EX-10.9



 Exhibit 10.9 
 SPECIFIC TERMS IN THIS EXHIBIT HAVE BEEN REDACTED BECAUSE CONFIDENTIAL TREATMENT FOR THOSE TERMS HAS BEEN REQUESTED. THE REDACTED MATERIAL HAS BEEN SEPARATELY FILED WITH THE SECURITIES AND EXCHANGE
COMMISSION, AND THE TERMS HAVE BEEN MARKED AT THE APPROPRIATE PLACE WITH FIVE ASTERISKS (*****). 
 Private and Confidential

 TIME CHARTER 
 OF 
 CLEAN FORCE 

Between 

Seacrown Maritime Ltd 
 And 
 Methane Services Ltd. 

02-October-2010 

  
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 TABLE OF CONTENTS 

 

							
	 1.
	 	 Description and Condition of Vessel
	  	 	4	  
	 2.
	 	 Shipboard Personnel and their Duties
	  	 	6	  
	 3.
	 	 Duty to Maintain
	  	 	8	  
	 4.
	 	 Trading Limits and Safe Places
	  	 	9	  
	 5.
	 	 Bunkers and LNG Heel at Delivery and Redelivery
	  	 	10	  
	 6.
	 	 Grade of Bunkers
	  	 	11	  
	 7.
	 	 Period, Delivery, Redelivery, Laydays and Cancelling
	  	 	12	  
	 8.
	 	 Owners to Provide
	  	 	13	  
	 9.
	 	 Charterers to Provide
	  	 	14	  
	 10.
	 	 Rate of Hire
	  	 	14	  
	 11.
	 	 Payment of Hire
	  	 	15	  
	 12.
	 	 Space Available to Charterers
	  	 	16	  
	 13.
	 	 Instructions and Logs
	  	 	16	  
	 14.
	 	 Bills of Lading
	  	 	17	  
	 15.
	 	 Conduct of Vessel’s Personnel
	  	 	19	  
	 16.
	 	 LNG Retention/Supply for Operational Purposes
	  	 	19	  
	 17.
	 	 Pilots and Tugs
	  	 	20	  
	 18.
	 	 Super-Numeraries
	  	 	20	  
	 19.
	 	 Sub-letting/Assignment/Novation
	  	 	20	  
	 20.
	 	 Substitution
	  	 	21	  
	 21.
	 	 Final Voyage
	  	 	21	  
	 22.
	 	 Loss of Vessel
	  	 	22	  
	 23.
	 	 Off-hire
	  	 	22	  
	 24
	 	 Ship to Ship Transfers and FPSO/FSRU Cargo Operations
	  	 	26	  
	 25.
	 	 Periodical Dry-docking
	  	 	26	  
	 26.
	 	 Ship Inspection
	  	 	28	  
	 27.
	 	 Key Vessel Performance Criteria
	  	 	29	  
	 28.
	 	 Salvage
	  	 	31	  
	 29.
	 	 Lien
	  	 	31	  
	 30.
	 	 Exceptions
	  	 	31	  
	 31.
	 	 Injurious Cargoes
	  	 	32	  
	 32.
	 	 Disbursements
	  	 	32	  
	 33.
	 	 Laying-up
	  	 	32	  
	 34.
	 	 Requisition
	  	 	33	  
	 35.
	 	 Outbreak of War
	  	 	33	  
	 36.
	 	 Additional War Expenses
	  	 	33	  
	 37.
	 	 War Risks
	  	 	33	  
	 38.
	 	 Both to Blame Collision Clause
	  	 	34	  
	 39.
	 	 New Jason Clause
	  	 	35	  
	 40.
	 	 Clause Paramount
	  	 	36	  
	 41.
	 	 Insurance/ITOPF
	  	 	36	  
	 42.
	 	 Export Restrictions
	  	 	37	  
	 43.
	 	 Business Principles
	  	 	37	  
	 44.
	 	 Drugs and Alcohol
	  	 	37	  


  
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 Private and Confidential 

 

