> Responsible for the upkeep and cleanliness of refrigerated storage
> spaces, storerooms, linen lockers, messrooms, galley, pantry and all
> quarters under his jurisdiction.
>
> Keep record of all extra meals served. (No extra meals are to be
> served without proper authorization and a signed extra meal ticket
> obtained).
>
> Arrange vermin and pest control.

12\. Medical Department Representative (MDR)

> Keystone shall establish a Medical Department, and provide a qualified
> Medical Department Representative (MDR) as the designated head of the
> Medical Department. The MDR shall be directly responsible to the
> Master for the health of all embarked personnel. The industry practice
> has been to designate the Chief Officer as the MDR. However, the MDR
> shall be a licensed crew member who meets the requirements of the IMO
> STWC Convention, 1978, and the Ship Emergency Medical Training Program
> Curriculum (Level II). This type of health care includes evaluation,
> diagnosis, and treatment of injuries and illness. The MDR shall
> conduct and comply with all occupational and health inspections and
> maintain control of controlled substances.

**B.** **Personnel Working Hours**

To help ensure vessel safety and crew efficiency, the following is
Keystone\'s policy for all shipboard personnel:

> A licensed individual or seaman may not be permitted to work more than
> 15 hours in any one 24-hour period, or more than 36 hours in any 72
> hour period, except in an emergency or drill. In this subsection,
> \'work\' includes any administrative duties associated with the vessel
> whether performed on board the vessel or ashore.

**IV. NAVIGATION POLICY**

**A. General Requirements**

The Master is responsible for the safe navigation of his ship. All RRF
ships shall be navigated in compliance with 33 CFR Subchapter D,
International Navigation Rules (Parts 80-82) and Subchapter E, Inland
Navigation Rules (formerly CG 169, Navigation Rules,
International/Inland, as applicable.

The Master shall ensure that watchstanders are thoroughly familiar with
the International/Inland Navigation Rules, that these Rules are
carefully observed, and that watchstanders are properly trained to
handle emergency situations. Watchstanders shall maintain their
proficiency in recognizing the international signals, contained in the
International Code of Signals, and Visual-Signaling by the International
Morse Code.

No precaution which ensures the safety of the ship is to be regarded as
excessive. When the ship\'s safety calls for extra special attention in
heavy weather, maintenance of schedule will be a secondary
consideration.

**B. Vessel Bridge to Bridge Radio Telephone Act**

1\. The master of an RRF vessel shall observe the Vessel
Bridge-to-Bridge Radio Telephone Act. This Act requires, for the purpose
of navigation safety, the use of a bridge-to-bridge radio telephone
(156.65 MHZ) while navigating in the navigable waters of the U.S..

2\. Masters shall maintain a listening watch, as required and shall,
when necessary, transmit and confirm the intention of their ships and
any other information necessary for the safe navigation of ships.

**C. Use of Radar Plotting**

While radar, as an extension of navigator\'s vision is a boon to
navigation, it is only an aid. To be effective information obtained by
radar must be plotted using ARPA and interpreted correctly. In fog,
radar cannot substitute for good judgement and seamanship, strict
compliance with the International Navigation Rules, moderate speed and
an alert lookout. Relative motion plotting is essential to determine the
true course and speed of other ships. Relative motion plotting is
therefore mandatory.

**D. Maintaining Schedules**

It is Keystone/COMSC policy that the safety of ship take precedence over
the maintenance of schedules. Schedules are to be considered as
desirable targets. However, they shall not be met by accepting [undue
risk]{.underline} of collision with other ships, heavy weather or ice
damage, or otherwise violating the principle that the safety of the ship
is paramount to all other considerations.

The Master shall carry out his policy for:

1\. Strict adherence to the International/Inland Navigation Rules.

2\. Reducing speed in fog, particularly in restricted or pilot waters.

3\. Making effective use of radar in all weather conditions, including
relative motion plots using ARPA of other ships.

4\. Avoiding course changes in restricted waters inlets required by the
circumstances. (With sufficient sea room, course changes should be made
early enough and large enough so that there will be no doubt regarding
intentions and so that passing will be well clear.)

5\. Ensuring that navigators can plot accurate relative motion
situations, particularly to determine the closest point of approach
(CPA) and course changes for safe passing.

6\. Determining and posting on the bridge, the ship\'s stopping
distances at various speeds (deceleration tables).

7\. Observing all practices of good seamanship, including proper
lookouts, speed, lights, signals, radar, use of radiotelephone, where
appropriate and setting material conditions readiness.

8\. Issue posted orders advising the officer on watch when the Master\'s
presence on the bridge should be requested.

**E. Pilotage**

Navigation laws of the United States specially charge the Master with
the responsibility for the safe navigation of his ship. If the Master
sees fit to employ a pilot, or if local law requires that he employ one,
the pilot so employed acts as a technical advisor or assistant to the
Master. A pilot is merely an advisor and his presence aboard does not
relieve the Master or his subordinates of responsibility for the safe
navigation of the ship. Although not obliged to, the Master may let a
pilot maneuver his ship.

An exception to the provisions above is found in the \"Rules and
Regulations Covering Navigation of the Panama Canal and Adjacent
Waters\" which directs that a pilot assigned

to a ship in these waters shall have control of navigation and movement
of the ship.

Masters may employ licensed pilots, when deemed necessary, paying no
more than the local rate. Employment of a pilot might be deemed
necessary at any port when required by applicable regulations.

**F. Master\'s Presence on the Bridge**

The Master shall be on the bridge when docking, undocking and shifting
berths; when entering and leaving port, when maneuvering in close waters
or near other ships; also when making a landfall; when maneuvering in
ice or in thick weather or at any other time when the conditions is such
that the possibility of danger warrants the Master\'s presence on the
bridge.

**G. Chief Engineer\'s Underway Station**

The Chief Engineer shall be stationed in the machinery spaces whenever
his presence is most necessary including when docking, undocking and
maneuvering in close waters or heavy traffic. Panama Canal Regulations
require that in addition to the regular engineering officer of the
watch, the Chief Engineer of a ship shall remain on duty in the engine
room during the approach to and while passing through the locks, and
until the lockage shall have been completed and the ship is clear of the
lock walls. He shall also be in the engine room when the ship is passing
through Gaillard Cut and when getting underway, anchoring or shifting
berths. All ship\'s power shall be available to the Master on such
occasions.

**H. Persons Allowed in Pilot House and on Bridge**

Masters and pilots shall exclude from the pilot house and navigators
bridge, while underway, all persons not connected with the navigation of
the ship. However, officers and inspectors of the Coast Guard, Cadets on
board for training, licensed officers of ships, persons regularly
employed in learning the profession of a pilot and representative of
Keystone, MarAd, or the U.S. Navy may be allowed in the pilot house or
on the navigator\'s bridge upon obtaining the permission of the Master.

**I. Lookouts**

When underway, a competent seaman shall be properly stationed as a
lookout between sunset and sunrise, during thick or hazy weather when
visibility is reduced, and when navigating in restricted waters. When
circumstances warrant, such as conditions of crowded traffic and in
thick weather, additional lookouts shall be posted in accordance with
the Master\'s best judgement.

Lookouts shall be properly instructed in their duties and specially
charged with the duty of observing lights, sound, echoes or any
obstruction to navigation. Lookouts shall not be assigned to any other
duties and at all times shall be required to be diligent and alert.

**J. Anchors**

The Chief Officer is responsible for securing the anchor for sea,
inspecting and testing the anchor machinery before getting underway,
entering and leaving port, and before the ship enters restricted waters.
Anchors, links, shackles and pins shall be inspected closely each time
the anchor is weighed. At frequent intervals depending on circumstances,
each link shall be sound tested with a hammer for any false ring when
the anchor is being heaved in.

**K. Change of Watch**

At each change of watch, the relieving unlicensed personnel shall report
to the officer on watch. The officer on watch is responsible for
determining if the individual or individuals are fit for duty and ready
to stand watch.

**V. DECK OPERATIONS**

**A. General Requirements**

Keystone shall operate and navigate the ship safely in support of naval
operations and arrange for services when in port (including anchorages
and alongside facilities).

1\. Conduct Routine Deck Operations

> Keystone shall conduct routine deck operations while in Phase 0,
> (Operations) which include, but are not limited to, watch standing,
> routine and special evolutions, material handling operations,
> arranging port services, performing administrative functions, and
> providing security.

2\. Perform Watch Standing and Navigation Functions

> Keystone shall man and maintain watches in accordance with the ship\'s
> USCG Certificates of Inspection and USCG regulations. Keystone shall
> provide safe navigation of the ships in accordance with USCG
> regulations. Crew costs are reimbursable by the Government during
> Phase 0 at the prevailing deep sea union contract scale.

3\. In Port Watch Standing

> Keystone shall provide trained, qualified, personnel in sufficient
> numbers to meet USCG watch standing requirements while the ship is at
> anchor, or in port. Keystone shall provide sufficient personnel to
> ensure the safety and security of the ship, its equipment, personnel,
> personal effects, and all services. Crew costs are reimbursable by the
> Government during Phase 0 at the prevailing deep sea union contract
> scale.

4\. Maintain Charts and Publications

> Charts and nautical publications for the intended voyage shall be
> provided by Keystone. This is a reimbursable item. Keystone will
> ensure that the charts and publications are maintained on board and
> corrected in accordance with USCG requirements. Any special or
> classified charts required for the mission shall be provided by the
> Government.

5\. Perform Routine Administrative Functions

> Keystone shall perform administrative functions related to deck
> operations which include, but are not limited to, submitting reports,
> maintaining logs, records, files, and documents, certificates, charts
> and publications.

6\. Conduct Special Evolutions

> Keystone shall conduct the following:
>
> a\. Conduct Cargo/Material Handling Operations
>
> Keystone shall receive, load, discharge, stow and secure cargo and
> other materials such as stores, provisions, and other supplies that
> are for the exclusive use of the ship and its crew.
>
> b\. Operate Cargo/Material Handling Equipment
>
> Keystone shall prepare the ships cargo gear and cargo spaces for
> loading and discharging operations. Preparation shall include, but is
> not limited to, clearing deck areas, opening/closing cargo spaces,
> cleaning cargo spaces, rigging cargo gear, testing gear and deck
> machinery, and providing portable lighting. Keystone shall operate the
> cargo gear and deck equipment when required for any cargo operation
> and in accordance with the applicable manufacturer\'s operating
> manuals and instructions. Where Government provided stevedore services
> are not available, Keystone shall provide commercial stevedore
> services on a reimbursable basis. If commercial services are not
> available, the crew may be called upon to provide long shoring
> services which would be reimbursable toe the extent not covered in
> other parts of the employee agreement.
>
> c\. Simultaneous Cargo Operations
>
> Keystone shall provide sufficient power to operate all the ship\'s
> cargo gear simultaneously to the limit of the ship\'s installed
> generator capacity. The ship shall work night and day if required by
> the Government, local custom to the contrary notwithstanding. Keystone
> shall provide sufficient personnel (in Phase 0) to adequately
> supervise cargo operations taking place simultaneously throughout the
> ship around the clock. In this regard it should be noted that military
> exercises
>
> often are scheduled for twenty (20) hour periods (two 10-hour shifts
> with 4 hours for maintenance). To the extent that additional off-watch
> personnel are required for this task, overtime will be reimbursed.
>
> d\. Operation of Ship\'s Gear by Crew
>
> If requested by the Government, Keystone shall assign trained members
> of the ship\'s crew, to the extent that they are available and other
> shipboard duties and the safety of the ship permit, to operate the
> ship\'s cargo handling equipment and gear, including but not limited
> to booms, winches, cranes, ramps, forklifts, and container lift trucks
> during loading and discharge operations or exercises pertaining
> thereto. Additional crew overtime expenses incurred by Keystone in
> such instances shall be reimbursed by the Government.
>
> e\. Carriage of Explosive Cargos
>
> Abide by all special regulations with respect to the carriage of
> explosive cargos. The Master must carry out monthly inspections of
> cargo gear, cargo spaces, warning notices, fire prevention and fire
> fighting equipment. Entries in the vessel\'s log book and cargo gear
> books are required.

**B. Cargo Handling Procedures**

Under the Master, the Chief Officer shall be responsible for the
receipt, stowage, and discharge of the cargo. He shall prepare and
maintain adequate written orders concerning cargo handling operations
for the guidance of deck officers; ensure that deck officers have a
working knowledge of and understand the principals of reserve buoyancy,
including damage to the ship, are familiar with routine precautions as
to ballasting, limiting deck load, and note changes in the stowage plan
on the ship\'s copy concurrent with those made on the copy of the
loading activity.

1\. Preparation for Loading or Discharge

> The Chief Officer shall have the ship ready to load or discharge cargo
> at the time and place specified by the Master. Ready to load or
> discharge means that the ship is physically able to receive or
> discharge cargo in or from the appropriate spaces. Prior to arrival at
> the loading or discharge port, the Chief Officer shall ensure that the
> following minimum requirements are met:
>
> a\. Booms and cranes rigged and topped with preventer guys and hatch
> tent gantlines in accordance with customs of the port.
>
> b Cargo spaces properly prepared to receive the type of cargo to be
> loaded.
>
> c Operational tests made of all cranes and cargo winches etc. prior to
> rigging booms.
>
> d Ice and snow removed and kept from decks, ramps, ladders and
> gangways, if applicable.
>
> e Hydraulically operated water tight doors opened, weather permitting.
>
> f Fixed cargo lights on masts and in holds tested for operation and
> portable cargo lights available and ready for use.
>
> g All necessary keys for secure cargo lockers readily available.
>
> h The ship\'s tanks are appropriately ballasted, in accordance with
> stability and loading requirements, in order to attain full deadweight
> cargo capacity as required.
>
> i Assignment of responsible ships personnel as watchmen in cargo
> holds, when highly pilferable or security cargo is being loaded or
> discharged. Additional safeguards, such as bars, strongbacks and locks
> will be provided to protect U.S. Mail and other pilferable cargo.

2\. Regulatory Compliance

> The Chief Officer shall ensure that cargo personnel are thoroughly
> familiar with U.S. Coast Guard Regulations, Safety and Health
> Regulations for longshoring (prescribed by the U.S. Department of
> Labor) and the latest edition of COMSC Instruction 8023.1, Subj:
> Safety Regulations Governing the Handling and Transportation of
> Ammunition and Other Hazardous Cargoes; Procedures for Obtaining
> Waiver of Exemption from Relevant Navigation and Vessel Inspection
> Laws and Regulations. Noncompliance by stevedores with any of these
> regulations shall be reported immediately to the MSC local
> representative.

3\. Stability and Loading

> a\. Stability
>
> Prior to loading or discharge the Chief Officer shall consider and
> compute:
>
> i\. Whether stability will be satisfactory. Departure, arrival and
> \"worst case\" intermediate conditions will be calculated.
>
> ii\. Whether limiting draft will be exceeded.
>
> iii\. Displacement, deadweight, and mean draft.
>
> b\. Loading Plan
>
> The Chief Officer shall maintain adequate coordination with MSC
> representatives and the loading activity regarding the loading plan.
> He shall carefully study loading plans submitted for approval and,
> with the Master\'s approval, shall modify any part of such plans that
> may adversely affect the seaworthiness of the ship.
>
> i\. The Chief Officer shall suggest more efficient methods, if planned
> operations will unduly delay the ship. He shall also point out to
> loading terminal supervisors any improper methods of cargo stowage and
> handling, such as improper use of dunnage or shoring and stowage which
> would adversely affect the safety of the cargo or ship or result in
> unacceptable ship trim of list. He shall recommend the avoidance of
> overstowing of cargo, if possible. He shall enforce all applicable
> regulations and instruction issued by higher authority.
>
> ii\. The Chief Officer has the authority to suspend loading and
> discharging operations at any time when he observes unsafe cargo
> handling or stowage practices. He shall check that stowage does not
> exceed allowable deck loading of holds and tween decks. The Master
> will inform local MSC representatives of such suspension and request
> that these practices be corrected. The Chief Officer shall ensure
> proper use of ship\'s cargo handling gear including cranes and booms
> to minimize damage and avoid costly breakdown.
>
> iii\. The Chief Officer shall ensure that deck loads do not block
> vital areas within the ship such as access openings or firefighting
> equipment or unduly hinder freedom of movement topside at sea. He
> shall ensure that the terminal activity provides catwalks and safety
> railings as necessary.
>
> iv\. The Master shall accept and receipt for cargo when it is
> completely and satisfactorily stowed and secured by the terminal
> activity. No cargo which is offered for transportation will be
> accepted by the Master unless it is properly authorized by the
> sponsoring shipper service and cleared by the appropriate MSC Area or
> Subarea Commander. The issuance and delivery to the ship of cargo
> documents by the loading terminal are considered adequate evidence of
> shipper service authorization. The Master shall be responsible for
> safeguarding cargo against pilferage or damage until it is accepted
> free on board at destination. He shall ensure that he possess all
> required cargo documents, legible and in proper form, prior to
> sailing.
>
> v\. The Chief Officer shall ensure that sufficient copies of the
> necessary documents (manifests, cargo plans, hatch lists, and
> receipts) are obtained for ship\'s use and for representatives at the
> port of discharge.
>
> c\. Master Cargo Stowage Plan
>
> The Chief Officer shall maintain a master cargo stowage plan for his
> ship. Master cargo stowage plans will be posted daily during loading
> or discharging periods and will be maintained up-to-date in sufficient
> detail to enable ship\'s officers or relief officers to furnish
> specific information as to the cargo in each hatch and deck at any
> time. The Master cargo stowage plan will be passed to each duty
> Officer, so that, in the event of emergency, he can provide
> information required for firefighting or damage control.

**C. Cargo Handling Safety Procedures**

1\. General Cargo Handling Safety

> The M/V CAPE VICTORY is capable of simultaneously moving various types
> of cargo (loading and/or discharging). Inherent with this capability
> is the need for various stringent safety awareness and enforcement.
>
> Should any situation be observed which, if continued would endanger
> the ship, its crew or any other personnel, the cargo movement must be
> terminated until it has been determined that procedures or equipment
> have been corrected or repaired such that cargo handling may continue
> without hazard. During any cargo handling evolution, the safety of
> personnel shall be paramount. The Master must ensure that all safety
> regulations are being observed especially Public Law 91-596, as Stat.
> 1590 (approved 12/29/1970) Known as the Occupational Safety and Health
> Act of 1970 (29 USC 655, et. seg.) and the standards promulgated by
> the Secretary of Labor for safety in loading and discharging of cargo.

2\. Safety Observers

> The loading or unloading organization must provide one senior safety
> observer and an appropriate number of assistants, to the Chief Officer
> for indoctrination in safety procedures. These personnel must be
> responsible for overseeing the various loading/off-loading evolutions
> from a safety standpoint and will be instructed on when, how, and to
> whom a safety problem must be reported. The senior safety observer
> will normally be responsible for conducting a safety briefing for all
> stevedores, troop or shore personnel involved in loading or
> off-loading operations.

3\. Protective Clothing and Equipment

> Personnel who are involved in cargo handling must be afforded adequate
> protection from personal injury. At a minimum, the loading
> organization must provide protective head gear and gloves for all
> personnel directly involved in cargo handling. Steel toed safety shoes
> or boots are recommended for those personnel who are subjected to
> possible foot injury. Hearing protection will be provided to personnel
> working in high noise level areas. Any personnel who are required to
> work on ships ramps or lighters will be required to wear a kapok
> filled or otherwise continually buoyant life preserver equipped with a
> light and whistle.

4\. Emergency Aid

> A sufficient number of medically trained personnel must be available
> (from the loading or off-loading organization) to provide emergency
> medical treatment for any injured personnel. Provisions must also be
> made for the transport of injured personnel to a shore facility for
> continued treatment.