							
	 45.
	 	 Pollution and Emergency Response
	  	 	38	  
	 46.
	 	 ISPS Code/USMTSA 2002
	  	 	39	  
	 47.
	 	 Law and Litigation
	  	 	40	  
	 48.
	 	 Confidentiality
	  	 	40	  
	 49.
	 	 Construction
	  	 	41	  
	 50.
	 	 Notices
	  	 	41	  
	 51.
	 	 Invoices
	  	 	42	  
	 52.
	 	 Ship Contact details
	  	 	43	  
	 53.
	 	 Definitions
	  	 	43	  
	 54.
	 	 Claim Validity Period
	  	 	44	  
	 55.
	 	 Eligibility & Compliance
	  	 	44	  
	 56.
	 	 Vapour Pressure
	  	 	47	  
	 57.
	 	 Cargo Transfer Inspection and System Calibration
	  	 	47	  
	 58.
	 	 Vessel Performance Data
	  	 	48	  
	 59.
	 	 Third Party Vetting Information
	  	 	48	  
	 60.
	 	 Taxes
	  	 	48	  
	 61.
	 	 U.S. Compliance
	  	 	48	  
	 62.
	 	 Owners’ Defaults
	  	 	48	  
	 63.
	 	 Charterers’ Defaults
	  	 	50	  
	 64.
	 	 Quiet Enjoyment
	  	 	51	  
	 65.
	 	 Rights of Third Parties
	  	 	51	  
	 66.
	 	 Health, Safety, Security & Environmental Reporting and Requirements
	  	 	51	  
	 67.
	 	 Brokers Commission
	  	 	52	  
	 APPENDIX A – List Of Primary Terminals
	  	 	53	  
	 APPENDIX B – Safety and Environmental Monthly Reporting Template
	  	 	54	  
	 APPENDIX C – Detailed Performance Criteria
	  	 	61	  
	 APPENDIX D – Gas Form C
	  	 	70	  
	 APPENDIX E – Crew Experience Matrix
	  	 	83	  


  
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 Private and Confidential 

 
 IT IS THIS DAY AGREED between Seacrown Maritime Ltd, a company incorporated
under the laws of Marshall Islands and having its registered office at Ajeltake Road, Ajeltake Island, Maujuro, Marshall Islands, 96960 (hereinafter referred to as “Owners”), being owners of the good steam Liquefied Natural Gas Carrier
called CLEAN FORCE (hereinafter referred to as “the Vessel”) described as per Clause 1 hereof and Methane Services Limited, a company incorporated under the laws of England and Wales and having its registered office at 100 Thames
Valley Park Drive, Reading, Berkshire RG6 1PT, United Kingdom (hereinafter referred to as “Charterers”): 
  

	1.	Description and Condition of Vessel 

 At
the date of delivery of the Vessel under this charter and throughout the charter period: 
  

	(a)	she shall be classed by a classification society, which is a member of the International Association of Classification Societies; 


 

	(b)	if she is fifteen years old or over she shall obtain and maintain a LNG Condition Assessment Programme (“CAP”) of not less than two (2);


  

	(c)	she shall be in every way fit to load, carry, discharge and measure Liquefied Natural Gas (“LNG”); 


 

	(d)	she shall be tight, staunch, strong, in good order and condition, and in every way fit for the service, with her machinery, boilers, hull and other equipment (including
but not limited to hull stress calculator, radar, computers and computer systems) in a good and efficient state; 

  

	(e)	her tanks, valves and pipelines shall be liquid and gas tight; she shall have a working inert gas system and nitrogen generator with officers and crew experienced in
the operation of both; 

  

	(f)	she shall be in every way fitted for burning fuels, in accordance with the grades specified in Clause 6 hereof: 


 

	 	(i)	at sea, heavy fuel oil in any proportion with LNG Boil-Off for main propulsion and heavy fuel oil, marine diesel oil and marine gas oil for auxiliaries;


  

	 	(ii)	in port, heavy fuel oil or 100% LNG boil off (whilst being alongside excluding manoeuvring) in her boilers and marine gas oil for auxiliaries; 


 

	(g)	she shall have all her instrumentation calibrated and certified in accordance with the requirements of the Vessel’s classification society;



  
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	(h)	she shall have her cargo measuring equipment calibrated by a recognised calibration company as referenced in Clause 56 hereof and certified in accordance with the
requirements of the Vessel’s classification society; 

  

	(i)	she shall have her inter-barrier and insulation spaces prepared as per international regulations and her containment system design conditions; 


 

	(j)	she shall comply with the regulations in force so as to enable her, if her size permits, to pass through the Suez Canal and Panama Canal by day and night without delay;


  

	(k)	she shall have on board all certificates, documents and equipment required from time to time by any applicable law to enable her to perform the charter service without
delay. For the avoidance of doubt this will include, but will not be limited to, the Vessel’s Certificate of Financial Responsibility; 

  

	(l)	she shall comply with the description in the LNG Form C appended hereto as Appendix D, provided however that if there is any conflict between the provisions of this
Form C and any other provision, including this Clause 1, of this charter such other provisions shall govern; 

  

	(m)	her ownership structure, flag, registry, classification society and management company shall not be changed without Charterers consent, not to be unreasonably withheld
or delayed; 

  

	(n)	Owners shall work with Charterers in good faith to employ and retain ShipNet (Charterers’ Voyage Management System) on board Vessel and at Owners’ premises
subject to software compatibility with Owners Computer Systems. All costs for new software update installations, provision of licences, provision of technical support, payment of subscription fees and other necessary items and/or expenditures in
respect of the maintenance of ShipNet and training shall be for Charterers’ account. 

  

	(o)	Owners shall operate: 

  

	 	(i)	a Safety Management System (“SMS”) that shall comply as a minimum with the following regulations and/or industry standards, plus any additions, modifications
or subsequent versions thereof: International Safety Management Code (“ISM Code”) for the Safe Operation of Ships and for Pollution Prevention, International Ship and Port Security Code (“ISPS”), International Convention for the
Prevention Of Pollution from Ships (“MARPOL”), International Convention for Safety of Life at Sea, 1974 (“SOLAS”), International Convention on Standards of Training, Certification and Watchkeeping for Seafarers, 1995
(“STCW”), best practice recommendations from the Tanker Management Self Assessment (“TMSA”), the International Safety Guide for Oil Tankers and Terminals (“ISGOTT”), Society of International Gas Tanker and Terminal
Operators (“SIGTTO”) and the Code Of Safe Working Practices (“COSWOP”); 


  
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	 	(ii)	a documented safe working procedures system within the SMS to address the Health Safety Security and Environment (“HSSE”) risks specific to the scope of work
set out in this charter party and the management of controls to eliminate, reduce or mitigate these risks as low as reasonably practicable. Owners operations shall be certified, as a minimum to ISO:9001:2000; 


 

	 	(iii)	a documented environmental management system to protect environmental resources by applying best available techniques to ISO 14001 Standards, to minimise or, where
possible, eliminate any direct or indirect impact from operations. 

  

	 	(iv)	a documented accident/incident reporting system compliant with flag state requirements. 


 

	(p)	Owners shall arrange at their expense for a Ship Inspection Report (SIRE) inspection to be carried out at intervals of six months plus or minus thirty days. Upon
delivery, Vessel shall have a valid operational SIRE report, or Owner shall be responsible for obtaining one prior to the first loading under this charter. 


 

	2.	Shipboard Personnel and their Duties 

  

	(a)	At the date of delivery of the Vessel under this charter and throughout the charter period: 


 

	 	(i)	she shall have a full and efficient complement of master, officers and crew for a Vessel of her tonnage, who shall in any event be not less than the number required by
the laws of the flag state and who shall be trained to operate the Vessel and her equipment competently and safely; 

  

	 	(ii)	all shipboard personnel shall hold valid certificates of competence in accordance with the requirements of the law of the flag state; 


 

	 	(iii)	all shipboard personnel shall be trained in accordance with the relevant provisions of STCW or any additions, modifications or subsequent versions thereof. Shipboard
personnel shall be trained to the SIGTTO “LNG Shipping Suggested Competency Standards 2005” or subsequent versions thereof and, preferably, certified to the SIGTTO “LNG Shipping Suggested Competency Standards 2005” or subsequent
versions thereof; 

  

	 	(iv)	there shall be on board sufficient personnel with a good working knowledge of the English language to enable cargo operations at loading and discharging places to be
carried out efficiently and safely and to enable communications between the Vessel and those loading the Vessel or accepting discharge there from to be carried out quickly and efficiently; 


  
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	 	(v)	the terms of employment of the Vessel’s staff and crew shall always remain acceptable to the International Transport Worker’s Federation and the Vessel will
at all times be entered in the PanHellenic Seafarers Union and carry onboard a Blue Card or equivalent allowing the Vessel to call at all LNG Terminals listed in Appendix A where such Blue card or equivalent may be required;


  

	 	(vi)	the nationality of the Vessel’s officers given in the LNG Form C referred to in Clause 1(k) shall not change without Charterers’ prior agreement which shall
not be unreasonably withheld. 