5\. Cargo Handling Safety Rules

> Tag (control) lines must be utilized on all containers, vehicles or
> pallets being lifted by cargo booms or external cranes, except when a
> dedicated container crane is used. Personnel shall not be permitted to
> \"ride\" a load being lifted by crane booms or external crane. Lifting
> points on all equipment must be safety checked prior to commencing a
> lift.
>
> Only lifting slings which are designed or suitable for lifting a
> particular item of cargo shall be utilized. The Chief Officer must
> determine the suitability of a spreader or a set of slings should a
> question arise. It is the responsibility of the Chief Officer to
> examine all hardware equipment, tackle, spreader and slings before
> lifting operations commence. Any components found to be defective must
> be destroyed to preclude their future use. When lifting spreaders of
> slings are provided by the loading organization, they must be approved
> by the Chief Officer prior to their use. Cargo loaded into vehicles
> and/or containers prior to sifting must be secured so as to prevent
> shifting during transport.
>
> Stacking fittings, locking fittings and lashings are to be utilized as
> directed by the Chief Officer.

6\. Lo/Lo of Break Bulk, Irregular or Heavy Lift Cargo

> The single most important rigging precaution is to determine the
> weight of all loads before attempting to lift them, making ample
> allowances for unknown factors and determining the available capacity
> of the equipment being used. In cases where the assessment of load
> weight is difficult, safe load indicators or weighing devices should
> be fitted.
>
> It is equally important to rig the load so that it is stable. Unless
> the center of gravity of the load is below the hook, the load will
> shift. Should the transport of irregular or heavy lift cargo become
> necessary, the load planner must provide the Master with detailed
> information concerning the item\'s weight and center of gravity, if
> available. The safe working loads of cargo booms shall never exceed
> their related limits.

Lo/Lo operations are to be terminated when weather conditions are such
that hazards to personnel or to the ship are created. The size and shape
of the loads being lifted must be examined if a safety hazard exists
during high wind speeds. When winds and/or gusts reach 25-30 knots
consideration must be given to limiting operations.

> Strict supervision of lifting operations must be exercised during
> periods of limited visibility or darkness. When cargo is being lifted
> by cargo booms or external cranes, all personnel must remain clear of
> the area beneath the load. Prior to a load being spotted over a cargo
> hatch or over a particular dockside spot, safety observers must ensure
> that all personnel are clear of the area.

**VI. ENGINEERING OPERATIONS**

**A. General Requirements**

Keystone will operate all shipboard machinery, main, auxiliary, and
emergency systems, both in port and at sea as required to provide main
propulsion, maneuvering, dock operations, ship hotel services.
Operations and watchstanding shall be in accordance with Keystone\'s
policy and regulations, design conditions, manufacturers instructions,
available ship\'s Engineering Operations Manuals, U.S. Coast Guard
requirements, ABS requirements, and other directives in contract.
Engineering Department Standing Orders, Figure 6-1 shall be complied
with at all times.

**B. Testing**

1\. Boiler Water and Diesel Cooling Water Conditions

> Keystone will secure the services of a commercial firm to establish,
> install and monitor auxiliary boiler water and diesel cooling water
> conditioning systems. Keystone will monitor, test, treat and report
> the conditions of boiler feedwater and diesel engine cooling water.
> Both services are reimbursable.

2\. Fuel Oil Testing

> Samples shall be taken prior to bunkering and sent to a recognized
> independent testing laboratory for analysis. Fuel and Diesel Oil shall
> be tested for viscosity, water content, heat value, metals, and
> bacteria.

3\. Lubricating/Hydraulic Systems Testing

> When requested by the Contracting Officer through the COTR, Keystone
> will obtain the services of a commercial firm to sample, monitor and
> report the condition of the lubricating oil. Copies of laboratory
> analysis reports are to be maintained on board the ships. Hydraulic
> oil systems oil will be included in the oil analysis program.

**C. Lifeboats, Life Rafts, Associated Equipment and Support Systems**

Keystone will operate and maintain all lifeboats, life rafts, associated
equipment and support systems in accordance with requirements
established by the USCG and ABS. Lifeboat/life raft associated equipment
and support systems include, but are not limited to, davits, winches,
boat engines, hydrostatic release mechanisms and stowage equipment.

**D. Records, Logs and Publications**

Keystone will consistently maintain records, logs and publications in
accordance with USCG Regulations and TE\'s 3 and the MSC SOM.

**E. Submit Required Reports**

Keystone will maintain all reports, letters, documents, copies of
certificates as required and forward same to MarAd and MSC as described
in Section IX.

[M/V CAPE VICTORY ENGINEERING DEPARTMENT STANDING ORDERS]{.underline}

> [General duties \-- all watches]{.underline}

1\. Every engineer and QMED must make a round of the engine room every
hour and more often if necessary.

2\. Every engineer must know how to change over the following:

A. D.

B. E.

C. F.

3\. Every engineer must be able to operate and maneuver the main engine.

4\. Every engineer must know how to operate the aux. boiler.

5\. Every engineer must know how to start and stop the evaporator.

6\. Every engineer must know how to start and stop the cargo gear.

7\. Every engineer must know how to put air and water on deck.

8\. Every engineer must know how to operate the ship\'s CO2 system.

9\. Every engineer must know how to ballast and deballast the double
bottom tanks and the Peak tanks.

10\. Every engineer must know how to pump bilges.

11\. The 3rd asst. engineer will be responsible for the L/O system, the
evaporators, and the electrical plant.

12\. The 2nd asst. engineer is responsible for the aux. boiler cooling
pumps and fuel oil system.

13\. The 1st asst. engineer is the ship\'s maintenance officer.

14\. CALL THE FIRST ENGINEER IF YOU NEED HELP.

CALL THE FIRST AND CHIEF ENGINEER IF THE PROBLEM IS BIG.

Figure 6-1

> [ROUTINE OPERATIONS]{.underline}
>
> [Every watch]{.underline}

1\. Check the oil level in the following:

A. D.

B. E.

C. F.

2\. Drain condensate traps in air system.

3\. Leave bilges dry for the next watch, unless in port.

4\. Leave engine room in a neat and clean condition.

5\. Clean oil spills from around the machinery.

> [Every day]{.underline}

1\. Change F/O discharge strainers (4 x 8 watch)

2\. Change F/O suction strainers (8 x 12 watch)

3\. All watches fill out log sheets.

4\. Sound F/O tanks at noon.

5\. Take up on leaking packing glands (all watches)

6\. Clean bilge pump strainer (8 x 12 watch)

7\. Test main engine overspeed trip at noon.

8\. Check main feed pump L/O sumps for water (12 x 4 watch)

> [Every week]{.underline}

1\. Clean L/O separator (8 x 12 watch Eng\'r)

2\. Run both lifeboat motors 1/2 hour each.

3\. Grease rain circulator lower bearing.

4\. Test run the emergency generator (C/E)

5\. Blow down the air filters.

6\. Clean the S.S.T.G. L/O strainers, and Mn Engine L/O strainer (8 x 12
watch Eng\'r)

Figure 6-1 (Continued)

> [Every trip or every month.]{.underline} Every week change over the
> following marked \*.

1\. Change over the following pumps:

A. E.

B. F.

C. G.

D. H.

2\. Change L/O strainers on cargo and ballast pumps.

3\. Clean main engine governor strainer.

4\. Clean inlet water heads of L/O coolers and F/W coolers.

5\. Purify the oil in the S.S.T.G. set and the stern bearings, as
directed by C/E.

6\. Grease the deck machinery.

7\. Once a month, as directed by the Chief Engineer, give each boiler a
good blow down.

8\. Grease all engine room and steering gear grease fittings (not the
motor bearings). Include the reach rod bearing and forced draft fan
linkages.

9\. Change oil in the following:

A. Feed Pumps

B. S.S. air compressors

10\. Check the sewage system for chemicals and see that the macerator is
clear.

Figure 6-1 (Continued)

**VII. VOYAGE MAINTENANCE AND REPAIR**

**A. Definitions**

1\. Maintenance

> Maintenance consists of routine actions periodically performed by the
> M/V CAPE VICTORY\'s personnel to preserve or keep the M/V CAPE
> VICTORY\'s hull and machinery in good material conditions and
> operating efficiently.

2\. Preventive Maintenance

> Preventative maintenance consists of scheduled work on structures,
> items of equipment systems, subsystems, and components necessary to
> operational continuity, to minimize unnecessary breakdowns, and to
> prolong the life of equipment. This is accomplished through periodic
> operation, inspection, servicing, adjusting, cleaning, coating, and
> replacing expendable items such as filters.

3\. Repairs

> Repairs consist of work or procedures undertaken to correct minor or
> major damage to machinery, equipment, systems, subsystems, or
> structure. Repairs are unplanned and are generally the result of
> component failure, catastrophic failure, or an outside event (e.g.
> grounding, fire, collision).

4\. Minor Repairs

> Minor repairs consist of those repairs which the ship\'s force can
> accomplish.

5\. Voyage Repairs

> Voyage repairs consist of general repairs which can be accomplished
> during regular in-port time without requiring a change to a ship\'s
> operating schedule.

6\. Emergency Repairs

> Emergency repairs consist of those repairs which must be accomplished
> [immediately]{.underline} to maintain the seaworthiness and safety of
> a ship.

**B. General**

1\. In order to maintain the highest state of readiness, and minimize
shipyard costs, it is MarAd\'s policy that every RRF ship must be as
self-maintaining as possible. To this end, Keystone encourages the Chief
Engineer on the M/V CAPE VICTORY to develop the expertise of each of his
crew to its maximum potential and to undertake all necessary work within
the ship\'s capability.

2\. Repairs, both foreign and domestic, are costly if not controlled
properly. In absolutely all cases, the Keystone RRF Port Engineer must
be contacted prior to arranging any services or technicians. The
Keystone RRF Port Engineer will either make the necessary arrangements,
authorize its local agent, or direct the M/V CAPE VICTORY\'s Chief
Engineer to make arrangements. This coordination is necessary to avoid
duplication of effort and will avoid the incurrance of repair-related
costs which have not been previously approved by the MarAd Region
COTR/ACO.

3\. Throughout Phase 0, Keystone will maintain and repair the M/V CAPE
VICTORY and all installed equipment and systems. The M/V CAPE VICTORY\'s
material condition will be maintained in accordance with the
requirements of ABS, USCG, and other instructions contained in
Keystone\'s Ship Manager Contract.

4\. Keystone will:

> a\. Maintain the M/V CAPE VICTORY\'s material readiness for
> unrestricted operations within the ship\'s design capability.
>
> b\. Ensure all equipment machinery, and appurtenances of the M/V CAPE
> VICTORY, regardless of the frequency or importance of use, are
> maintained in the highest state of readiness so that the M/V CAPE
> VICTORY can comply fully with immediate sailing orders.
>
> c\. Perform scheduled and unscheduled maintenance and repairs as
> necessary, at-sea and in-port, on a 24-hour a day basis.

**C. Preventative Maintenance**

Keystone shall perform maintenance consistent with ABS, USCG, other
regulatory body requirements, and good marine practice. All required
periodic tests of machinery, equipment, and systems must be performed to
assure reliability and enhance the probability of successful operations.
Materials required to perform maintenance will be provided by the
Government or purchased as a reimbursable.

The Chief Engineer on the M/V CAPE VICTORY will supervise a preventative
maintenance program consisting of tests, inspections, and maintenance
actions based on the M/V CAPE VICTORY Engineering Operating Manual
(EOM), equipment manufacturers technical manuals, and good marine
practice.

**D. Perform Minor Repairs**

Keystone shall accomplish minor repairs that are within the crew\'s
capability during straight time. Minor repairs are unscheduled work that
is within the capability of the vessel\'s crew. If requested, the COTR
will decide if a specific repair is minor, and the ACO will advise
Keystone. All minor repairs shall be performed with due attention to the
safety of the ship and its personnel. Minor repairs accomplished shall
be documented in MARTS by the RRF Port Engineer. Keystone shall modify
the ship\'s records and documentation as necessary and send duplicate
copies to the regional COTR and MAR-740. In the event that Keystone
requires industrial assistance, or overtime, Keystone must notify the
ACO stating the reason for the request, estimated costs involved, and
estimated time to effect repairs. Upon Keystone receiving repair
approval, the Master of the vessel is to receive prompt advice on same
from Keystone.

Shipboard spare parts used during the completion of minor repairs shall
be accounted for and replenished in accordance with the RRF Logistics
Management Manual.l.

**E. Voyage Repairs**

Voyage repairs consist of any repairs that are beyond the capability of
the ship\'s force and require industrial assistance but can wait to be
accomplished during a regular in-port period. Any voyage repair item
reflecting a casualty or damage that results in the degradation to the
ship\'s capabilities will be the subject of a CASREP.

The M/V CAPE VICTORY shall submit Voyage Repair Requests on an ongoing
basis to the Keystone RRF Port Engineer. The RRF Port Engineer will
obtain MarAd Region COTR/ACO approvals and contract with an industrial
facility in advance of a ship\'s port arrival.

As a minimum, Voyage Repair Requests will include the following:

> a\. Equipment identification and characteristics.
>
> b\. Details of the nature of the problem (a complete description of
> the problem will help determine exactly what type of service is
> necessary).
>
> c\. Anticipated requirements for spares and special materials (or
> indication if sufficient spares are aboard to complete the repair).
>
> d\. Descriptions of all material, type and quantity required to
> perform the repairs. Examples - length of pipe and size (type of
> material, if possible); number of valves (type and size); size and
> type of plate.
>
> e\. Any other useful information that will assist in making the
> necessary arrangements such as availability of equipment technical
> manuals; estimated time to complete repairs; whether the plant must be
> shut down to accomplish repairs; if a manufacturer\'s representative
> is recommended; if special cleaning or gas freeing is required; if
> burning or welding is required.

**F. Emergency Repairs**

Keystone will contract for industrial assistance to complete emergency
repairs after obtaining the necessary approval from the MarAd Region
COTR/ACO. Any emergency repair item will be the subject of CASREP and
will require the immediate attention of the operational commander to
coordinate any required scheduled modifications.

**G. Vessel Foreign Repair Duty**

No maintenance and repair work on RRF ships will be performed in foreign
ports by foreign labor except for emergency repair work. Exceptions must
be referred to MarAd Region COTR/ACOs for approval. Emergency work is
limited to work that is absolutely necessary to avoid endangering life
or limb or to ensure that a ship is in safe and seaworthy condition
until its return to the United States.

MarAd is responsible for payment to U.S. Customs of duty on foreign
equipment purchases by, and repairs to, all documented vessels.
Keystone\'s responsibilities during operations relative to vessel
foreign repairs duties are contained in regulations as found in 19
C.F.R. 4.141. A copy of these regulations is included in Appendix J.
Keystone must comply fully with all its provisions as applicable.
Requirements regarding foreign repairs and purchases on the part of
Keystone includes, but is not limited to:

1\. Complete collection and retention of documentation of all foreign
repairs and purchases.

2\. Upon entry at the first U.S. port, furnish U.S. Customs proper
documentation of MarAd ownership of the vessel along with MarAd\'s
importer number. Number is obtainable through MAR-742.

3\. Upon entry at the first U.S. port, filing a vessel repair entry
(Customs Form 226) with U.S. Customs. This includes supplying
documentation/invoices of foreign repairs and purchases including
locations, dates, costs, and descriptions.

4\. Filing applications for relief, remission and refund of duty with
U.S. Customs.

5\. Filing for time extensions with U.S. customs as provided for in the
above referenced regulations.

6\. Forwarding copies of all filings and documentation to the Division
of Ship Maintenance and Repair (MAR-742) at MarAd Headquarters with
informational copy to MarAd COTR. Copies are to be forwarded immediately
as they are submitted to a received from U.S. Customs.

**H. Delegation of Responsibility for Foreign Repair**

If Keystone delegates the accomplishment of any of these duties to other
parties such as shipping agents, etc., it is still incumbent upon
Keystone to maintain full in-house records and to ensure that all
delegated duties are being accomplished in a timely manner.

Failure on the part of Keystone to accomplish the aforementioned duties
that result in late duty interest penalties, payment of duties that
qualified for relief, remission or refund, or any other cost to MarAd
may result in the forfeiture or refund of some Keystone fees.

U.S. Customs will send its liquidation notices, other notices of duties,
and copies of decisions regarding duty remission, etc., directly to
MarAd Headquarters. Based on analysis of all documentation supplied by
Keystone, MarAd will appeal these invoices and decisions when necessary.
MarAd Headquarters shall fulfill all duty payment obligations as
required by the pertinent regulations.

**I. Drydocking**

It is MarAd\'s policy that drydocking be accomplished at U.S. shipyards
whenever possible. Drydocking in foreign yards should only be considered
if a vessel\'s schedule or condition prohibits the drydocking in a U.S.
port or if emergency repairs are required. If a ship is required by
circumstances to undergo major repairs overseas, then considerations
will be given to a concurrent drydocking to minimize laytime.

**J. Requesting Laytime**

If shipyard time is required for repairs or drydocking during Phase 0,
Keystone must coordinate any such requirements with the cognizant
operational commander. Requests for laytime should be submitted as early
as possible in order to effect the necessary liaison and coordination.
Where possible, laytime requests should be forwarded at least 60 days in
advance of required drydocking. Keystone will forward copies of laytime
requests their MarAd Region COTRs and to MarAd Headquarters, office of
Ship Operations, Division of Ship Maintenance and Repair (MAR-742).
Keystone is responsible for keeping MarAd informed on the disposition of
laytime requests to MSC as MarAd can assist in obtaining permission if
problems arise.

**VIII. STEWARD\'S DEPARTMENT OPERATIONS**

**A. Crew Food Service Operation**

All food service operations aboard these ships shall be conducted in a
safe and sanitary manner. Food service spaces shall be cleaned and
maintained as follows:

> The grease traps over all ranges, grills, ovens, and deep fat fryers
> shall be flushed and cleaned after each day\'s operation of the
> galley.
>
> All exposed galley surfaces shall be wiped down with detergent and hot
> water after each day\'s operation.
>
> Once a week when in operation, and prior to deactivation, the galley
> shall be thoroughly cleaned from top to bottom, including but not
> limited to: cleaning out the inside surfaces of all reefers, emptying
> and cleaning out all drawers and shelves, dismantling and cleaning all
> mechanized galley equipment such as food mixers, meat slicers, can
> openers, etc., opening and cleaning each deck drain, cleaning inside
> surface ovens, removing and cleaning all grease traps under and around
> deep fat fryers, and doing all the other things normally associated
> with a galley field day. The galley and all other food service spaces
> shall be maintained in a sanitary condition.

**B. Crew Hotel Services**

When a ship has been activated, Keystone shall maintain and clean all
spaces as follows:

> Daily: decks will be swept, wastebaskets emptied, spills or loose
> debris picked up, and washbasins in heads wiped down.
>
> Weekly: tile decks will be stripped, mopped, and waxed; carpets will
> be vacuumed; bulkheads in head will be squeegeed, and other bulkheads
> squeegeed as necessary. Areas with tile decks that have been secured
> throughout the week will not be required to be stripped and waxed.
>
> USPH Regulations regarding cleanliness, vacuum breakers, isolation of
> potable water, vermin control and the use of plastic cutting surfaces
> shall be strictly adhered to.

**IX. COMMUNICATIONS, REPORTING AND RECORD KEEPING PROCEDURES**

**A. Communications Procedures**

1\. Maintain Communications Equipment

> Keystone shall maintain shipboard communications equipment in
> operating order twenty-four (24) hours a day, seven (7) days a week,
> including the 406 Mhz Emergency Position Indicating Radio Beacon
> (EPIRB). The Radio Officer will maintain radio watches in accordance
> with USCG and FCC regulations. Communications equipment shall be
> maintained and operated in compliance with the regulations of the
> following agencies:
>
> a\. US Coast Guard
>
> b\. Federal Communications Commission
>
> c\. International Convention for the Safety of Life at Sea (SOLAS)
>
> d\. Current ITU Radio Regulations

2\. Operate Communications Equipment

> Keystone shall operate all communications equipment on ships. Message
> releasing authority shall be in accordance with NTP 10(c)
> \"Communications Instructions for Ship Controlled by the Military
> Sealift Command and the U.S. Flag Merchant Fleet,\" Chapter 6,
> paragraph 02.06.0100 and 02.06.0200. These manuals and procedures will
> be placed aboard the M/V CAPE VICTORY at the time of activation. All
> official communication costs to and from the ship are reimbursable.
> This includes all official communication costs from Keystone to the
> ship to conduct official business. Keystone is responsible to ensure
> that non- official calls are not invoiced to MarAd.