  

	 	(vii)	Vessel shall always operate with safe manning levels. The Vessel shall maintain a STCW record of deviation hours for all officers aboard the Vessel and provide this
record to the Charterers upon request. If Charterers express concern with the STCW deviation hours, Charterers and Owners shall discuss and agree to a mitigation plan that shall ensure the Vessel can comply with the requisite STCW rest hours.


  

	 	(viii)	Charterers shall have the right to review the qualifications of the Master, Chief Officer, Chief Engineer, Second Engineer and the Gas Engineer. Charterers shall also
have the right to interview these officers, at Charterers’ cost. 

  

	 	(ix)	Crew Experience levels shall fall within the requirements shown in Appendix E. 


 

	(b)	Owners guarantee that throughout the charter service the master shall with the Vessel’s officers and crew, unless otherwise ordered by Charterers:


  

	 	(i)	prosecute all voyages with the utmost despatch; 

  

	 	(ii)	render all customary assistance; and 

  

	 	(iii)	load and discharge cargo as rapidly as possible when required by Charterers or their agents to do so, by night or by day, but always in accordance with the laws of the
place of loading or discharging (as the case may be) and in each case in accordance with any applicable laws of the flag state. 

  

	(c)	Owners shall at all times have responsibility for the proper stowage of the cargo and shall keep a strict account of all cargo loaded, Boil-Off, and cargo discharged.



  
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	3.	Duty to Maintain 

  

	(a)	Throughout the charter service Owners shall, whenever the passage of time, wear and tear or any event (whether or not coming within Clause 29 hereof) requires steps to
be taken to maintain or restore the conditions stipulated in Clauses 1 and 2(a), exercise due diligence so to maintain or restore the Vessel. 

  

	(b)	If at any time whilst the Vessel is on hire under this charter the Vessel fails to comply with the requirements of Clauses 1, 2(a) or 12 then hire shall be reduced to
the extent necessary to indemnify Charterers for such failure. If and to the extent that such failure affects the time taken by the Vessel to perform any services under this charter, hire shall be reduced by an amount equal to the value, calculated
at the rate of hire, of the time so lost. 

 Any reduction of hire under this sub-Clause (b) shall be without
prejudice to any other remedy available to Charterers, but where such reduction of hire is in respect of time lost; such time shall be excluded from any calculation under Clause 28 and Appendix C. 

 

	(c)	If Owners are in breach of their obligations under Clause 3(a), Charterers may so notify Owners in writing and if, after the expiry of 30 days following the receipt by
Owners of any such notice, Owners have failed to demonstrate to Charterers reasonable satisfaction the exercise of due diligence as required in Clause 3(a), the Vessel shall be off-hire, and no further hire payments shall be due, until Owners have
so demonstrated that they are exercising such due diligence. 

  

	(d)	Owners shall advise Charterers immediately, in writing, should the Vessel fail an inspection by, but not limited to, a governmental and/or port state authority, and/or
terminal and/or major charterer of similar tonnage. Owners shall simultaneously advise Charterers of their proposed course of action to remedy the defects, which have caused the failure of such inspection. 


 

	(e)	If, in Charterers reasonably held view: 

  

	 	(i)	failure of an inspection, or, 

  

	 	(ii)	any finding of an inspection, 


referred to in Clause 3 (d), prevents normal commercial operations then Charterers shall have the option to place the Vessel off-hire from
the date and time that the Vessel fails such inspection, or becomes commercially inoperable, and the vessel shall remain off-hire until the date and time that the Vessel passes a re-inspection by the same organisation, or becomes commercially
operable, which shall be in a geographical position no less favourable to Charterers than at which she went off-hire. 

  
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	(f)	Furthermore, at any time while the Vessel is off-hire under this Clause 3 (with the exception of Clause 3(e)(ii)), Charterers have the option to terminate this charter
by giving notice in writing with effect from the date on which such notice of termination is received by Owners or from any later date stated in such notice. This sub-Clause (f) is without prejudice to any rights of Charterers or obligations of
Owners under this charter or otherwise (including without limitation Charterers’ rights under Clause 23 and 63 hereof). 

  

	4.	Trading Limits and Safe Places 

  

	 	(a)	The Vessel shall be chartered for the purpose of carrying LNG, in any part of the world, as Charterers shall direct, subject to the limits of the current British
Institute Warranties and any subsequent amendments thereof. Notwithstanding the foregoing, but subject to the provisions of the charter concerning areas of war risk, Charterers may order the Vessel beyond such limits provided that Owners consent
thereto and that Charterers pay for any additional insurance premium required by the Vessel’s underwriters as a consequence of such order. 