3\. INMARSAT Operation

> Keystone shall designate an individual from the crew (other than the
> radio officer) who will familiarize himself with the INMARSAT
> equipment to the extent that he is able to operate the INMARSAT voice
> equipment during all Phase 0 periods, at sea or in port in the event
> that the radio officer is incapacitated. The INMARSAT is to be left
> alone at all times. Both the individual and the radio officer must be
> able to demonstrate their knowledge of the INMARSAT to the Master
> before leaving port.

4\. Communications Watch

> Keystone is to maintain a standard commercial radio watch, i.e., at
> least eight (8) hours per day in the aggregate, unless otherwise
> instructed. Occasionally the Navy will require twenty-four (24) hour
> manning, however, the Navy must notify MarAd during activation to
> increase the number of radio officers aboard to cover this unique
> requirement.

5\. Message Address

> Keystone will ensure that the MarAd regional office with cognizance
> over a specific ship, is info copied on all message traffic whether or
> not a Naval message requires MarAd to be informed.

6\. Provide Unclassified Communication Services

> Keystone shall provide the following unclassified communications
> services:
>
> a\. Provide INMARSAT Communications
>
> Keystone shall be familiar with International Maritime Satellite
> (INMARSAT) procedures for communication with MSC as outlined in NTP 10
> (C). This will be reimbursable.
>
> b\. Provide Teletype Messages
>
> The ship shall transmit and receive all teletype messages. Messages
> shall be handled according to their precedence as described in NTP-10
> (series) paragraph 02.08.0300.
>
> c\. Radiotelephone Service
>
> The ship shall provide radiotelephone service (voice) over UHF, VHF,
> and HF circuits as described in NTP (series).
>
> d\. Message Traffic
>
> All Navy message traffic will be handled via Navy communications
> systems. If Keystone desires to send company message traffic, he may
> use a commercial service.

7\. Comply with Regulatory Bodies

> Keystone, through the ship\'s Master, shall ensure that the
> communications department is in compliance with rules and regulations
> of the FCC, the USCG, 33 CFR, 46 CFR, and the International Convention
> for Safety of Life at Sea (SOLAS), unless waived by the Government.

8\. Comply with MSC Requirements

> Keystone shall comply with the capabilities and procedures described
> in the following directives:
>
> COMSCINST 3121 (Series)
>
> COMSCINST 2305.2D, Paragraph 4, \"Use of DOD Telephones\"
>
> COMSCINST 2330.1B, \"Special Signals for Use between United States and
> Soviet Ships\"
>
> NTP 10(c), \"Communicating Instructions for Ships Controlled by the
> Military Sealift Command and the U.S. Flag Merchant Marine.\"
>
> The Radio Officer under the direction of the Captain will compile and
> submit reports in compliance with NTP 10(c) paragraphs as noted below:
>
> 02.01.3100 \"Communications Reports of Interference of Other
> Problems\"
>
> 02.03.0510 \"Communications Guard and Equipment Status Report.\"

9\. Communication with Home Office

> In order to ensure close coordination between the M/V CAPE VICTORY and
> Keystone the following ship/shore communications procedures shall be
> followed:
>
> When received the M/V CAPE VICTORY will copy all operating directives
> from the Navy to the Contracting Officer for information.
>
> The M/V CAPE VICTORY will copy all Navy operating instructions
> involving reimbursable items to the Contracting Officer for action. If
> time permits the Contracting Officer will receive approval from the
> ACO/COTR prior to commit to unbudgeted reimbursable expenditures. When
> this would interfere with mission performance, the Master will use his
> own judgement and keep the Contracting Officer advised of his actions.
>
> The M/V CAPE VICTORY shall forward all requisitions to Contracting
> Officer for processing with Purchasing.
>
> The M/V CAPE VICTORY shall forward ships accounts information as
> described in Section X.

10\. Personal Shipboard Communications

> The Master has full authority and direction over the use of the radio
> telephone equipment and may grant in emergency situations on a
> case-by-case basis the use of the INMARSAT for personal
> communications. The Radio Officer will be responsible to the Master
> for the proper use of the equipment and will ensure all rules and
> regulations are observed. The Radio Officer will be responsible to the
> Master for the collection of all personal communications charges from
> the parties involved and for the proper communications expense
> accounting on a monthly basis.

11\. Emergency Communications

> In the case of emergencies, see Chapter XVI for notification
> procedures.

**B. Record Keeping and Reporting**

1\. Reporting, General

> Keystone will provide Voyage Summary Reports. Voyage summary reports
> will be prepared on all voyages, retained on board and submitted at
> least every four months and upon ship lay-up. Keystone shall prepare
> and submit reports as required.

2\. Daily Written Report

> Keystone shall submit a daily written report by fax/telex to the MarAd
> COTR. The MarAd COTR may specify a specific format, but in general the
> information required will include, but not be limited to:
>
> a\. location of vessel
>
> b\. outstanding CASREPs and status of corrective section
>
> c\. scheduled actions (such as Estimated Time/Date of Arrival at next
> port)
>
> d\. any required assistance, i.e. repair availability period for X
> number of days
>
> A copy of this report will be sent to MAR-745 by fax.

3\. Logs, Records, Files, Documents, and Certificates

> Keystone shall maintain documents, certificates, and log books in
> accordance with USCG, ABS, FCC, and other applicable regulations.
> Keystone shall maintain the following logs and records on board each
> ship for inspection by the Government at regular intervals:
>
> a\. Pilot House Bell Book
>
> b\. Oil Record Book \*
>
> c\. Bearing Record Book \*
>
> d\. Gyrocompass Record
>
> e\. Navigator\'s Notebook
>
> f\. Captain\'s Night Order Book
>
> g\. Ship\'s Deck Log \*
>
> h\. Ship\'s Visitor Log
>
> i\. Bridge/Gangway Log
>
> j\. Gangway Alarms Log
>
> k\. Radio Log \*
>
> l\. Ship\'s Register of cargo gear with associated work books and
> inspection records
>
> m\. Engine Log \*
>
> n\. Medical Log
>
> o\. MARPOL Garbage Log
>
> p\. Requisition Records and Files
>
> q\. Repair Records and Files
>
> r\. Ships Documents and Certificates
>
> \* Four copies of these logs should be maintained. Three copies should
> be forwarded to the Keystone Contracting Officer for Distribution.

4\. Standard Message Formats and Forms

> Ships will transmit the following reports to the Government during
> Phase 0, (Operations) and retain copies. Refer to MSC Communications
> Manuals for details concerning formats.
>
> a\. Recurring Reports
>
> 001 Movement Reports.
>
> 002 Optimum Track Ship Routing (OTSR) Request.
>
> 003 Optimum Track Ship Routing (OTSR) Daily Report.
>
> 004 Surface Weather Observations.
>
> 005 Ship Sighting Report.
>
> 006 Logistic Requirements Report.
>
> 007 Inport Ship Location Report.
>
> 008 Crew List and Sailing List of Non-crew Members.
>
> 009 Fuel Reports.
>
> b\. One Time Reports
>
> 101 Search and Rescue Report (SAREP) (FOS).
>
> 102 Request for Salvage Assistance (SALREPT) (FOS).
>
> 103 Salvage Services Report (FOS).
>
> 104 Assistance at Sea Report (FOS).
>
> 105 Emergency Repair Notification.
>
> 106 Casualty Report (CASREP).
>
> 107 Situation report/casualty update report (SITREP).
>
> 108 Casualty Corrected Report.
>
> 109 Casualty Cancelled Report (CASCAN).
>
> 110 Report of Serious Illness or Injury.
>
> 111 Notice to the Department of Justice of Litigation.

5\. Turnover and Voyage Letters

> Keystone will ensure that the Master and Chief Engineer fill out,
> submit and retain turnover and voyage letters any time they change
> assignments. Additionally all licensed officers should provide
> informal turnover letters, indicating duties and responsibilities,
> problems encountered, machinery deficiencies, and recommendations upon
> their departure. Masters should retain one copy on the vessel, and
> forward one copy to Keystone. Keystone will forward a copy to the
> regional COTR and one copy to MAR-745.

6\. Safety Meeting Reports

> Copies of all Safety Meeting Reports shall be maintained by the
> Department Heads. Copies shall be periodically forwarded to the
> Keystone home office as directed by the Contracting Officer.

**X. PERSONNEL AND PAYROLL**

**A. General**

Aboard RRF vessels, the Master is in charge of all personnel and payroll
matters. For clerical work, he may be assisted by the Radio Officer
and/or 2nd or 3rd Mates. All Department Heads - Chief Mate - Deck
Department, Chief Engineer - Engine Department, Chief Steward - Stewards
Department, are responsible to the Master for all personnel,
disciplinary and payroll matters, including accounting for crew
overtime.

The Master will maintain all crew personnel records aboard, administer
all payroll functions and handle the proper accounting of funds.

1\. Prior to the start of each voyage, take necessary action to ensure
that the ship has the complete crew aboard in accordance with the
authorized manning scale.

2\. Notify Keystone by message prior to arrival of all anticipated crew
vacancies and keep the company advised of crew changes while in port.

3\. Provide for crew members to make allotments.

4\. Provide for crew members cash advances during the voyage.

5\. Maintain crew payroll and overtime records.

6\. Pay off crew at end of articles or on termination of employment.

7\. Maintain files and records for all crew members aboard and make
timely notations on records for training and disciplinary actions.

8\. Instruct personnel in the proper procedures for presenting
grievances and complaints.

9\. With the assistance of department heads resolve grievances,
complaints and process disciplinary actions on board to the maximum
extent possible.

10\. The Master shall be responsible for providing the necessary
facilities and personnel for collections, handling and dispatching all
mail aboard ship. Upon arrival in U.S. port, and in overseas ports, the
Master will ensure that the following agencies, as appropriate, are
contacted for mail:

> Husbanding Agent
>
> U.S. Navy Post Office
>
> Local Civilian Post Office
>
> U.S. Consulate
>
> U.S. Navy Command or MSC Representative
>
> During an activation, MSC may direct that the ship be entered into the
> U.S. Fleet Postal Service, however, this procedure will usually occur
> only if the ship is to be on a extended voyage (over 180 days).

**B. Ship\'s Account\'s Administration**

1\. General

> The Accounts covered by this chapter are the Master\'s Cash Account
> and Checking Account.
>
> General Duties of the Master as they relate to accounts are as
> follows:
>
> a\. Control all functions in connection with vessel accounts.
>
> b\. Draw, disburse and deposit all funds in accordance the Keystone
> policy and procedures.
>
> c\. Prepare, certify and deliver all required reports.
>
> d\. Accounts shall be maintained on a current basis and are subject to
> audit at any time by a representative of Keystone.

2\. Master\'s Cash Account

> a\. Vessel Funds
>
> Monies are placed on board Keystone vessels for the purpose of paying
> crew wages, fulfilling contractual agreements between Keystone/MSC,
> and providing for emergency procurement by the vessel. Prior approval
> from Keystone is required for any other use of funds.
>
> b\. Security of Vessel Funds
>
> Masters are cautioned that as custodians of ship\'s funds, they are
> held fully responsible for the accounting and safe handling of all
> company funds. Carelessness or negligence on the part of a Master
> clearly falls under the \"\...culpable neglect of Duty\" provision of
> the contract and Masters guilty thereof must assume full
> responsibility for any consequences.
>
> Masters are advised that funds are considered secure only when
> properly locked in the designated safe. Cash money drawers or cash
> boxes have never been considered a secure depository. Safe doors are
> to be secured any time during which the office is unattended or
> closed. Exceptions to these instructions are to be regarded as
> culpable negligence.

3\. Ordering Vessel Cash

> Cash is to be ordered through the Contracting Officer. Requests for
> cash should be documented by fax/telex transmittal. When requesting
> funds indicate the amount and the date required. Notify the local Port
> Agent, and include the requested denominational breakdown in the
> message in addition to amount and date.
>
> The operating area of the vessel dictates the amount of cash to be
> kept aboard.
>
> a\. Delivery in U.S. Ports
>
> Allow a minimum of two business days for cash delivery. When ordering
> large quantities of cash, as for a vessel pay-off, allow as much time
> as possible.
>
> b\. Delivery in Foreign Ports
>
> Masters are reminded that in some areas of the world, obtaining U.S.
> funds in significant quantities is difficult and requires much more
> lead time than in the U.S.; in addition, specific denominations may
> not be available in the quantities desired. Therefore, allow [at least
> four]{.underline} business days for cash delivery.
>
> c\. Receipt of Cash
>
> Cash delivered to the vessel must be immediately counted in the
> presence of the individual making the delivery. If the count does not
> agree with an amount indicated on the delivery papers, a statement
> must be written immediately, signed by the deliverer, the Master, and
> the agent, if present, and have the agent take immediate action to
> correct the discrepancy. The Master shall report count discrepancy to
> Keystone. The Master shall retain all cash delivery documentation for
> review by Keystone.
>
> d\. Transporting Cash by Vessel Personnel
>
> If a ship\'s officer must transport funds to a bank, as when necessary
> to exchange denominations, the funds must be transported in a safe and
> inconspicuous manner and with a second ship\'s officer as escort.

4\. Cash Reporting

> A Master\'s Cash Statement must be submitted each billing payroll
> period. This statement includes the balance forward from the previous
> period, all activity during the period, and cash remaining at the
> close of the period.

5\. Check

> Checks are provided to the ships for use in making advances on wages
> and for payoffs.
>
> a\. Issuing Checks
>
> Checks should be issued in the name of the Crew Member. The amount
> should be spelled out in words as well as indicated in numbers in the
> appropriate place. The check should be designated as to whether it is
> a draw or a payoff.
>
> Crew members are to be given an option of accepting a check or cash.
> Cashing of company checks on board after they are issued should be
> discouraged. Under no circumstances should personal or third party
> checks be cashed on board.
>
> b\. Check Register
>
> The Check Register is to be submitted as part of the semimonthly
> payroll. In addition, a copy should be faxed/telexed to Keystone at
> least weekly.
>
> The Check Register should contain the following information:
>
> Date of Check
>
> Check Number
>
> Person Issued To
>
> Draw or Payoff
>
> Amount
>
> Attach the yellow copies of checks.

6\. Overtime Administration

> Keystone and the ACO/COTR will determine what constitutes allowable
> discretionary overtime prior to sailing. Keystone will then advise the
> Master of his authority and responsibility in authorizing,
> controlling, and reporting overtime. Non-discretionary overtime may be
> authorized by the master at any time. Overtime required for
> emergencies may be authorized by the master at any time. Keystone uses
> six work categories for tracking overtime, as follows:
>
> 1\. WATCH OVERTIME
>
> Weekend Watch, Supper Relief, Port Watch, REO Minimum Watch, Standby
> OT, Delayed Sailing.
>
> 2\. CARGO OPERATIONS
>
> Cargo Watch, Ballasting, Cargo Paperwork, Excess of Eight Cargo
> Operations, Hold Preparations.
>
> 3\. DOCKING, MANEUVERING
>
> Handling Lines, Docking Operations Maneuvering OT, Shifting,
> Undocking, Rigging Gangway, Anchoring, Connection/Disconnecting Hoses.
>
> 4\. OPERATIONAL
>
> Miscellaneous Operational Duties, Storing, Clerical OT, Navigation and
> Charting OT, REO Call Out, Plan Operation Emergencies, Etc.
>
> 5\. MAINTENANCE AND REPAIRS
>
> Repairs, Maintaining Cargo Gear, Hydro Testing Lines, REO Electrical
> Repairs, Hold Inspections, Greasing Equipment, Lamping, General
> Maintenance of Vessel, General Cleaning.
>
> 6\. PAINTING
>
> Chipping, Painting, Washing Prior to Painting, OSPHO Application,
> Sandblasting, Etc.

**C. Personnel Administration**

1\. Introduction

> This section includes Keystone policy statements and procedures
> relating to the administration of shipboard personnel. Policy
> statements present the concepts, rules, and regulations that govern
> the handling of personnel matters. The basic rules of discipline and
> conduct are included. Procedures sections provide specific guidance to
> shipboard and shore side personnel for the uniform and consistent
> processing of personnel department activities.

2\. Guidelines on Preventing Sexual Harassment

> The Equal Employment Opportunity Commission\'s guidelines provide that
> sexual harassment in the work place, which may be either physical or
> verbal in nature, is a violation of Title VII of the 1964 Civil Rights
> Act.
>
> These guidelines define sexual harassment as \"unwelcome sexual
> advances, request for sexual favors, and other verbal or physical
> conduct of a sexual nature\" if submission or refusal to submit to
> such conduct constitutes:
>
> a\. Term or condition of employment or the basis for employment
> decision, or
>
> b\. If the conduct unreasonably interferes with work performance or
> creates an \"intimidating, hostile, or offensive working
> environment\".
>
> Keystone endorses the above policy pursuant to these guidelines and
> endeavors to prevent sexual harassment from occurring in our work
> place through responsible management.
>
> Incidents of sexual harassment are to be reported to the Master of the
> vessel or a company representative. All alleged acts will be
> investigated and if sexual harassment is established, immediate
> corrective action will be taken. Any deviations from this standard are
> considered against company policy AND WILL NOT BE TOLERATED.

3\. Discipline

> Most cases of misconduct or unsatisfactory job performance can be
> corrected by a verbal warning and/or appropriate instruction in proper
> procedure; therefore, these shall be the first steps taken in dealing
> with inappropriate behavior. However, persistent misconduct
> chronically unsatisfactory performance of assigned tasks, or
> performance of specifically prohibited offenses, may require
> disciplinary action including either monetary fines or discharge for
> cause.
>
> Detailed below are steps which must be taken to ensure the validity of
> an official disciplinary action such as a fine or discharge. Failure
> to follow and document these procedures may result in having the
> action reversed by the Union or the USCG:
>
> a\. Give the seaman a written warning which contains both the specific
> details of the undesirable behavior and the potential disciplinary
> consequences if it continues. If possible, obtain statements from
> personnel who witnessed the seaman\'s behavior. Forward a copy of the
> warning to Marine Personnel and place a copy in the seaman\'s
> personnel file.
>
> b\. If the seaman continues to be disobedient or perform
> unsatisfactorily, or if he commits one of the listed offenses, and if
> you intend to fine or discharge him, prepare an entry for the Official
> Log and/or a Letter of Dismissal. The notice of logging or discharge
> is to be read to him in front of witnesses which should include his
> department head and union delegate. This notice must state specific
> instances of repeated misbehavior or unacceptable job performance, or
> the specific occurrence of a listed offense; in addition, it should
> reference previous warnings, and it should state the action being
> taken. Any official remarks by the seaman should be recorded on the
> notice. The notice should contain the signatures of the witnesses to
> the reading and the seaman\'s signature verifying that he has received
> a copy of the letter. Forward a copy to Keystone.
>
> c\. Enter the proper statements and explanation of the facts into the
> official log.
>
> d\. Notify Keystone Operations immediately and forward all
> correspondence including a copy at the wage voucher as soon as
> possible.
>
> e\. If, in the Master\'s opinion, a seaman\'s conduct is immediately
> detrimental to the safety of the crew and the seaworthiness of the
> vessel, it may be difficult or impossible to carry out all the steps
> mentioned above. The Master should resolve the matter to ensure the
> safety of the crew and vessel then make the appropriate log entries
> and advise Keystone Operations and the USCG as soon as possible
> thereafter.
>
> f\. If the offense warrants action against the seaman by the USCG,
> then it is necessary to advise the nearest Marine Safety Office as
> soon as possible. If the ship is in the U.S., every effort should be
> made to have the Coast Guard Investigators come to the ship before the
> seaman debarks. If the seaman is being repatriated from a foreign
> country, it is necessary to advise the MSO nearest his destination and
> fax/telex a copy of the log entry to that office.
>
> g\. The instructions listed above are in no way intended to restrict
> the authority and discretion of the Master. However, if these
> procedures are followed, disputes and unnecessary expenses may be
> minimized.
>
> h\. Figure 10-1 contains a list of offenses for which a crew member
> may be dismissed. It is not intended to be all inclusive or to
> diminish the discretion of the Master with regard to disciplinary
> procedures. This list shall be prominently posted so that there can be
> no question that the vessel\'s personnel are aware of company policy
> in this regard.
>
> i\. If the government has reason to be dissatisfied with the conduct
> of any person employed by Keystone, the company shall upon receipt of
> the particulars of the complains, investigate the matter and take
> immediate corrective actions. This section may include removal if
> appropriate.

4\. Complaints of Personnel

> The Master shall afford an opportunity to ship\'s personnel to present
> before him any complaint they may have. He shall investigate each
> complaint and take prompt steps to adjust same when the complaint is
> justified and within the capability of the Master to correct. If the
> disagreement cannot be resolved aboard the vessel, it is to be
> referred in writing to the Keystone Operations Office for handling
> with a copy being retained on board for reference. Where appropriate,
> detailed entries in the log books should be made covering the facts of
> the disagreement.

**[LIST OF DISMISSAL OFFENSES]{.underline}**

1\. Failure to report for duty. Absent from watch and/or the vessel
without official permission. Late for watch or assigned duty. Sleeping
while on duty.

2\. Under the influence of alcohol while on duty. Introduction,
possession or use of alcohol, any narcotic, controlled substance,
marijuana or substance containing narcotics or paraphernalia which are
used to administer, dispense or carry narcotics. Refusal to take drug or
alcohol tests.

3\. Incompetence in performing duties.

4\. Stealing or malicious mischief resulting in the injury or
destruction of property of other employees or of the company. Destroying
or misuse of U.S. Government/ Company property. Willful neglect in care
and/or use of such property.

5\. Smuggling of contraband or falsifying a statement in regard to
contraband. Assisting others in illegal smuggling or sale of contraband.

6\. Fighting or attempting bodily injury to another, conduct which
violates common decency or morality, carrying concealed weapons.

7\. Mishandling company funds.

8\. Leaving the vessel shorthanded or failing to join.

9\. Violation of company rules and regulations.

10\. Insubordination, including failure or refusal to perform work
assigned. Refusal to obey a lawful command.

11\. Bringing the company into ill repute through misconduct on board or
ashore; making malicious statements undermining the company\'s authority
and/or contributing to the deterioration of morale on board.

12\. Smoking or carrying matches other than safety matches or having
open lights or fires within prescribed areas where the practice is
forbidden.

13\. Carelessness in regards to accidents and safety of fellow
employees. Failure to immediately report accidents or personal injuries
to proper authority, when application for employment is made or when
physical examination is conducted.

14\. Harboring an infectious disease which might endanger the health of
fellow employees.

15\. Making false statements to a superior officer.

Figure 10-1

5\. Manning Levels

> Manning levels representing current industry practice and the needs of
> the ships have been established in agreements between Keystone, the
> government, and the contracted unions. The Manning scales for the M/V
> CAPE VICTORY is shown in Table 10-2.

6\. Employment of Crew Members

> Keystone has contracts with District No. 1 MEBA/NMU Licensed and
> Unlicensed Divisions. The employment of all shipboard personnel is
> governed by these contracts. If, however, these unions are unable to
> provide personnel, Keystone is obligated under its Ship Management
> Contract with MarAd to arrange manning through alternative sources. To
> meet this potential obligation, Keystone maintains its own personnel
> data base and has agreements with various manning agencies and
> services to provide Officers and crew for the RRF vessels. Union and
> manning agency contacts are provided in Appendix B.

7\. Assignments, Promotion, and Transfer

> Crew members are assigned to vessels by Keystone in accordance with
> applicable union contracts. Assignments of officers will be controlled
> by the Keystone Operations Department.
>
> It is Keystone policy to fill vacancies by promotion of employees
> wherever conditions warrant. Masters and Department heads are critical
> links in the implementation of this policy. They must prepare their
> personnel for advancement, and they must inform Keystone Operations of
> those ready for promotion. Junior officers should be encouraged top
> acquire the necessary knowledge for advancement and to raise their
> license as soon as they are qualified. As officers become competent in
> their current positions, they should familiarize themselves with the
> duties of the next higher position so that they can carry on
> efficiently when promoted or when an emergency arises. Promotions
> shall be based on Master\'s and Department Head\'s recommendations and
> approval by Keystone Operations. Length of service with the company
> will govern in making selections where ability and fitness are
> comparable.
>
> When officer replacements are required, they shall be ordered through
> Keystone Operations. In cases where time does not permit this the
> Master may promote aboard and/or procure replacements as necessary,
> then notify Keystone Operations as soon as possible of the action
> taken and reasons for the same. All permanent assignments must be
> approved by Keystone Operations.
>
> Transfer of personnel from one department to another or from one
> vessel to another is permitted only if agreed to by the person
> involved and approved by marine personnel. This agreement should be
> noted in writing. This does not apply to the interdepartmental
> assignment of entry level personnel hired as GVA\'s. They may be
> utilized in all three departments during routine working hours without
> penalty pay.

8\. Acceptance for Employment

> a\. Physical Examinations
>
> All personnel must have had a physical examinations within six months
> preceding date of assignment. In examining the credentials of
> reporting personnel prior to acceptance aboard the vessel, the master
> shall ensure that new unlicensed crew members have a medical envelope,
> and licensed personnel have evidence of a physical examination. The
> unlicensed medical envelope shall be retained by the Master in case of
> need should the crew member become ill or injured. Should the crew
> member request, this envelope is to be returned to the crew member
> upon completions of his tour of duty.
>
> b\. Documents, Certificates, and Licenses:
>
> All crew replacements must have in their possession the following
> valid items:
>
> 1\. PASSPORT and/or SEAMAN\'S DOCUMENT (Z Card or BK - with
> endorsements for the rating for which they are hired.)
>
> 2\. DRUG-FREE CERTIFICATE, or proof of being subject to random drug
> testing within the last six months. - Examine for valid date. If the
> certificate or documentation has expired or is not valid, the seaman
> cannot be accepted for employment and is responsible for his
> transportation expense.
>
> 3\. UNION ASSIGNMENT SLIP, if applicable.
>
> 4\. CERTIFICATES OF TRAINING, if applicable. I.E., Fire Fighting
> School, Forklift Driving Training, LSO/LSE Training.
>
> 5\. LICENSE - All officers must meet the requirements of the USCG and
> possess a valid and current USCG license for the position to which
> they are assigned. This must include a Radar Observer Endorsement for
> deck officers.
>
> 6\. MEDICAL PRESCRIPTIONS, if applicable. - Inquire as to whether the
> individual is taking long term prescriptions drugs such as those for
> blood pressure. If so he should have in his possession a supply large
> enough for the intended voyage plus a reserve, i.e., four-and-a-half
> months.

9\. Crew Vacation, Rotation, and Replacements Policy

> a\. Vessels on Extended Deployment
>
> Extended Deployment implies that the vessel is not scheduled to return
> to the continental United States within six months. Under these
> circumstances crew members will be relieved and their transportation
> will be paid by the company in accordance with the Union Contracts, if
> applicable.
>
> b\. Vacations - Leave of Absence
>
> When permanent personnel leave on vacation or approved leave of
> absence, a leave of absence form or a \"Reship Letter\" shall be
> completed.
>
> c\. Ordering Replacement Personnel
>
> The Master shall advise the Keystone Operations Department of all
> required crew replacements allowing as much time as possible between
> order date and the time the crew member is required on board the
> vessel. Keystone Operations must be kept advised of crew changes.
> Advise Keystone Operations, via fax/telex, the list of home airports
> to which relieved crew members will return so that airfare cash
> equivalents may be developed.
>
> When ordering crew replacements indicate the following information:
>
> 1\. NAME and ARTICLE NUMBER of person being relieved/replaced.
>
> 2\. TYPE OF RELIEF: Vacation, Medical, Permanent, etc., and if a
> vacation relief indicate the length of time of the relief.
>
> 3\. PERTINENT INFORMATION: Discharge for Cause, Mutual Consent, etc.
>
> 4\. SPECIAL SKILL REQUIREMENTS: i.e., LSO/LSE, Help Firefighting, etc.
>
> d\. Port Relief Officers
>
> Port Reliefs (Night Mates and Engineers) should normally be ordered
> through the Agent. If necessary the ship can contact the Union Hall
> directly. Advise Keystone Operations of the actions taken.

**[MANNING]{.underline}**

[RATING]{.underline} [NUMBER]{.underline}

[Deck Dept.]{.underline}

Captain 1

Chief Officer 1

Second Officer 1

> Third Officer 1

Radio/Electronics Officer 1

Bosun/AB 1

> AB 5

General Vessel Assistant [1]{.underline}

12

[Engine Dept.]{.underline}

Chief Engineer 1

First Assistant Engineer 1

Second Assistant Engineer 1

Third Assistant Engineer 1

Electrician 1

Oiler/Utility 3

Maintenance/Utility [1]{.underline}

9

[Steward\'s Dept.]{.underline}

Chief Steward/Baker 1

Chief Cook 1

General Steward Utility [2]{.underline}

4

TOTAL 25

Figure 10-2

**D. Personnel Procedures, Documents and Forms**

1\. Shipping Articles

> Shipping Articles constitute a contract between the ship\'s Master on
> behalf of Keystone, and each officer and crew member for service
> aboard the ship for that specific voyage.
>
> The rules and regulations governing the shipment and discharge of
> seamen are contained in 46 CFR Part 14. Instructions for guidance of
> Masters and USCG Personnel have been published in NAVIGATION AND
> VESSEL INSPECTION CIRCULAR NO. 1-86. This circular should be consulted
> for specific details relating to filling out the Articles.
>
> The approved voyage description follows:
>
> \"\... from the port of on a tramp (tanker) (freighter) 1./ voyage,
> either direct or via one or more coastwise ports, to ports on the
> United States Atlantic, Gulf, Pacific or Great Lakes Coast and/or the
> ports in the Caribbean Sea and/or South America and/or European ports
> and/or African ports and/or ports in the Far East and Near East and/or
> Australia and such ports and places in any part of the world as the
> Master may direct and back to a final port of discharge in the
> Continental United States, exclusive of Alaska, not exceeding 12
> calendar months.\"

1\. Use applicable term.

2\. Signing of Articles

> Articles should be signed as late as possible prior to sailing on
> foreign voyage. Confirm with Keystone Operations Departments before
> signing. Check with the local Agent to determine if the Articles are
> needed for U.S. Customs clearance prior to departure. This varies from
> district to district.

3\. Duration of Voyage

> Unless instructed otherwise, the Articles will be written for a six
> month duration.

4\. Signing-on Crew Members

> a\. Sign-on Procedures
>
> When a new crew member reports he should be given a sign on packet
> which includes the following items:
>
> Forms to be completed and forwarded to Keystone as per instructions:
>
> a\. PERSONAL DATA FORM (PERSONNEL RECORD)
>
> b\. EMPLOYEE\'S WITHHOLDING ALLOWANCE CERTIFICATE (W-4)
>
> c\. ALLOTMENT AUTHORIZATION
>
> d\. DESIGNATION OR CHANGE OF BENEFICIARY\... (MA-269)
>
> b\. Information Sheets
>
> 1 Company/Ship Mail Address
>
> 2\. Wage Table
>
> 3\. Overtime Guidelines
>
> 4\. Ship and Departmental Standing Orders
>
> c\. Documents, Inspection
>
> The following documents should be viewed, examined for validity,
> copied for the personnel file, and returned to the seaman:
>
> 1\. PASSPORT and/or SEAMAN\'S DOCUMENT (Z CARD)
>
> 2\. LICENSE, if applicable
>
> 3\. DRUG-FREE CERTIFICATE, or proof of being subject to random drug
> testing
>
> during the last six months.
>
> d\. Documents, Collection
>
> The following documents should be collected:
>
> 1\. UNION CLEARANCE CARD, if applicable.
>
> 2\. CONFIDENTIAL MEDICAL RECORD (Unlicensed Personnel Only),
>
> if presented.
>
> Note: This record should be opened only in case of medical emergency.
> It should be returned to the seaman when he is discharged.

5\. Personnel Files

> When a crew member reports on board, a personnel file must be opened
> for him and shall consist of the following:
>
> a\. PERSONAL DATA FORM.
>
> b\. EMPLOYEE WITHHOLDING CERTIFICATE (W-4)
>
> c\. ALLOTMENT AUTHORIZATION
>
> d\. CERTIFICATE OF DISCHARGE (CG-718A): Complete as much data as
> possible, have crew member sign, and place in personnel file.
>
> e\. MEDICAL FILE: A Medical File will be made up by the MDR and shall
> consist of the CONFIDENTIAL MEDICAL RECORD and any medical forms which
> are completed during the voyage.

6\. Signing-off Crew Members

> a\. Upon Completion of Voyage or Designated Assignment
>
> When a crew member signs off a vessel upon completion of a voyage or
> upon completion of his designated assignment, the following forms and
> tasks must be completed:
>
> 1\. WAGE VOUCHER
>
> 2\. IF CREW MEMBER HAS AN ALLOTMENT, advise Keystone to cancel the
>
> allotment.
>
> 3\. CERTIFICATE OF DISCHARGE (CG-718A)
>
> Complete discharge and have Master Sign.
>
> 1\. Original to crew member, after crew member has signed.
>
> 2\. [White copy]{.underline} to USCG Mail to: Commandant U.S.C.G.
>
> G-NVP 1
>
> Washington D.C. 20593-0001
>
> 3\. [Yellow copy]{.underline} to be retained on board.
>
> 4\. Complete the necessary section of the shipping articles (CG-705A)
> discharge
>
> side, at the proper number and have crew member sign.
>
> 5\. Have crew member sign for his draws and slops in the Official Log
> Book.
>
> 6\. Make entry in the Official Log Book.
>
> 7\. Fill out a RESHIP LETTER or LEAVE OF ABSENCE REQUEST.
>
> 8\. Transportation Arrangements.
>
> b\. Prior to Completion of Contract or Assignment
>
> When a crew member is discharged from a vessel without properly
> completing his/her contract, (either licensed and unlicensed) the
> following items should be included in addition to those listed above
> in:
>
> 1\. QUITTING:
>
> a\. Mutual Consent Release Form (CG-713A) (Letter from crew member
> attached.)
>
> b\. Any pertinent statements from Master and Department Heads.
>
> 2\. TERMINATION FOR CAUSE:
>
> a\. Letters of warning.
>
> b\. Official Log Book/Deck Log Entries.
>
> c\. Letter of Discharge.
>
> d\. Any other statements pertinent to the situation, i.e., statements
> of witnesses,
>
> photos, drawings, etc.
>
> 3\. NOT FIT FOR DUTY:
>
> a\. MarAd Form MA-574, Report of Illness or Injury.
>
> b\. MarAd Form MA-570, Master\'s Certificate and Requisition For and
> Report of
>
> Medical Attention.
>
> c\. CG-2692, Report of Marine Accident, Injury or Death (if
> applicable).
>
> d\. Copy of any attending physician\'s report of Medical Treatment (if
> not contained
>
> on MA-570).
>
> e\. Any other statements pertinent to the situation, i.e., statements
> of witnesses,
>
> photos, drawings, etc.

7\. Responsibility for Repatriation of Seamen Signed-off Foreign

> The company is responsible to repatriate seamen discharged for medical
> or disciplinary reasons even though, in the case of a disciplinary
> discharge, the seaman may be liable for the cost of transportation.
>
> In addition, the company is generally held responsible for
> repatriation for all seamen discharged in countries requiring a visa
> for personnel entry.

8\. Disposition of Personal Effects Left On Board Vessels by Crew
Members

> a\. Hospitalized Crew Members
>
> If the crew member requests, and conditions permit, personal effects
> may accompany the crew member to the hospital. Personal gear which is
> left aboard the vessel should be immediately impounded and inventoried
> in the presence of the Chief Mate or Purser, Union Delegate and
> another person in the same department as the hospitalized crew member.
> The gear should be packed and tagged with the crew member\'s name,
> rate and address as shown on the personnel data form. Cash and
> personal papers should be inventoried and placed in the safe; the
> personal gear must be stored in a safe, secure place until released to
> the appropriate persons. The person to whom the property is released
> (Agent, etc.) must sign for the property before it is removed from the
> vessel.
>
> b\. Failed To Join (FTJ) Crew Members
>
> Have the gear packed, inventoried and tagged by the Union Delegate, if
> applicable, and another person, designated by the Department Head,
> stow the gear in a secure place and turn over to the Union Patrolman
> (if crew member is unlicensed) at the next U.S. Port. If the crew
> member is Licensed, have the ship\'s agent ship the gear to the
> Officer\'s home address (as shown on the Personnel Data Form) on a
> C.O.D. basis.
>
> c\. Deceased Crew Member
>
> Personal effects should be immediately impounded and inventoried as
> described above for hospitalized crew members; in addition, the
> address of the \"Next of Kin\", if different from the deceased\'s
> address, should be included. Personal effects should be disposed of as
> follows:
>
> 1 When vessel is in the United States effects will be turned over to
> the ship\'s
>
> Agent for forwarding to crew member\'s next of kin.
>
> 2\. When vessel is foreign, the effects will be retained on board
> until the vessel
>
> returns to the U.S. and handled as in 1. above.
>
> 3\. Cash, personal papers and final pay voucher (with no taxes
> deducted) are to be
>
> forwarded to Keystone by courier service as soon as possible.
>
> 4\. Deaths or disappearances of crew members must be entered in the
> Official Log
>
> Book giving all details. This must also be noted on the shipping
> articles and
>
> the Official Crew List by the American Consul at the First Port of
> Call (if
>
> vessel is foreign).
>
> 5\. Keystone is to be notified by telex immediately upon the discovery
> of any death
>
> or disappearance of a crew member. The telex must give the name, rate,
> cause
>
> of death or disappearance and next of kin, as shown on the shipping
> articles.
>
> 6\. Contact the medical advisory service (see Medical for details) for
> guidance in
>
> preparing the body for disposition. Also consult Ship\'s Medicine
> Chest at Sea
>
> for information of treatment of deceased seaman.

9\. Transmittal of Personnel Documentation to Keystone

> Keystone Operations shall be notified promptly of all personnel
> actions. This includes sign-ons, discharges, fines, injuries, etc. The
> preferred method of communication is by fax/telex.
>
> The Official Crew List (I-418) shall be forwarded to Keystone
> Operations by courier express mail service upon clearing and entering.
> If time constraints prohibit this, the information shall be send in
> vessel\'s courier service package at next in-port. In all cases when
> crew members are discharged from the vessel, inform Keystone
> Operations by fax/telex, giving the crew member\'s name, rate, social
> security number, date crew member turned to on board, reason for
> discharge.
>
> In cases of Discharge for cause and Medical (Not Fit For Duty)
> Discharges it is imperative that Keystone Operations receive copies as
> soon as possible of all documentation supporting the action. This
> would include letters of warning, letters of discharge, log entries,
> and medical treatment forms.
>
> When overseas the same applies to Quit, Mutual Consent or Desertion
> cases. Ad a brief explanation of the circumstances together with the
> date the crew member is to leave the vessel and if crew member is or
> is not recommenced for rehire. If crew member is not recommended for
> rehire then state reason. If the seaman has an allotment it should
> always be canceled if he leaves the vessel. A copy of the official
> crew list (I-418), both arrival
>
> and departure, shall be forwarded/faxed/telexed to Keystone Operations
> prior to departure for a U.S. port. Copies of all logged offenses of
> crew members shall be forwarded/faxed/telexed to Keystone Operations.

10\. References Relating to Personnel Administration

> a\. Union Contracts
>
> 1\. MEBA/NMU Licensed Division Dry Cargo Vessels
>
> 2\. MEBA/NMU Unlicensed Division
>
> b\. USCG Documents
>
> 1\. NAVIGATION AND VESSEL INSPECTION CIRCULAR NO. 1-86, Shipment
>
> and Discharge of Seamen (Appendix 9-7)
>
> 2\. 33 CFR Part 95, Operating a Vessel While Intoxicated
>
> 3\. 46 CFR SUBCHAPTER B - MERCHANT MARINE OFFICERS AND
>
> SEAMEN, Parts 10-16
>
> c\. Other Texts and Documents
>
> 1\. SHIPMASTER\'S HANDBOOK ON SHIP\'S BUSINESS, Cornell Maritime
>
> Press, Inc., Cambridge, MD.

**XI. PURCHASING**

**A. General**

Although the Navy has operating control of the M/V CAPE VICTORY during
Phase 0, (Operations) the contractual relationship between Keystone and
MarAd remains in place. The following procedures are intended to ensure
orderly acquisition of necessary stores and supplies while preventing
wasteful, duplicative, overpriced or unnecessary purchases during
Operations. Standard pre-approved requisitions have been placed aboard
the M/V CAPE VICTORY which reflect the level of provisioning at the time
of activation. As stores are consumed, each department shall forward
requisitions to Keystone\'s Purchasing Manager or Contracting Officer as
described below. See also the procedures described in the RRF Logistics
Manual and Appendix H.

**B. Purchasing Authority**

1\. Ship\'s Officers

> During any period of operation as stores are consumed, each Ship
> Department Head will originate requisitions, approved by the Master
> and forwarded to the RRF Port Engineer. Upon his approval they will be
> forwarded to the Contracting Officer for action. Ship\'s officers are
> not authorized to make purchases on behalf of Keystone or the M/V CAPE
> VICTORY without specific permission from the Contracting Officer or
> the Purchasing Manager. All material including stores, parts or vendor
> supplied services must be requisitioned in writing, approved by the
> Master and forwarded to Keystone RRF Port Engineer. The Master of the
> M/V CAPE VICTORY will have the option, however, to procure any
> services or stores he deems necessary for the safe operation of the
> vessel under emergency conditions or if verbal permission cannot be
> obtained in a timely manner.

2\. RRF Port Engineer

> Keystone\'s RRF Port Engineer has the authority to put in effect any
> pre-approved requisition. He will advise the Contracting Officer of
> his action and the Contracting Officer will advise the MarAd\'s
> ACO/COTR. The RRF Port Engineer may approve any ship generated
> requisitions that are necessary for the expedient accomplishment of
> ship\'s operations provided that the total cost does not exceed
> \$25,000 and he advises the Contracting Officer who will seek approval
> from the ACO/COTR. Requisitions which have not been pre-approved and
> are over \$25,000, must be fully approved by the ACO/COTR and by
> Keystone\'s Contracting Officer.

3\. Contracting Officer

> Keystone\'s Contracting Officer has the authority to execute any
> standard requisition provided he fully documents MarAd\'s prior
> approval of the requisition and documents the quantity and terms under
> which it was procured. Keystone\'s Contracting Officer will be in
> close communication with MarAd\'s Contracting Officer during Phase 0,
> (Operations) to insure full agreement of the necessity of each item.
>
> All purchases (not pre-approved) over \$25,000 must have MarAd\'s COTR
> and ACO approval, and Keystone\'s Contracting Officer and VP of
> Operations signature. The VP of Operations may delegate this authority
> in writing provided there are two (2) individuals approving each item.

4\. Purchasing Manager

> All requisitions not pre-approved generated by either the vessel\'s
> crew or the RRF Port Engineer will be forwarded to Keystone\'s
> Contracting Officer for processing and approval. The Contracting
> Officer will insure all required approvals are attached and execute it
> or forward it to the Purchasing Manager. The Purchasing Manager will,
> at the request of the Contracting Officer, execute these requisitions
> for immediate delivery or solicit three (3) quotations if time allows.
> Any requisitions forwarded by anyone other than the Contracting
> Officer must have his approval (or his designee) prior to execution.

5 Superintendent Engineer

> The Superintendent works under the direction of the VP of Operations
> as a Quality Assurance Director to monitor all activities to ensure
> efficient execution of the Operation Plan while also assuring that no
> unnecessary or non-cost effective expenditures are made. He will have
> the authority delegated by the VP of Operations to expend funds
> pre-approved and budgeted for the activation and insuring all
> expenditures are fully documented. Any funds not pre-approved or
> budgeted must be allocated by the VP of Operations.

6\. Vice President of Operations

> Will monitor the operation to ensure timely execution that all
> procedures are adhered to and expenditures are all within the budgeted
> funds whether pre-approved or supplemental.

**C. Procedure for Signature Control of Controlled Equipage**

Prior to commencing Phase 0, (Operations) the responsibility for
controlling the control equipage has remained primarily in the hands of
the Port Engineer and COTR. However once MarAd places a vessel in
operation the responsibility for the effective control of the entire
vessel which includes control equipage transfers to the Master of the
vessel which is assigned by either MarAd or Military Sealift Command.
The Master shall ensure that Controlled Equipage is maintained secure
and that any use of Controlled Equipage is signed for by the appropriate
Department Head.

**XII. MEDICAL SERVICES (SHIPBOARD)**

**A. Medical Requirements for Embarked Personnel**

The health of all embarked personnel is the shared responsibility of
Keystone and the Government. Routine and emergency cure will be provided
by the Master or the person (MDR) the Master may designate. Keystone
intends to designate the Second or Third Mate, as appointed by the
Master, as the MDR, subject to his experience in this field. The MDR
will be a licensed crew member who meets the requirements of the IMO
STWC Convention 1978 and the Ship Emergency Medical Training Program
Curriculum (Level II). This type of health care delivery emphasized
primarily patient in both health maintenance end therapy for illness. It
includes the evaluation, diagnosis and treatment of injuries and
disease.

The MDR will act as the Master\'s agent in all expects of health
including health care, preventative medical health, occupational health,
and medical administration. The MDR will be directly responsible to the
Master for the health of the crew members and all embarked Government
personnel. The MDR will be responsible to the Master for all medical
matters affecting the command and operation of the ship. Keystone will
conduct and comply with all preventive medicine, health, and
occupational safety and health inspections required by COMSCINST 6000.1B
and of the current International Maritime Organization (IMO) standards.
Keystone will maintain control of controlled substances in accordance
with COMSCINST 6000.1B and will maintain logs and records and submit
reports in accordance with technical Exhibit required reports.

The MDR shall provide the following health care services:

> Diagnosing and treating all illnesses/injuries to all embarked
> personnel (the actual diagnosis is made by a licensed physician based
> upon oral input from the MDR.)
>
> Conducting a daily sick call at a time designated by the Master.
>
> Developing and maintaining an active substance abuse prevention
> program for all embarked personnel.
>
> Safeguarding any narcotics or controlled substances.
>
> Maintaining custody of PHS 731- International Certificate of
> Vaccination for all embarked personnel.
>
> Performing emergency dental procedures such as treating simple
> toothaches.
>
> Performing emergency medical procedures. In emergency circumstances,
> the MDR will take those measures which he/she determines to be in the
> best interest of the patient, to save life or limb, i.e., minimizing
> disability and/or pain. In emergency situations the MDR should seek
> the best medical advice. If the consulting shore side physician is not
> available, the MDR may obtain military assistance by contacting the
> operational commander or MarAd.
>
> The MDR shall know how to obtain emergency assistance and shall advise
> the Master in developing plans and procedures for dealing with medical
> emergencies, including the designation and training of other personnel
> to provide assistance in emergencies.
>
> Maintain and update medical records of embarked personnel.
>
> Maintain inventory control of ship\'s medical equipment.
>
> When personnel are hospitalized in overseas areas in military
> hospitals, the ship\'s
>
> Master shall request such hospitals to also include the ship (by task
> designator), the Fleet Commander, Keystone, COMSC, and MarAd as
> information addresses on prognosis reports or reports of death
> submitted by such military hospitals to the Secretary of the Navy.
> Keystone will then notify the next of kin of such casualties according
> to generally accepted practice.
>
> Ensuring all medical department equipment is in working order.
>
> Serving as a member of the ship\'s Occupation Safety and Health
> Committee.
>
> Submit to the master written reports listing deficiencies and
> recommendations concerning problem areas in habitability, occupational
> safety and health, and environmental health.
>
> Conduct on board pest control operations and maintain custody of pest
> control materials.
>
> Conduct inspections of food service personnel for evidence of
> communicable diseases and proper personal hygiene in conjunction with
> inspections conducted by the Chief Steward.
>
> Inspect all provisions for wholesomeness and pests upon receipt and
> prior to acceptance by the Chief Steward.
>
> Maintain records of testing, treating, and monitoring of potable
> water. Engineering Department may perform actual services and should
> keep their own records.
>
> Conduct periodic unannounced sanitary and habitability inspections of
> all areas of the ship, not less than weekly.
>
> Ensure that all living spaces, recreation lounges, work areas and
> contiguous spaces of the vessel are free from pests.
>
> Is responsible for ensuring rat guards are properly installed and
> maintained on the mooring lines and services lines such as electrical,
> steam, and water, and that the gangway and other potential access
> points are appropriately protected to preclude rodents. All stores
> shall be checked prior to loading to ensure they are rodent free.

**XIII. CONTROL OF PROHIBITED SUBSTANCES**

Keystone and its personnel will abide by Article 1150 and 1151 U.S. Navy
Regulations in respect to alcoholic beverages and controlled substances.
Neither alcoholic beverages, controlled substances nor gambling is
permitted in any Phase.

**A. Control of Alcoholic Beverages**

The introduction, possession, or use of alcoholic beverages by any
person aboard these ships is prohibited.

**B. Narcotics, Controlled Substances and Marijuana**

The introduction, possession, or use of narcotics, controlled
substances, marijuana, or substances containing narcotics, or
paraphernalia which are used to administer, dispense or carry narcotics,
except of authorized medical purposes, is prohibited aboard these ships
by Article 1151, U.S. Navy Regulations.

Masters must take every reasonable precaution to prevent the
introduction of unauthorized controlled or illegal substances aboard
ship, including but not limited to the following:

> Prohibiting merchants from conducting sales of any nature aboard ship.
>
> Inspecting packages as brought aboard at foreign ports.
>
> Posting appropriate regulations in conspicuous locations.
>
> Conducting periodic surprise searches throughout the ship, especially
> after leaving a foreign port. Upon discovery or suspicion of narcotics
> abuse or marijuana use aboard ship, a message shall be to COMSC. The
> message shall refer to this contract and paragraph number, and shall
> request an MSC representative board the ship upon arrival in the next
> port, but shall not mention narcotics, substance abuse, or the names
> of any suspects. All unauthorized narcotics, controlled substances,
> marijuana, and drug paraphernalia discovered aboard shall be
> confiscated, marked for proper identification by witnesses, and
> securely stored until turned over to proper authority. A written
> report shall be provided to COMSC containing complete details of each
> instance of discovered substance abuse.

**C. Gambling**

Gambling of any sort, including the possession, sale, or use of state or
local Government lottery tickets, is prohibited aboard these ships. (See
COMSCINST 5370.2.)

**D. Narcotics Disposal**

It is the duty of the Master to ensure that the Narcotics in the
medicine chest are not more than five years old or that the quantity
does note exceed the D.E.A. allowance. When narcotics are five years
old, replacements should be ordered through the normal requisition
channels.

Out of date or excess to allowance narcotics are to be disposed by using
Form No. DEA-41. This form must be filled out as per the directions. On
the front side of the form, the line for registration number should read
\"none\". The Master\'s signature should be inserted on the line
designated \"Registrant or Authorized Agent\".

The narcotics, along with the form, should be mailed by registered mail,
return receipt requested, to the appropriate office of the Drug
Enforcement Administration. Prior to mailing, one copy of the form and
the registered mail receipt shall be inserted in the vessel\'s Narcotic
Logbook, noting date and place of mailing, with the Masters signature.
When a copy of the form is returned to the vessel by the D.E.A., this
also shall be inserted in the Log, including the date and place received
and the signature of the Master.

Vessels are to mail out-of-date drugs with the completed forms to the
following:

> United States Department of Justice
>
> Drug Enforcement Administration
>
> William J. Green, Jr. Federal Office Building
>
> 600 Arch Street, Room 10224
>
> Philadelphia, PA 19106

**XIV. SHIPBOARD SERVICES**

**A. Slop Chest**

Keystone will maintain a supply of \"retail items\" (slop chest) for
resale during Phase 0. Management of this retail operation rests with
Keystone. The objective of the slop chest is to provide the service at a
zero net cost to the Government (no loss, no profit). Items will be sold
at cost plus a mark-up to meet the objective. Any credits (profit) will
be returned to MarAd. Keystone will develop a precut requisition list
and submit it to the COTR for approval. Disposal of slop chest items
will be in accordance with regulations for GFP. Keystone shall ensure
that the supply of retail items available will support the crew and
embarked personnel. Embarked Government personnel will be provided the
opportunity to purchase retail items in the same manner as the rest of
the crew. Adequate supplies to support deployment will be brought aboard
prior to commencing operations. This is a reimbursable item.

The following range of items shall be provided at a minimum:

> Khaki shirts Toothpaste Peanuts
>
> Khaki shorts Toothbrush Shoe polish
>
> Blue chambray shirts Mouthwash Air mail stationary
>
> Dungaree pants Deodorant Ball point pens
>
> T-shirts Shaving cream Playing cards
>
> Briefs Pocket combs Shoe laces
>
> Under shirts Shampoo Coca-Cola or Pepsi Cola
>
> Handkerchiefs Skin cream Diet Coke or Diet Pepsi
>
> Stretch socks Shower clogs Assorted fruit drinks
>
> Cotton socks Disposable razors Cigarettes
>
> Leather palm gloves Assorted candy bars
>
> Oxford shoes Chewing gum

**B. Self Service Laundry**

Keystone shall make available laundry facilities for the use of
Government embarked personnel. Laundry facilities will be available at
all times and will include sufficient amounts of all laundry and
cleaning supplies.

**C. Recreational**

Keystone shall provide recreational reading materials/video tapes when
ship is in Phase 0. Athletic equipment, approved in the Activation Plan,
will be reimbursed.

**XV. SAFETY AND LOSS PREVENTION**

**A. General**

All Officers are supervisors. As such they are required to train and
instruct unlicensed personnel under their supervision in the safe
performance of their duties. Department Heads have the added
responsibility of ensuring that Officers in their Departments adopt safe
procedures.

Nothing in this Plan or in any other Company Regulations shall be
construed as preventing any Officer from taking any action necessary to
avoid casualty to the ship or injury to its personnel.

**B. Shipboard Safety**

In order to promote Loss Prevention in the fleet the procedure outlined
below shall be followed:

1\. Safety Committee

> The Master shall organize a Ship\'s Safety Committee, composed of the
> following:

Master - Chairman

> Chief Officer - Member

Chief Engineer - Member

1st Asst. Engineer - Member

Chief Steward - Member

> The primary duty of the Committee shall be to ensure that a sound Loss
> Prevention Program is fostered on the vessel.

2\. Monthly Staff Meeting

> A safety meeting shall be held during each calendar month. The meeting
> shall be attended by members of the Safety Committee and any licensed
> officers available at the time of the meeting.
>
> The monthly meeting shall cover the following:
>
> a\. Department Heads shall pass to the Master all pertinent
> information obtained at the Departmental meetings.
>
> b\. Review of cause and the prevention of all Lost Time Accidents and
> other accidents that have occurred on board since the previous
> meeting.
>
> c\. Consideration of safety problems peculiar to the vessel.
>
> d\. Discussion of action necessary for the elimination of hazardous
> conditions and practices.
>
> e\. Continuous evaluation of the Loss Prevention Program, its
> effectiveness, and possible defects.

3\. Departmental Safety Meetings

> Each Department Head shall convene with the unlicensed members of his
> Department once during each calendar month to cover the following:
>
> a\. Safe work methods, habits, and procedures.
>
> b\. Good housekeeping about the vessel.
>
> c\. discussion of accidents during the past month and recommendations
> for preventing a recurrence.
>
> Information obtained at these meetings shall be channeled to the
> Monthly Staff Meetings.
>
> [Definition of Lost Time Accidents:]{.underline} Any accident produced
> injury which prevents a crew member from returning to work within a
> twenty-four hour period, at sea and in port.
>
> When a safety meeting is held, a notation to that effect shall be
> entered in the Deck Logbook. The minutes of the safety meeting shall
> be sent to the Contracting Officer and copies shall be distributed to
> the following:

V.P. Operations

Superintendent Engineer

Port Captain

**C. Accident Investigation**

Immediately following an accident, an investigation shall be held by the
Master. He shall have the Department Head (in whose Department the
accident occurred) accompany him to the location of the accident.
Together, they shall conduct a complete investigation covering every
possible aspect of the cause of the accident. If, in special
circumstances, the Master cannot conduct the investigation, he shall
delegate an officer through the chain of command.

Whenever possible, photographs shall be taken of the site of any
accident and of any gear involved. These should be taken as soon as
possible after the accident so that the photographs may be accurate
representations of the actual conditions. On the back of each photograph
note the ship\'s name, date and time taken, location and/or object
photographed and any other related information.

It is extremely important that there be a minimum of time lag between
the accident and the investigation.

**D. Accident Reporting**

USCG Forms 2692 and 2692 B, as applicable, shall be filled out. Copies
of these forms are included in Appendix A. A report of the investigation
shall be prepared in narrative form and forwarded with the USCG reports
at the earliest possible time, as follows:

a\. Originals to VP Administration

b\. One Copy to VP Operations

c\. One Copy to be retained by vessel

Appendix A also includes Keystone insurance forms, which, as applicable,
shall be filled out and forwarded to the VP Administration. A copy shall
be forwarded to the VP Operations and one copy shall be retained by the
ship.

**E. Typical Accident Producing Hazards**

[Open Manholes:]{.underline} The Department Head shall ensure that open
manholes or other deck openings are guarded or blocked off until closed.

[Ladders:]{.underline} The Department Head must ensure that the
approaches to ladders removed from their usual locations are properly
roped off to prevent attempted use of the openings. Ladders and gang
ways must be maintained in perfect condition; no ladder with missing
steps, rungs, or grabs shall be permitted to be used, and bent rungs
must be repaired at once or the ladder blocked off.

[Encumbered or Slippery Decks:]{.underline} Decks strewn with plywood,
planks, broken ends, etc., especially with protruding nails, present a
distinct hazard which must be corrected by the Deck Officers. Oil or
grease spots on deck also invite slips and falls; these, too, must be
cleaned up or neutralized as soon as possible after being discovered.

[Loose Floor Plates:]{.underline} Loose floor plates in the engine room
or machinery spaces and loose pipe guards on deck are hazards which
shall not be permitted.

[Smoking:]{.underline} Smoking is strictly prohibited, except within
designated safe smoking areas. Smoking on deck shall not be permitted in
ports where local ordinances prohibit same. Where smoking on deck is not
prohibited by local ordinances, smoking shall not be permitted on the
cargo deck. \"No Smoking\" signs shall be posted at gang ways and at the
approaches to the cargo deck warning of a hazardous cargo area approach.

There shall be no smoking aboard a vessel handling bunkers, oil cargo,
or explosives, except within designated safe smoking areas.

No smoking shall be permitted in cargo or pump room spaces at any time;
smoking in cargo spaces is one of the greatest hazards aboard ship and
has caused many disastrous fires.

Smoking in bunks is another source of fire that should be discouraged.

[Men Working Beyond Their Skill or Experience:]{.underline} Men shall
not be ordered, or allowed, to perform work beyond their skill or
experience. Usually, an Ordinary Seaman should not be allowed aloft in a
boatswain\'s chair, nor a Wiper given a job beyond his experience, such
as handling a winch.

[Drunken Persons Attempting to Work:]{.underline} Drunken individuals,
whether crew members, longshoremen, or repairmen, shall not be allowed
to attempt to work; they are menaces to themselves and all others aboard
and must be removed for their own safety to where they can do no harm to
others.

[Handling Lines:]{.underline} Seamen have been injured while handling
lines due to failure to keep clear of bights. All possible precautions
shall be taken to prevent hands from being crushed or a seaman being
struck by a parting line.

[Non-secure Gangways and Ladders:]{.underline} Every gangway,
accommodation ladder, Jacob\'s ladder, etc., shall be checked to ensure
that it is entirely sound and properly secured before being used. Lower
gangway platforms, where furnished, shall be used in all cases of gang
ways being used with the dock roller.

[Miscellaneous:]{.underline} There are many other latent hazards which
can be found aboard ship, but it is impossible to enumerate them all
here. Licensed officers must always be alert to ensure that work is
being performed in a safe manner and must ensure that subordinates are
protected from their own ignorance or inexperience.

[Men over the Side:]{.underline} Where men are required to work over the
side, they shall be required to wear lifelines and life or work vests.

[Goggles:]{.underline} Officers shall be responsible, whenever men are
engaged in work that should cause injury to eyes, for ensuring that
proper goggles are worn. Goggles furnished are expected to be used only
by the person to whom issued.

[Life Lines:]{.underline} Whenever men are obliged to walk along weather
decks at times when there is danger of taking seas aboard, life lines
shall be rigged fore-and-aft for their protection.

[Throwing Burning Articles Overboard:]{.underline} Burning articles
should never be thrown overboard when a vessel is alongside a dock; if
fire is discovered aboard ship or on the pier, every effort must be made
to immediately turn in an alarm to the shore fire department. The
ship\'s company must take steps to extinguish the fire, but a quick
alarm to the shore force is essential.

[Disassembly of Spring Loaded Devises:]{.underline} Disassembly of
spring loaded devices such as relief valves, actuators, etc., shall be
done with considerable care to avoid injury to personnel due to the
release of pressure on the device.

[Entry into Tanks and Enclosed Spaces:]{.underline} Tanks and enclosed
spaces should be entered only after ventilation is assured, appropriate
officers are notified and with adequate equipment.

[Welding:]{.underline} Welding or burning should not be started without
prior approval of the Chief Engineer if the work is in the engine room
or of the Chief Mate if the work is on deck. Rules for Hot Work should
be followed.

**F. Emergency Drills**

In order to train a new crew, Fire and Boat Drills may be held more than
once a week. Lifeboats shall be lowered to the embarkation deck at
[each]{.underline} drill, unless adverse weather makes this dangerous.
Once each voyage or once in each three months, which ever is the
shorter, each lifeboat shall be lowered to the water and the crew
exercised.

During Fire and Boat Drills, the Chief Officer and Chief Engineer shall
personally inspect all fire fighting and lifesaving equipment under
their respective supervision and shall report the results of the
inspection personally to the Master. All Fire Dampers shall be manually
operated and logged as such.

No apparatus shall be readied in advance of any emergency drill, and the
latter must be started with all equipment in its regular position and
stowage. The crew shall be kept at stations (with the exception that
preparation of meals shall not be interfered with) until all apparatus
and equipment are properly secured.

If heavy weather prevents the Fire and Boat Drill from being held on the
required date, the Master shall enter such fact in the logbook and hold
the drills on the first favorable day thereafter, making the proper log
entry upon completions.

The foregoing paragraphs do not include all the requirements of the
Statutes or the Coast Guard regulations. All Masters and Officers must
be thoroughly familiar with the Statutes and Coast Guard regulations and
comply with them in every particular.

**G. Integrity of Safety Devices and Watertight Openings**

All safety devices, watertight doors, and port-hole frames shall be
inspected carefully each week by the responsible Department Head and
maintained at all times in the proper working condition. This is
extremely important in the case of fire dampers.

Under no circumstances shall paint be applied to rubber gaskets.

**XVI. CASUALTY AND EMERGENCY RESPONSE PLANS**

**A. General**

The prime responsibility for what happens aboard ship will always rest
with the Master and it is the objective of Keystone to ensure that, in
the event of a casualty, the Master is provided with the very best
advice and support available to assist him in exercising his duties and
responsibilities.

The primary responsibility of the Master is to the safety of the crew
and any other individuals that may be placed in harms way by the
casualty. All necessary steps should be taken immediately to protect the
lives and safety of the people involved.

**B. Notification**

1\. Office Notification Procedure

> The Master, or officer in charge, will contact one of the following
> Office Personnel in the event of a serious incident starting at the
> top of the list and working his way down until contact has been made
> and the information on the \"Incident Report Forms\" has been relayed.

[Name]{.underline} [Office Telephone]{.underline} [Home
Telephone]{.underline}

> G. A. Clark (610) 617-6800 (609) 589-6828
>
> L. A. Cavaliere (610) 617-6800 (609) 424-9398
>
> Keystone Operations (800) SKY-PAGE PIN
>
> An \"Incident Report Form\" has been established in order to assist
> the Master in relaying required information in the event of a
> Pollution Incident or Casualty (see Appendix A). This form in no way
> limits the information which may be required and is a guide only. The
> Master should pass on any information which will be helpful to the
> Keystone home office personnel or any contractors in order to better
> assist the vessel.
>
> On notification of the casualty Keystone will mobilize an Emergency
> Response Team to assist the ship in responding to the casualty.

2\. MarAd/MSC Notification

> The Master should also immediately notify the COTR and the appropriate
> MSC Commander and advise them of the casualty and the actions taken or
> in process on shipboard and at Keystone Headquarters.

3\. US Coast Guard Notification

> Keystone shall inform the US Coast Guard of all marine casualties in
> accordance with 46 CFR 97. This includes accidents or occurrence
> resulting from damage by or to the ship, its apparel, gear, cargo, or
> injury or loss of life, This includes among other things, collisions,
> fires, explosions, groundings, founderings, heavy weather, strandings,
> failure of gear, and any other damage which might affect or impair the
> seaworthiness of the ship. Filing may be accomplished by using the
> standard CASREP. Additionally USCG Form 2692 (TE-1, Appendix N) shall
> be submitted by Keystone to the USCG with a copy to the MarAd COTR and
> MAR-742 and MAR-575.

**C. Shipboard Casualty Response**

It is understood that in such a situation the Master will be very busy
and possibly will not have all of the required information on first
contact. Enough information must be relayed on first contact to enable
our contracted clean-up services or Emergency Response Teams to begin
mobilizing and heading in the direction of the incident.

Complete cooperation should be afforded these Emergency Response Teams.
They will be attending to assist the vessel and posses invaluable
experience in this type of operation.

While the shore-based team will endeavor to provide the best possible
advice to the Master to enable him to deal with the situation,
responsibility for the operation must remain with the Master. Action by
the Response Team in no way relieves the Master of his obligations to
perform all those duties which are normally his responsibility such as
to advise shipping in the vicinity, keep coastal states informed as
required and to take any other such action as he himself considers
appropriate to ensure the safety of ship and crew regardless of what the
Response Team might be doing. Each Master is fully authorized to take
such action as he deems appropriate in any particular circumstance.
While it may be sensible in many cases to await advice in dealing with a
particular situation, non-receipt of such advice should in no way
interfere with or delay the taking of such action as the Master deems
appropriate or necessary under the prevailing circumstances.

Shipboard personnel will assist as much as possible in the casualty
response operation. The most important factor in responding to a
casualty is quick action. Immediate notification is of paramount
importance in achieving the quick response required.

**D. Oil/Hazardous Materials**

It is Keystone policy to comply with all local, national and
international requirements for the prevention of the pollution of
coastal and ocean waters by ships.

It is also recognized that this can only be accomplished by the most
diligent care and effort on the part of the ships\' officers and crews.
Your full cooperation is requested in making every effort to eliminate
pollution consistent with the safety of the vessel and crew.

Should an oil pollution incident occur, the Master or the officer in
charge is required to make every effort to stop or reduce the outflow of
pollutant and, to the extent possible, contain the spread of the
pollutant. The Master or the officer in charge shall immediately inform
the Office or Agent that a pollution incident has occurred and seek
advice regarding action to be taken to clean up the spill and ascertain
local reporting requirements and procedures.

1\. US Coast Guard Notification

> If the casualty may result in a pollution incident and if the casualty
> took place in U.S. waters, the Master should notify the U.S. Coast
> Guard first. The following is quoted from 33 CFR 153.203 and, by law,
> is the sequence for notification of an oil pollution incident
> occurring in U.S. territorial waters.
>
> The Master, or person in charge of the vessel, shall, as soon as they
> have knowledge of any discharge of oil from their vessel, immediately
> notify the National Response Center (NRC), U.S. Coast Guard,
> Washington (toll free telephone number 800-424-8802). If direct
> reporting to the National Response Center is not practicable, reports
> may be made to the Coast Guard or EPA predesignated on-scene
> coordinator (OSC) for the geographic area where the discharge occurs.
>
> If it is not possible to notify the National Response Center or the
> predesignated OSC immediately, reports may be made immediately to the
> nearest Coast Guard unit, [PROVIDED]{.underline} that the Master, or
> person in charge of the vessel, [NOTIFIES]{.underline}
> [THE]{.underline} [NATIONAL RESPONSE CENTER]{.underline}
> [AS]{.underline} [SOON]{.underline} [AS]{.underline}
> [POSSIBLE]{.underline}. All required state and local agencies should
> also be notified.
>
> In making the required notifications, and in subsequent conversations
> with various authorities, only the necessary information should be
> provided. No unnecessary detail, opinion as to cause or
> responsibility, or documents should be provided without prior legal
> advice.
>
> Following notification of the U.S. Coast Guard, the Master or officer
> in charge should notify Keystone, MarAd, and MSC as described herein.

2\. MSC Notification

> The Master should follow the procedures set out for Oil or Hazardous
> Materials spill as set forth in COMSCINST 6240.4C. These include an
> immediate report to the Duty Officer, National Response Center, as
> noted above, if the spill is within 50 nautical miles of the
> continental United States, an OPREP-3 Navy Blue Massage Report for
> spills and discharges of a serious nature regardless of ship location
> and a Consolidated Oil/HPS Spill Message Report for all other spills
> and discharges.
>
> If a package, portable tank, freight container, highway or roadway
> vehicle containing hazardous material is jettisoned or lost overboard,
> the Master shall notify the nearest Captain of the Port as soon as
> possible of the location, quantity and type of material.

3\. Shipboard Response

> The prime concern is limiting the quantity of oil or hazardous
> material spilled into the water and in limiting its spread.
> Identification of the source of the spill is critical. Once the source
> has been identified, appropriate action should be taken, such as
> transferring oil from a ruptured tank.
>
> If the advice from the Master indicates that the pollution incident is
> of such magnitude that clean up is required, an Operations\'
> Representative will immediately proceed to the scene to ensure the
> efficient use of manpower and equipment, and that the clean up efforts
> meet the requirements of the Environmental Protection Agency or the
> U.S. Coast Guard. To that end, the Keystone representative should
> contact the Office or Agent, the local EPA, Coast Guard representative
> and the contractors.
>
> A detailed record should be kept from the beginning of the incident.
> It shall include the time and the names of all contacts as well as the
> location, the number of people, type of equipment and the hours spent
> on the site or sites of clean up operations. If the initial advice
> suggests that the vessel may be detained, the Keystone representative
> must have in his possession a copy of the vessel\'s Certificate of
> Financial Responsibility (Oil Pollution), a copy of which is on board
> each vessel, additional copies are available from Keystone
> Headquarters.
>
> Appendix B includes the names and phone numbers of Clean-Up
> Contractors in U.S. and foreign ports. Subject to MSC concurrence
> these contractors can be called upon.

4\. Media Relations

> Oil spills that threaten or have polluted beaches, marinas, fishing or
> wildlife areas are of concern to the public and hence the news media.
> Because of the sensitive and complex nature of the problem, press
> releases must have the advanced approval of the Home Office. Prompt
> handling of press inquiries can help allay public concern and may
> prevent broad unfavorable publicity. The tone of both immediate and
> continuing news coverage is influenced by how representatives of the
> news media are treated by Company representatives. The kind of
> information of concern to the news media and the public includes
> factual details on the containment and planned clean up procedure,
> description of the movement of the spill, clean up measures underway
> and special efforts being taken to preserve wildlife and property.
>
> [NO STATEMENT SHALL BE MADE CONTAINING ANY OF THE
> FOLLOWING:]{.underline}
>
> Speculation concerning liability for the spill or its legal
> consequences.
>
> Speculation regarding the cause of the spill. An extended
> investigation may be needed to determine the actual cause; as legal
> liability could be adversely effected.
>
> Estimate of damage expressed in dollars.
>
> Estimate of how long clean up will take or clean up costs.
>
> Estimate of ecological damages except factual count of waterfowl
> effected.
>
> Promises that property, ecology or anything else will be restored.

**E. Grounding**

Great care should be taken to ensure that any action taken to rectify a
particular problem is acceptable from a stability point of view. Having
established the nature of the bottom damage as accurately as possible
and assuming the vessel is still aground, reference should be made to
the best advice available. Normally this will be from the Keystone home
office.

Although prolonged grounding in an exposed position is clearly
undesirable, it should be borne in mind that premature refloating before
the nature and extent of the damage has been fully evaluated can place
the ship in substantially greater danger than if she had been left where
she first grounded. The importance of reporting the damage as accurately
as possible cannot be over emphasized. Refloating will in most cases
require outside assistance and the time required to mobilize such
assistance can be used to prepare whatever shipboard systems will be
required for the refloating operation. Which systems will be required
will clearly be dependent on the nature and extent of the damage.

The feasibility of refloating the vessel will depend on a number of
factors including:

> 1\. Sea bottom conditions under and around the vessel;
>
> 2\. Weather conditions and tides/currents;
>
> 3\. The extent of damage to the hull;
>
> 4\. Availability of outside assistance and the time required for its
> mobilization.

If the vessel is lightly aground on a soft bottom with little or no
serious damage, refloating may present little problem and it is
conceivable that refloatation may be possible using only the ship\'s own
power. On the other hand, if the vessel is aground on a rocky bottom
then substantial hull damage is almost certain and refloatation under
such circumstances may well necessitate a major salvage operation
involving the best outside assistance that can be made available
including use of other ships or barges to receive transferred cargo.

Clearly each grounding accident will call for its own particular remedy
and it is beyond the scope of this manual to try and go into detail.
However, those in charge of the operation on board should bear in mind
that the success of any refloating exercise depends to a great extent on
knowing as precisely as possible the nature and extent of the damage
sustained and the conditions around the vessel. Although the eventual
salvage operation may call for a great deal of outside expertise and
assistance, the ship\'s crew can help immeasurably and save valuable
time by providing as much pertinent information as they can in the early
stages of the emergency. On board activities at such time should
therefore be concentrated on:

> 1\. Taking all feasible steps to ensure that there is no worsening of
> the situation, e.g. by confining flooding to the maximum extent
> possible or conversely by deliberate additional flooding to ensure
> that the vessel will remain firmly aground, if this is considered
> appropriate.
>
> 2\. Collecting as much information as possible on the nature and
> extent of damage and passing this to the home office.
>
> 3\. Assessing the extent of the grounding by taking soundings around
> the vessel. Before a grounded vessel can be moved to safety it may be
> necessary to remove part or all of the cargo and/or bunkers.
> Lightering of grounded ships has been performed on many occasions.
> Ship\'s officers may find the OCIMF/ICS booklet \"Ship to Ship
> Transfer Guide\" useful in preparing for such an operation, containing
> as it does sound advise on such matters as communications, pre-mooring
> preparations, maneuvering and mooring, transfer operations, etc., as
> well as a chapter devoted to the safety procedures associated with
> such an operation.

**F. Collision**

Despite the tremendous advances made in the provision of highly
sophisticated navigational equipment to assist ships\' officers in
handling their ships, collisions between two ships on the high seas or
in port approaches continue to be one of the most common type of marine
accident.

Should a collision occur that in fact results in the release of oil in
any amount, then a Pollution Incident exists. This will be dealt with
later on in this section and, as pointed out, remedial action will of
necessity depend on the circumstances of each particular case.

As in the case of grounding, it is essential that the nature and extent
of the damage caused in a collision should be transmitted to Keystone
with the least possible delay. Advice to the ship on the most suitable
countermeasures can then be processed. Even if the extent of damage
cannot be assessed with any precision this should not prevent an early
assessment being passed to the home office for analysis. This
preliminary information can always be amended later and advice on
countermeasures fine tuned as the picture becomes clearer.

A ship involved in a collision not involving the flooding of holds may,
depending on circumstances, be able to make for a port of refuge without
outside assistance.

Even so, there are numerous things that those on board can do to reduce
the chances of the damage becoming worse. For example:

> 1\. Any cracks found within the hull/cargo hold structure in the
> vicinity of the principle damage should, if circumstances permit, be
> drilled and plugged to prevent further propagation.
>
> 2\. Spaces adjacent to those known to be damaged should be thoroughly
> inspected to ensure that their integrity can be maintained.
>
> 3\. It may be possible to redistribute ballast so as to minimize the
> possibility of flooding spaces which are up to that moment dry.
> However, redistribution could exacerbate the situation unless carried
> out with care. Reference should be made to all available pertinent
> information to ensure that any such redistribution does not create
> additional unacceptable stresses and indeed to ensure that stresses in
> the area of the damage are reduced. If circumstances permit, reference
> should also be made to Keystone for advice on the
> advisability/acceptability of any redistribution of loads in a damaged
> condition.

Great care should be taken to ensure that any spaces that have to be
entered for damage assessment purposes are in fact safe for entry. If
they are not, and entry is essential, then suitable self contained
breathing equipment must be used.

> Ships\' crews can do much to ready themselves for this type of
> situation by preparing various disaster scenarios and exercising
> themselves for the activities that coping with such accidents will
> demand. This should include, for example, full scale exercises for
> entering and evacuating people from the more inaccessible parts of the
> ship\'s structure.

**G. Flooding**

If there is unexplained flooding of ship\'s spaces or tanks, the ship\'s
officers shall attempt to do the following:

> Identify the source, cause and extent of the flooding. Is the flooding
> due to a transfer of liquids within the M/V CAPE VICTORY\'s hull? A
> failure of bilge or ballast piping, and improperly gasketed manhole,
> or a crack in an internal tank bulkhead could result in the flooding
> of a cargo space, for example. Or, is the flooding caused by an influx
> of water from outside the ship? If so, is the flooding due to a
> failure at a hull penetration, such as a sea valve, or is it due to a
> failure of hull structure? A timely identification of the source,
> cause and extent of the flooding should assist the ship\'s officers in
> determining an appropriate corrective action, if possible.
>
> Determine whether the level in the flooded space is static or whether
> the space is flooding further. Flooding from outside the ship may be
> indicated by the level of flooding being approximately equal to the
> draft of the ship. Where practical, a crew member should be stationed
> to monitor the level in the flooded space or tank and report regularly
> any change in level or condition.
>
> If the flooding is continuing, all efforts should be made to limit its
> extent, particularly if the source of the flooding is a failure of the
> hull structure or of a hull penetration. To the extent possible, a
> collision mat or similar means shall be employed to limit the flow of
> water into the flooding space.
>
> The Chief Mate should calculate the effect on stability due to the
> flooding. An allowance should be made for the free-surface of the
> flooded space. The Chief Mate should also consider the stability
> during any action to limit or correct the flooded condition, allowing
> for temporarily slack tanks, trim and draft. Particular care should be
> taken when ballasting to correct asymmetrical flooding.
>
> Depending on the severity of the flooding the Master should direct his
> department heads to take corrective action to the extent practical
> given the specifics of the casualty, the condition of the ship and the
> sea conditions. As with any casualty, the RRF Port Engineer should be
> promptly notified and kept apprized of the ship\'s condition.

**H. Fire**

On any ship, one of the greatest dangers is from fire on board. Fire
involving large quantities of bunkers or liquid cargo could result from
a grounding or collision. In such a case, it is almost certain that
Emergency Service Contractors will be required in order to contain and
extinguish this size fire. However, shipboard personnel do have the
means to contain and extinguish a fire if it is responded to quickly and
efficiently. This type of fire would more likely be that resulting
failure of a pipeline, valve or gasket or the accidental spillage of
bunkers or liquid cargo. The methods of dealing with such fires should
be exercised during shipboard fire and boat drills.

Clearly every effort should be made to prevent any fire at all on board,
but should one occur, be it in the engine room, accommodations or on the
cargo deck, RRF vessels are well provided with appropriate fire fighting
equipment to combat such fires. The Fire Control Plan is provided for
reference in Appendix F.

[POLLUTION INCIDENT]{.underline}

Most of the aforementioned casualties will either cause or result in a
pollution incident. Whether pollution has occurred or is imminent, the
notification procedures remain the same.

The vessel\'s response must be as rapid and effective as possible.
Shipboard personnel must do everything within their means to stop the
escape of bunker oil or liquid and contain same from spreading, to the
extent that this is practicable. Every precaution should be taken to
avoid ignition. If the pollution is contained on deck, the decision to
pump it back to the vessel\'s tanks or to cover it with the foam must be
made immediately. All ignition sources must be secured and clean-up
procedures commenced immediately.

The officer in charge of the vessel will be required to decide on which
procedure to implement after evaluating the situation, taking into
account the effects of his proposed actions.

It is impossible for this plan to address every conceivable cause of
pollution or the effects of every procedure. The decision and
responsibility of which procedure to implement will rest with the
Master.

Keystone personnel at the home office will make every effort to ensure
that the Master receives the best advise available in order to assist
him in making his decisions.

**I. Salvage and towing**

In the event a vessel becomes disabled and assistance is required, this
fact must be communicated to the Keystone home office as soon as
possible.

Should the Master find himself in a situation where assistance is at
hand, danger imminent and no contractual agreement or advice from the
Keystone home office has been received, then he should use his best
judgement keeping the safety of his vessel and crew and damage to the
environment foremost in his mind. In the event you are required to enter
into a contractual agreement, the Master should not hesitate to do so,
but should endeavor to accomplish Lloyds Open Form.

All masters should be familiar with the publication \"Peril at Sea and
Salvage - A Guide to Masters\", published by ICS/OCIMF.

**J. Hurricanes and Extreme Weather Conditions**

The Master should make all reasonable efforts to void extreme weather
conditions whenever possible. When however, the ship is faced with a
hurricane or other extreme weather condition, the Master should:

> 1\. Secure the Vessel. Secure all cargo booms and other deck equipment
> or cargo. The cargo holds should be surveyed to confirm that cargo is
> appropriately stowed and secure. All hatches should be dogged and
> tight.
>
> 2\. Regular sounding should be taken of all spaces using remote
> gaugings whenever possible to limit crew on deck. Hold bilges should
> be pumped regularly.
>
> 3\. Communications should be maintained with the appropriate Naval
> OPCON and with the Keystone hove office regarding weather routing,
> ship\'s position and situation.

In extreme weather conditions it is the Master\'s responsibility to
determine the best action for the good of the ship and the crew. The
Keystone home office will attempt to provide as much information and
guidance as possible in order to assist the Master in making such
decisions.

**K. Solid Waste Disposal**

Strictly speaking, the handling and disposing of solid waste should
[not]{.underline} involve a pollution incident or other casualty if done
properly. MarAd has developed a \"Shipboard Solid Waste Management
Program\", a copy of which is included in Appendix D. The Master shall
see to it that appropriate ship\'s personnel have read and are
knowledgeable of this procedure. In addition he will designate a ship\'s
Plastic Waste Control Coordinator in charge of managing plastic waste
products generated by the M/V CAPE VICTORY.

The Plastics Waste Control Coordinator shall:

> Be responsible to the Master for the implementation and maintenance of
> the Shipboard Solid Waste Management Plan in accordance with MarAd
> policy.
>
> Report any emergency discharge of plastics at sea and maintain ship\'s
> solid waste disposal record book as per USCG requirements.
>
> Ensure that all crew members are educated and aware of marine plastic
> pollution policies and requirements through training, posting of
> notices, etc.
>
> Determine the best storage locations for plastic waste, and document
> how long it takes to fill each location with plastic refuse. Issue
> instructions as to collection of the refuse from each location.
>
> Issue instructions as to the use and maintenance of comminuters,
> garbage grinders and pulpers, trash compactors and/or incinerators as
> fitted.

Department Heads shall

> Ensure that plastic wrapping and shipping materials are removed to the
> maximum extent possible from stores and spares prior to receipt on
> board. Plastics need not be removed if degradation or damage to the
> item will result.
>
> Order non-plastic substitutes where possible for consumable items such
> as garbage bags, coffee cups and stirrer, etc.
>
> Ensure garbage grinders and pulpers (when installed) are utilized for
> the disposal of all non-plastic garbage at sea when within 3 miles of
> shore in order to minimize the amount of plastic garbage bags required
> to hold west garbage.
>
> Ensure all plastic waste generated in food service operations is
> thoroughly cleaned of all food residues prior to compaction and
> storage.
>
> The Chief Engineer shall ensure all solid waste management equipment
> is properly maintained and in working order. Particular attention
> should be given to all food service garbage grinders/pulpers and trash
> compactors.

All Crew Members shall:

> Educate themselves on the new plastics segregation and collection
> requirements.
>
> Separate plastic waste from other solid waste and dispose of plastics
> in appropriately marked containers.
>
> Ensure that as much plastic packing materials as possible are removed
> from stores as they are loaded aboard, and left ashore. Removal of
> plastic packing materials is not required if doing so will cause
> degradation of the material shipped.
>
> Ensure that no plastic trash bags are disposed of overboard. Any trash
> disposed of over the side shall meet Annex V requirements and be in
> paper trash bags.

**XVII. PHYSICAL SECURITY**

**A. General Considerations**

Keystone will provide physical security for the ships at sea, at anchor,
and in port as specified in COMSCINST 5530.3. At MSC\'s direction MSC
will provide Keystone small arms and ammunition for shipboard physical
security during Phase 0. During the activation period Keystone will
provide names and ratings of crew who have small arms training. MSC will
coordinate small arms provisioning (outfitting) accordingly. All small
arms and ammunition will be controlled, accounted for, and returned by
the Master at the end of Phase 0. Keystone will meet the minimum
physical security standards specified in enclosures one and two to
COMSCINST 5530.3A based on the ships\' location and the threat level
deem existent by the Master. Keystone will provide the elements of
physical security specified in enclosures 5 through 16 of COMSCINST
5530.3A. These elements detail the training, management, and equipment
required to meet minimum physical security standards. Maintenance and
upkeep for all installed and portable physical security equipment as
specified in COMSCINST 5530.3A, whether placed aboard or installed
before or after delivery of the RRF ship to Keystone will be the
responsibility of Keystone under the fixed price portion of the
contract.

Compliance with COMSCINST 5530.3A will be consistent with the vessel(s)
and crew\'s capability. For example, if a specific RRF ship does not
have a ship\'s alarm system near the gangway, Keystone will not be
required to install one. If such an alarm system exists, Keystone will
be required to use it in accordance with COMSCINST 5530.3A.

1\. Physical Security at Sea

> Keystone, consistent with vessel(s) crew capabilities, will provide
> security against terrorism, hostage situations, demonstrations,
> sabotage, piracy and hostile acts at all times and especially in areas
> where incidents are likely to occur. These areas include, but are not
> limited to, the Straits of Malacca, Bab el Mandeb and Hormuz.

2\. Keystone\'s Approach to Shipboard Security

> Keystone will ask each potential crew member to make a security
> commitment and agree to defend his ship. All personnel who have
> received small arms training or serve on the Ship\'s Reaction Force
> must agree, prior to employment, to bear arms to defend the RRF ship.
> Our unions have agreed to this requirement.
>
> Our approach will be further based on the recognition of the
> capabilities and armaments of the RRF vessels. We recognize the
> limitations that exist in defending these vessels, considering their
> non-combatant missions. However, we have no intention of turning over
> any ship, its equipment, data, or crew to any hostile force without
> the appropriate resistance and our Security is tailored to this
> effort.
>
> Our fundamental resistance strategy is based on preventing or avoiding
> a hostile situation. This will require that our crews are well trained
> to be constantly alert to notice any potential threats. Our crews will
> also be trained with respect to proper response and defense procedures
> in the event that hostile forces or personnel overcome our
> preventative security measures. The most possible dangers will come
> from confrontations with third-world parties, terrorists acts, piracy
> attempts in certain waters, and in-port attempts by single individuals
> or small groups who have hostile political motivation, espionage or
> sabotage as their goals. These dangers will make the challenges to
> shipboard security harder. Recognizing threats must be therefore given
> primary emphasis in our training and indoctrination security program.
>
> Keystone\'s approach to shipboard security will be based on a number
> of additional operating requirements. Our discussions will include the
> security threat definitions and the expected defensive actions and
> proper responses to ship security threats. The limited defensive
> equipment available aboard RRF vessels places special emphasis on
> procedures for threat identification and prevention and defensive
> responses by the crew must be well planned and thought of. In
> developing and implementing our Security Plan for the RRF ships we
> will follow MSC\'s instructions as well as the requirements of DOD
> 5220.22M, COMSC 5520.1, and COMSCINST 3120.2D. Initial training will
> be provided to key shipboard personnel as required by the Contract.
> Follow-up and repeat training will be provided aboard ship including
> drills which will address a variety of security threats. The Master
> and his appointed Security Officer (Chief Mate) will be charged with
> crew shipboard security training and will ensure that actions for his
> ship\'s defense will be taken in a logical and disciplined manner.
> Keystone believes that our Security Plan and our Shipboard Physical
> Security Program will provide an adequate measure of security
> protection for the RRF vessels to ensure success.

**B. Responsibilities and Shipboard Security Organization**

The RRF ship\'s Master holds ultimate responsibility for the security of
his ship and is charged with managing the Shipboard Physical Security
Program. He will be assisted by the Chief Mate (Security Officer), who
will be in charge of the Ship\'s Reaction Force. Selected Officers will
hold specific physical security responsibilities on a full time basis,
which mostly will be selected from the group with small arms training.
All crew members with the exception of the Steward Department will be
trained to man positions in the Ship\'s Reaction Force should a threat
arise.

The Chief Mate will act as the Physical Security Supervisor. In this
capacity he will act under the Master\'s direction and ensure that
Physical Security Plans are made, that physical security drills and
training sessions are conducted and that all crew members are fully
aware of their Reaction Force assignments and man their stations during
a ship security threat.

The following responsibilities of Shipboard Physical Security are listed
by crew position:

1\. Master

The RRF Ship\'s Master is responsible for:

> Overall Security for his ship.
>
> Ensuring that his crew is well trained to successfully protect the
> ship from attacks by saboteurs, terrorists, hostile mobs and pirates.
>
> Protecting all security documents and materials in accordance with DOD
> 5220.22 regulations.
>
> Preparing and issuing Ship\'s Physical Security Plan and Ship\'s Force
> Organization Bill.
>
> During port visits provide for gangway security watches and roving
> patrols at times of need by using ship\'s crew and/or MSC approved
> commercial guards.
>
> Determine when it is warranted and appropriate to issue small arms and
> select capable officers for this duty.
>
> Determine the need to activate the Ship\'s Reactions Force to repel
> hostile forces or boarders.
>
> Ensure that a sufficient crew is retained aboard during port visits to
> maintain security watches on a 24 hour basis.
>
> Prepare the vessel for appropriate defense readiness based on
> intelligence or news reports.
>
> Ensure that the ship\'s crew consist of an adequate number trained in
> the use of small arms.

2\. Watchstanding Mate

> The watchstanding Mate whether at anchor, in port or underway has the
> responsibility to ensure that all watch personnel are alert to threats
> to shipboard security.
>
> He must be fully familiar with the Master\'s orders and guidelines for
> reacting to any threats or any breach in the physical security of the
> vessel.
>
> During periods in port, the watchstanding Mate must be familiar with
> emergency procedures to summon outside assistance when required.

3\. Gangway Watch and Underway Watchstanding

The Watchstander must:

> Know all threats to RRF ship security. Keep alert during his watch.
> Know the precautions to be taken to avoid security threats. Know all
> actions to be taken upon discovering a security threat or breach.

4\. Bomb Scene Officer (Usually the Chief Mate)

The Bomb Scene Officer must:

> Make all decisions in case of bomb alert. Evaluate if the bomb threat
> is possible and justified. Notify appropriate shore-side agencies and
> plan an orderly evacuation of the vessel. Arrange for a systematic
> ship search. Arrange for the arrival of an explosive Ordinance
> Disposal (EOD) unit.

**C. In-Port Personnel Security Requirements**

Keystone will provide trained and qualified crew members as required by
the contract to meet the Government\'s in-port requirements at anchor,
or alongside to ensure the safety and security of the ship, equipment,
personnel and personal effects. Keystone will provide the following
minimum crew on board on a continuous basis:

One licensed Deck Officer in charge of the ship.

One licensed Engineer in charge of the Engine room.

One unlicensed Bridge/Gangway watch-stander.

One unlicensed Engine Room watch-stander.

1\. Additional Security Watches

> In port of political unrest and in generally unsecured ports, Keystone
> will provide additional crew members for security watches besides
> those listed in above. As a minimum Keystone will provide fire
> watches, continuous roving patrols and such other watches, especially
> for interior and weather deck spaces as the Master will deem necessary
> to ensure the safety of the RRF ship, crew and equipment.

2\. Ship\'s Reaction Force

> The Keystone proposed Ship\'s Reaction Force will be made up as
> follows:
>
> One officer in charge armed with Shotgun/pistol.
>
> One Assistant Officer in charge with Shotgun/pistol.
>
> Two crew members armed with rifles.
>
> Four men armed with other weapons than side arms such as clubs or
> high-pressure water hoses.
>
> Other crew members assigned to different areas of the ship with
> specific responsibilities.
>
> The Ship Reaction force will make use of three two-way portable radios
> to be used - one on the bridge, one with the officer in charge of the
> deck area, and one with the assistant Reaction Force Officer in charge
> of the second group.
>
> During training sessions the members of the Reaction Force will rotate
> positions in order to make them fully aware of all tasks in the
> defense of the ship, both for planning and successful accomplishment
> of the goals of the Security Plan.

**D. General Procedures - Terrorism, Bomb Threats, and Stowaways**

Following are some general procedures which will be followed by the RRF
ship officers and crew members with regard to the physical security of
each vessel:

> All crew members will be informed regarding potential military,
> terrorist, or pirate activities prior to RRF ship\'s entrance into
> politically unstable or hostile areas. Particular attention will be
> paid to crew briefing should a RRF ship have to transit unfriendly
> waters or enter an unfriendly port.
>
> Model physical security and Ship\'s Reaction Force organization bills
> will be developed by Keystone Operations Manger and issued to each
> vessel\'s Master for tailoring to his particular ship and crew
> requirements and location. All applicable crew members will review the
> Ship\'s Physical Security Bills upon detection of a potential security
> threat.
>
> Crew members will review damage control procedures and enact damage
> control drills and safeguards. All small arms will be properly secured
> in storage compartments, and physical inventories will be maintained
> and managed aboard each RRF vessel in accordance with SEGNAVINST
> 5500.4, OPNAVINST 5520.12, and NAVMATINST 8300.1A.

1\. In-Port Procedures

> When security procedures allow, at least 48 hours in advance of its
> arrival at each port of call, each RRF ship\'s Master will forward a
> Logistics Requirements Report (LOGREQ) to addressees specified by the
> cognizant MSC Administrative Commander.
>
> Qualified and thoroughly instructed crew members will be stationed at
> or in the immediate vicinity of the gangway(s) at all times. Personnel
> assigned this duty will have the authority and responsibility for the
> inspection and control of all persons and material coming aboard or
> leaving the ship. Personnel not assigned to the ship will, unless
> otherwise recognized, be required to furnish proper identification and
> authority before boarding will be allowed. The Bridge-Gangway Log (MSC
> Form 5211/11) will be maintained at the gangway. The Gangway watch
> will enter in the log the name of all persons coming aboard and
> departing the ship, together with the time of each boarding and
> departure. The watch will check the authority for the movement of all
> materials over the gangway, and be instructed with regard to sections
> to be taken in connection with the attempted removal of stems from the
> ship or the introduction of items onto the ship. The
>
> gangway watch will also establish contact with local security forces
> so assistance can be quickly received if necessary. Crew shore leave
> will be allotted and restricted orprohibited as appropriate, and most
> crew members will be qualified to use fire arms. A general alarm
> signal will be used to alert crew members to emergencies. Sea watches
> will be maintained in port, if appropriate.

2\. Small Arms Allowance

> The Government will provide all activated RRF ships with a small arms
> allowance consistent with the size and mission of the ships. Keystone
> will be responsible for the custody of GFE small arms. The Master will
> maintain signature custody records on each weapon, by serial number at
> all times. The GFE small arms will only be utilized on board the ships
> by Keystone to protect MSC assets, personnel and crew. The Master is
> authorized to issue GFE small arms to crew members who are trained in
> their use.
>
> PRIVATELY OWNED WEAPONS AND AMMUNITION ARE PROHIBITED ON ALL RRF SHIPS
> AT ALL TIMES.

3\. Ammunition Allowance

> Ammunition will be provided in accordance with the ship\'s allowance
> listing. Ammunition requisitioning and transaction reporting are to be
> done in accordance with COMSCINST 8010.3a.

4\. Security and Stowage

> Keystone will maintain the security and stowage of the weapons and
> ammunition in accordance with COMSCINST 12410.3-A, NAVMATINST 8300.1A,
> and SECNAVINST 5500.4D.

5\. At-Sea Procedures

> Surreptitious or overt boarding of a RRF ship while underway, although
> an unlikely occurrence, requires a contingency plan. The RRF ship\'s
> Master can employ evasive maneuvers, use fire hoses, or call upon the
> Ship\'s Reaction Force to repel boarders. Although no specific plan is
> offered here due to the many variable elements in such a boarding
> attempt, the ship\'s crew will make every effort to resist a boarding
> of the ship. Constant vigilance and continued assessment of impending
> or actual boarding attempts is essential if the ship\'s Master is to
> take the proper countermeasures.

6\. Bomb Threat Procedures

> It is quite conceivable that a RRF ship may encounter a bomb threat,
> given the fleet\'s worldwide operations and the prevalence of this
> type of threat to U.S. military and property.
>
> Accordingly, a Bomb Threat Response Plan will be prepared by the
> Master for use on his RRF ship. This plan will also meet the
> requirements of COMSCINST 3120.2D and will be updated in accordance
> with changes in the future to those two instructions. A standard Bomb
> Threat Response Plan will initially be prepared by the Keystone
> Operations Manager and Security Officer.
>
> Each standard Bomb Threat Response Plan will further be customized by
> each vessel Master to suite each ship\'s crew complement and special
> operating circumstances. Any change to the master plan will require
> Operating Manager\'s approval.
>
> All ship officers and gangway watchstanders will be familiarized with
> the Bomb Threat Response Plan procedures and trained in their
> particular assignments. Personnel access and package control measures
> will be instituted aboard each ship. A list of emergency services and
> activities to be notified in a case of a bomb threat will be prepared
> and updated to keep pace with changes in operational locations. A Bomb
> Scene Officer, normally the Chief Mate, will be assigned by the
> Master, and a command center with good communications capabilities
> will be established in the case of a bomb threat. Search teams will be
> established for all on-board locations.
>
> The minimum set of procedures to be addressed in the Bomb Threat
> Response Plan will include:
>
> Receiving and evaluating bomb threats.

Reporting and communicating to proper authorities.

Evacuation procedures.

Search procedures.

Treatment of suspicious object.

Reliance on an Explosive Ordinance Disposal (EOD) unit.

Handling an explosion.

> The Bomb Threat Response Plan will also incorporate the use of the
> Bomb Threat Action Check-Off List (MSC Form 8027/1) and the Bomb
> Threat Record (MSC Form 8027/2). Once a bomb threat action is
> completed, two copies of the forms will be provided to COMSC, one to
> the Fleet Commander, and one to headquarters. In addition, a detailed
> message will be transmitted to the same addressees describing the
> incident.

7\. Barricaded Captor or Hostage Procedures

> The ship\'s Master and Chief Mate will familiarize themselves with
> COMSCINST 55520.1; Subject: Barricaded Captor/Hostage Situation, each
> time they report aboard a RRF ship. Copies of the instruction will be
> maintained on board in a recommended reading file for all ship
> officers. The Master and Chief Mate will also keep themselves
> knowledgeable of and maintain copies of any other pertinent directives
> issued by the Commander of the Naval District wherein the ship is
> berthed or operates.
>
> Upon the occurrence of any suspected hostage or barricaded captor
> incident, immediate notification will be sent to the appropriate Area
> Commander, Naval Investigative Service office, or law enforcement
> official to gain assistance. The ship\'s Master will appoint a member
> of his crew to act in the role of a negotiator \-- normally the Chief
> Mate. The ship\'s Negotiator will perform this role primarily in
> accordance with naval instructions in the absence of other
> professional law enforcement assistance or when the Master determines
> that the preservation of human life and the safeguarding of sensitive
> material are best served by the crew remaining in total control.
>
> All ship\'s crew will be trained in the general precepts to be
> followed in such a situation. The preservation of human life is the
> first priority in devising any strategy, followed by containment of
> the barricaded captors/hostages in the smallest possible area,
> stabilization of the situation with the least amount of force, strict
> weapons discipline, easing of anxieties and tensions, and the \"buying
> of time\" through proper negotiation.

8\. Stowaways Procedures

> The ship\'s Master is responsible to ensure stowaways are not present
> aboard a RRF vessel, either in port ar at sea. Upon a ship\'s
> departure from any port, the Chief Mate will lead a search of all ship
> spaces, compartments, and deck areas to ensure no unauthorized persons
> are aboard.
>
> Should a stowaway be discovered, the following procedures will be
> followed:
>
> The stowaway will be searched and interrogated to ensure he or she has
> not had access to sensitive materials or spaces; a stowaway that is
> thought to have constituted a security violation will be detained
> pending a release decision from higher Navy authority.
>
> The stowaway\'s nationality and identity will be established if
> possible and the individual will be placed under custody and tight
> surveillance.
>
> If the stowaway is discovered prior to leaving port, the stowaway will
> be disembarked in a small boat and turned over to appropriate local
> authorities.
>
> If the stowaway is discovered at sea, every effort will be made to
> return him or her to the port of illegal entry into the ship or,
> failing that, to debark such individuals at the first port of call
> consistent with applicable laws.
>
> Following the discovery of a stowaway, a message report (RCS MSC
> 5820-1) will be transmitted to appropriate MSC personnel, the MSC Area
> Commander for the area in which the ship is operating, and the MSC
> Command at the port of illegal entry onto the ship.

**XVIII. HANDLING AND TRANSPORTATION OF AMMUNITION**

> **AND OTHER HAZARDOUS CARGO**

Although RRF ships are not specifically configured to handle POL
products (Class III) and ammunition (Class V) these items, under certain
conditions, may be loaded in cargo spaces as \"mobile-loaded\" vehicle
cargo. Specific CFR\'s, i.e. U.S.C.G. Regulation 108 and CNO letters of
waivers may apply. Embarkation planners are advised to coordinate the
planned loading of any Class III and/or Class V commodities with the
vessel\'s Master.

Although RRF ships are not specifically configured to handle hazardous
materials, i.e. caustic acids, highly flammable items, corrosives etc.,
these materials may be transported in \"marine use approved\" tank
containers and in lesser quantities as \"mobile-loaded\" cargo in
approved containers, provided the transport is in accordance with
existing Codes of Federal Regulations (CFR\'s). Exceptions to these
codes may be granted by the CNO, COMSC and /or the vessel\'s Master.

COMSC policy and direction pertaining to the handling and transportation
of ammunition and other hazardous cargo is contained in the latest
edition of COMSC Instruction 8023.1, Subject: Safety Regulations
Governing the Handling and transportation of Ammunition and Other
Hazardous Cargoes; Procedures for Obtaining Waiver of Exemption From
Relevant Navigation and Vessel Regulations. The instruction emphasizes
and supplements the provisions of applicable Federal and various service
regulations. Topics addressed include but are not limited to the
following:

> MSC Command authority and responsibility
>
> Master\'s authority and responsibility
>
> Safety inspector\'s authority and responsibility
>
> Loading terminal activity authority and responsibility
>
> Shipper\'s authority and responsibility
>
> Application of waivers
>
> Inspection and reporting requirements
>
> Procedures for transportation of hazardous cargoes
>
> Waiver / exemption procedures

**XIX. PROCEDURES TO BE FOLLOWED TO PREPARE FOR LAY-UP**

The transition period from operations to lay-up is extremely important
because it provides Keystone, the vessel\'s crew and MarAd the last
opportunity in which to observe the operation of the vessel, identify
deficiencies and determine what additional items should be accomplished
during the deactivation phase in order to assure the highest probability
of successfully activating the vessel at some future time.

**A. Phase Down of Operations**

A smooth orderly phase down requires close coordination between the
vessel\'s crew and Keystone\'s shorebased staff. The RRF Port Engineer
will be responsible to ensure that both vessel\'s crew and shore staff
are aware of the actions which they must take once a vessel has been
advised it will be removed from Phase 0, (Operations) and go into
lay-up. Following is a summary of these plans and actions:

1\. When notice has been received that the vessel will soon be removed
from active status preparation for inventory reduction will begin.
Orders for foodstuffs and consumables will be kept to a minimum. If a
vessel has been foreign (within the last two years) all meats, fruits
and vegetables, regardless or origin, on board are considered
\"contaminated\" by the USPHS and will not be allowed to land in the
U.S. Therefore, they will be disposed of at sea by ship\'s crew just
prior to arrival in the last port (port of crew pay-off) in full
compliance with Marpol regulations. An inventory of the items will be
prepared, signed by two crew members and witnessed by the Master. The
list will be attached to a MarAd form, \"Findings Associated With the
Disposal of Food Stuffs at Sea\", and delivered to the MarAd COTR. The
remaining food stuffs are to be either transferred to an active RRF
vessel in the vicinity, or to a federal, state or local government
institution including military bases. If the above is not possible or
practical, the other food stuffs will be disposed of through donation to
local charities at no cost to the government. The food is to be
inventoried and witnessed as above, inventory attached to the
appropriate MarAd form and given to the COTR. No food stuffs are to
remain aboard an RRF vessel entering lay-up, unless otherwise directed.

2\. All unopened chemicals, paints and lubricants will be inventoried
and prepared by the vessel\'s crew for removal from the vessel.
Keystone\'s Purchasing Manager will arrange with the manufacturers or
suppliers to pick up these materials at the vessel\'s final port and
issue a credit. An auditable paper trail will accompany all material
disposition and all credits issued will accrue to the government. As
these and other materials are considered hazardous materials and require
special handling and disposal by special means, Keystone will only
engage properly certified and/or licensed firms to remove and dispose of
any hazardous materials which the manufacturer will not take back.

3\. Medial supplies of a non-perishable nature, such as bandaging
materials, crutches, splints, etc., may remain aboard the vessel. All
other materials, including controlled substances, will be removed in
accordance with DEA approved procedures. Proper property removal forms
will be completed.

4\. Lifeboat stores will be removed ashore and stored as per the MarAd
COTR\'s directions.

5\. After arrival at the deactivating outport where the crew is to be
paid off, the Port Engineer will instruct the ship\'s Agent to arrange
for 24 hour guard service to insure vessel security.

6\. Cleanliness of the Vessel: Before pay-off of each crew member he/she
will be required to remove all bed linens and towels to a designated
area. All personal effects are to be removed from the state rooms or be
packed and ready to be removed. Survival suits, life jackets and any
other vessel issued materials are to be delivered to a designated area.
All garbage is to be removed from the rooms and deposited in the
receptacles provided. All drawers and closets or wardrobes are to be
left empty with drawers and doors open. When this has been accomplished,
the crew member is to have the room inspected by an officer designated
by the Master and, only after successfully completing this inspection,
will the crew member be paid off and leave the vessel.

7\. Designated members of the steward department will remain on board
for a few days in order to remove all galley equipment to a secure,
locked area, collect all dirty linen and send out for cleaning, clean
all refrigerated spaces, clean galley and messhalls, and general
accommodation house cleaning.

8\. All portable and small controlled equipment (bridge equipment, small
tools, special instruments, etc.), and valuable outfit items will be
inventoried, stored and locked in the radio room or other secure storage
area.

9\. A complete set of tank soundings will be made indicating the
contents and quantity in each tank with the final drafts indicated on
the same sheet.

Regarding any transfer or disposal of material, there are three basic
requirements which Keystone will adhere to under all circumstances:

> Keystone will take an inventory of any items being transferred or
> otherwise disposed of. Items will be described in sufficient detail to
> ensure identification.
>
> Keystone will insure certification of custody transfer. This will
> consist of signature on a prepared cover document or manifest, with
> inventory attached, acknowledging acceptance of custody during
> transfer.
>
> Keystone will insure the verification of ultimate disposition of the
> material. This will consist of signature on a prepared cover document
> or manifest, with inventory attached, verifying that material was
> received an/or disposed of.

**B. Preparation of Systems**

During the final weeks of operation the crew and designated shore staff
members will perform certain actions in order to prepare the vessel\'s
machinery and other systems for lay-up. These procedures are briefly
highlighted below:

1\. Main Propulsion System

> a\. The last 48 hours of the delivery voyage should be accomplished
> using MDO in the main engine to thoroughly flush out all fuel systems.
> Operation on MDO to be maintained within the manufacturer\'s
> recommendations for this fuel.
>
> b\. Thoroughly inspect main engine and related equipment while
> operational and note down any defects which require repairs. Submit a
> copy of defects list to RRF Port Engineer.
>
> c\. While the main engine is still operating on HFO and at full load,
> take indicator cards and note down all engine parameters, including
> pressure drop across air cooler. If shaft generator is engaged please
> note the load on the generator. Provide a copy of all data to RRF Port
> Engineer.
>
> d\. Cooling water systems to be treated with recommended dosage of
> approved corrosion inhibitor.
>
> e\. Blow down starting air piping system and control air system.
>
> f\. Clean all strainers and purifiers.
>
> g\. After installation of the jacket cooling water electric heaters
> and pump, the warming up system is to be put into operation to
> maintain jacket warmth.
>
> h\. After installation of the lube oil purifier electric heater, the
> lube oil purifier is to be operated on a regular basis to maintain the
> warmth of the lube oil.
>
> i\. Leave all systems ready for service.

2\. Ship\'s Service Diesel Generators

> a\. Thoroughly inspect the diesel generators and related equipment
> while operating under load and note down any defects which require
> repairs. Submit a copy of defects list to the Keystone RRF Port
> Engineer.
>
> b\. While diesel generators are operating under full load take peak
> pressures of all units and note down all engine parameters. Submit a
> copy of all data to the Keystone RRF Port Engineer.
>
> c\. Blow down starting air system and control air system.
>
> d\. Clean all strainers.
>
> e\. Put in operation the cooling water warmup system for each diesel
> generator.
>
> f\. Leave all systems ready for service.

3\. Auxiliary Boiler

> a\. During the last phase of operation, flash blow (10 secs) the
> boiler daily. Check boiler water chemistry immediately after blowdown
> and re-dose chemicals.
>
> b\. Prior to arrival at the deactivation location, draw water samples
> from the boiler and the feed water system. Retain samples for analysis
> after arrival.
>
> c\. Thoroughly inspect the auxiliary boiler and related equipment
> while operational and note any defects that require repairs. Submit a
> copy of defects list to the Keystone RRF Port Engineer.
>
> d\. After arrival secure the fire and all valves.
>
> e\. Clean all strainers.
>
> f\. Leave all systems ready for service.

4\. Exhaust Gas Economizer

> a\. During the last phase of operation, double the normal soot blowing
> cycle to remove as much soot from the tubes as possible.
>
> b\. Thoroughly inspect the exhaust gas economizer and related
> equipment while operational and note any defects that require repairs.
> Submit a copy of defects list to the Keystone RRF Port Engineer.
>
> c\. Leave all systems ready for service.

5\. Fresh Water Evaporator

> a\. Thoroughly inspect the evaporator and related equipment while
> operational and note any defects that require repairs. Submit a copy
> of defects list to the Keystone RRF Port Engineer.
>
> b\. While the evaporator is operational note down all parameters and
> record the quantity of water made. Submit a copy of all data to the
> Keystone RRF Port Engineer.
>
> c\. After arrival at the deactivation location secure all valves and
> drain the evaporator.
>
> d\. Leave all systems ready for service.

6\. Automation and Control Systems

> a\. While the vessel is operating, test all automation and control
> systems. Testing to be comprehensive and to include auto changeover
> and trips. Test all systems as far as practical without compromising
> the safety of the equipment and the vessel. Note any defects that
> require repairs. Submit a copy of defects list to the Keystone RRF
> Port Engineer.
>
> b\. Leave all systems ready for service.

7\. Piping Systems

> a\. Make a general external inspection of all piping systems. Note
> down defects that require repairs. Submit a copy of defects list to
> the Keystone RRF Port Engineer.
>
> b\. Clean all strainers.
>
> c\. Leave all systems ready for service.

8\. Ballast System

> a\. Note any defects in the ballast valves and the valves\' hydraulic
> actuating system that require repairs. Submit a copy of defects list
> to the Keystone RRF Port Engineer.
>
> b\. Flush through all ballast tanks with clean sea water, leave as
> needed for proper vessel stability. As far as practical, the
> individual ballast tanks should be either topped up or left empty.
>
> c\. Leave all systems ready for service.

9\. Cargo System Gear and Equipment

> a\. Note any defects in the cargo gear hydraulic operating system that
> require repairs. Submit a copy of defects list to the Keystone RRF
> Port Engineer.
>
> b\. Leave all systems ready for service.

10\. Mooring/Anchoring System Gear and Equipment

> a\. Note any defects in the mooring gear operating system that require
> repairs. Submit a copy of defects list to the Keystone RRF Port
> Engineer.
>
> b\. Leave all systems ready for service.

11\. Electronic Gear

> a\. While the equipment is in use note any defects that require
> repairs. Submit a copy of defects list to the Keystone RRF Port
> Engineer.
>
> b\. Disconnect any electronic and radio equipment which is required to
> be removed and stowed in a safe place.
>
> c\. All switches shall be opened and power secured to all components.
>
> d\. Cover all radio equipment with plastic.
>
> e\. Install a Vapor Corrosion Inhibitor (VCI) within the sealed SATCOM
> antenna dome. Post a sign on the dome door indicating the date that
> the VCI was installed.
>
> f\. Cover all weather deck instruments and controls with Herculite
> Covers.
>
> g\. Carry out preventive maintenance on all external connections to
> electronic equipment and on all external securements.

12\. Safety Equipment

> a\. Note any defects that require repairs. List any equipment that
> requires replacement and /or recertification. Submit copy of list to
> the Keystone RRF Port Engineer.
>
> b\. Collect all life jackets, life rings, exposure suits and
> pyrotechnics and stow them in the designated secured area onboard.
>
> c\. Inventory life boat gear and note expiration dates. Submit a copy
> of list to the Keystone RRF Port Engineer.
>
> d\. Leave all other systems ready for service.

13\. Oil Samples

> a\. Prior to arrival at the deactivation location, draw lube oil
> samples from the following systems:
>
> Main engine system oil
>
> Before and after lube oil purifier
>
> Shaft generator multiplier gear system oil
>
> Stern tube system oil
>
> Diesel generators (including emergency diesel generator) system oil
>
> Cargo gear hydraulic systems
>
> Mooring gear hydraulic system
>
> Ballast valves operating hydraulic system
>
> Steering gear hydraulic system
>
> Bow thruster hydraulic system
>
> Lube oil storage tanks
>
> Cylinder oil storage tanks
>
> b\. All samples shall be marked with the following information:
>
> Vessel\'s name
>
> Machinery/system from which sample was drawn
>
> Product name and grade of oil
>
> Operating hours of machinery
>
> Operating hours on oil
>
> Fuel type used in respective machinery
>
> Date sample was drawn
>
> c\. The samples should be drawn when the machinery is operating and
> from the pressure side of the system.
>
> d\. On arrival the samples should be submitted to a reputable
> laboratory for complete chemical, physical and spectrographic
> analysis.

**C. Schedule of Crew Phaseout**

The ship\'s plant will remain in operation with a full crew for
approximately one (1) day after the vessel arrives at the outport
facility. After one day at the outport the crew will be reduced down to
the ROS crew of ten (10). The Master will be retained for two (2) days
after the vessel arrives at the outport facility.

**D. Updating Lay-Up Specifications**

Keystone shall utilize several methods to insure that, in addition to
the standard lay-up items which will be prepared in accordance with
Appendix J of the Contract (MarAd Standard Lay-up Procedures), Keystone
will identify and include all material deficiencies in the lay-up
specification. In order to do this, Keystone will be continually
updating the repair section of the specifications in order to include
new items and delete items completed. These methods are:

1\. The MARTS program will be kept up to date by the RRF Port Engineer
based on information supplied by the ship\'s engineering staff. This
information will be faxed/telexed to the Port Engineer on a timely
basis. This information, when entered into MARTS, should provide a good
indication of all known deficiencies. The individual outstanding items
entered in to MARTS will, for the most part, be written into shipyard
specification format by the RRF Port Engineer with a copy provided to
the ships\' Chief Engineer in order to be completed during a voyage
repair availability or to be included in the Lay-Up Specifications.

2\. A pre-deactivation sea trial will be conducted with the Keystone
Port Engineer, the vessel\'s crew and the MarAd Sea Trial Team. This sea
trial will be similar to the activation sea trial and will especially
look for and record deficiencies. The crew will be debriefed in order to
ensure all deficiencies are found and recorded. The Port Engineer will
ensure that these items are properly written and included in the
deactivation specifications.

3\. All ship\'s officers will provide the Master with a turnover letter
before departure which will cite deficiencies and offer recommendations
within the officers area of responsibility.

4\. Service reports from manufacturers\' representatives who have
attended the vessel and have made recommendations for repairs or
improvements will be reviewed by the Port Engineer. As appropriate,
these recommendations will be reflected in the Lay-Up Specifications.

5\. U.S.C.G. Form-835 outstanding requirements, ABS outstanding
requirements or outstanding requirements of other regulatory bodies will
be reflected in the Lay-Up Specifications.

6\. Near term or major regulatory body surveys or inspections will be
included in the Lay-Up Specifications.

7\. Vessel or vessel class improvements or replacement of equipment as
specified by MarAd will be included in the specifications.

**XX. UPDATING OF OPERATIONAL PLAN**

The Operational Plan will be updated within 60 days after every
deactivation and lay-up. If there is no activation during a given year,
then the plan will be reviewed and updated on an annual basis.

Keystone will also generate an Operations After Action Report including
lessons learned within 10 days following the completion of Phase 0,
Operations. The report will include:

> A brief operating history of the ship since activation.
>
> A summary of operating casualties, if any.
>
> Problems, if applicable with recommendations for correction.
>
> Copies of Voyage Summary Sheets and Log Abstracts.
>
> Listing of deferred voyage repairs and recommendations.
>
> Cost summary, accurate up to date of the report.
>
> Constructive comments, pictures and anything that adds to the
> completeness of the report.

**APPENDICES**

**APPENDIX A**

**Casualty Report Check Lists, Lloyds Open Form and Insurance Forms**

**APPENDIX B**

**Port Information**

**APPENDIX C**

**Emergency Response Plan for Oil/Hazardous Material**

**APPENDIX D**

**MarAd Solid Waste Management Plan**

**APPENDIX E**

**List of Forms**

**APPENDIX F**

**Fire and Safety Plans**

**APPENDIX G**

**Circular Letters**

**APPENDIX H**

**Purchasing Procedures**

**APPENDIX I**

**Personnel Administration**

**APPENDIX J**

**Duties on Vessel Repairs in Foreign Ports**