  

	 	(b)	Charterers shall use due diligence to ensure that the Vessel is only employed between and at safe places (which expression when used in this charter shall include
ports, berths, wharves, docks, anchorages, submarine lines, alongside vessels or lighters, bunker barges and other locations including locations at sea) where she can safely lie always afloat. Notwithstanding anything contained in this or any other
clause of this charter, Charterers do not warrant the safety of any place to which they order the Vessel and shall be under no liability in respect thereof except for loss or damage caused by their failure to exercise due diligence as aforesaid.
Subject as above, the Vessel shall be loaded and discharged at any places as Charterers may direct. 

  

	 	(c)	Owners warrant that the Vessel is compatible with the Primary Terminals listed in Appendix A for berthing, unberthing, loading and discharging LNG cargo without
modification to the Vessel. In the event that such modification to the Vessel becomes necessary as a result of changes in international regulations or standards and/or are required by the Vessel’s classification society or flag state and in the
case Charterers need compatibility with such specific LNG Terminal, the cost of such modification shall be for Owners’ account, and the Vessel shall be off-hire for the time required to effect such modifications unless this can be achieved
without affecting the performance of the Vessel under this charter. [For the avoidance of doubt such above stated compatibility shall not mean light terminal specific equipment requirements such as additional, and/or long mooring tails, etc. Such
additional equipment shall be for Charterers account]. 

 Owners shall provide Optimoor static mooring analysis
free of charge to Charterers. In the case an Optimoor dynamic mooring analysis is required as part of a compatibility study such shall be for Charterers account. 

  
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	 	(d)	If Charterers direct the Vessel to any LNG loading or receiving facilities other than the Primary Terminals listed in Appendix A, Charterers shall give notice to Owners
sufficiently in advance thereof so as to enable Owners to comply with environmental, fire prevention, health, safety and other similar regulations applicable at such other place including any alteration in ship design. The reasonable cost and the
necessary time taken to comply with such regulations, necessary, solely, to allow the Vessel to load or discharge at such other place, shall be discussed between the parties. 


 

	5.	Bunkers and LNG Heel at Delivery and Redelivery 

  

	 	(a)	Upon delivery, Charterers shall purchase all liquid fuels on board at the Fuel Price (except LNG priced at USD ***** mmBtu). Original supplier invoices, or copy
thereof, must be provided by Owner to Charterer. 

  

	 	(b)	Upon Redelivery, Owners shall purchase all liquid fuels on board at the Fuel Price. Original supplier invoices, or copy thereof, must be provided by Charterer to Owner.
The Master shall provide an On-Hire and Off-Hire Certificate containing the ROB numbers for all liquid fuels upon both Delivery and Redelivery of the Vessel. Owner or Charterer may choose to use an independent surveyor to verify ROB quantities at
their own cost. In any dispute, the surveyor numbers shall prevail. 

  

	 	(c)	The vessel shall be delivered under natural gas vapours or with LNG heel (up to about 3000 m3) CHOPT. Charterers to declare their intention by no later than 1800 hours
Houston time 15-September-2010. For the sake of good order the price for LNG Heel is US$8.00 per mmBtu which is the price Owners have agreed with the Vessels current charterer. 


 

	 	(d)	The vessel shall be redelivered under natural gas vapours unless Owners exercise the LNG Heel option. Owners shall have the option to retain up to 3500 m3 of LNG
Heel at last discharge. Such option to be exercised upon loading of last cargo and to be priced at the ex ship LNG Price in USD per mmBtu. In the case Owners do not wish to retain any LNG Heel, the Vessel shall be instructed to heel out. Any LNG
Heel retained onboard after completion of discharge as a result of unpumpable quantities or the Terminal’s instructions to complete discharge shall be kept by Owners free of costs. In the event the last discharge port rules forbid Charterers to
heel out, any LNG Heel remaining onboard the Vessel will be purchased by the Owner at one half (1/2) the Fuel Oil Equivalency price or one half (1/2) the Charterers ex-ship LNG price, whichever is lower. Such LNG Heel shall not to exceed
1000 m3. 

  

	 	(e)	 The Vessel shall be delivered to Charterers with about 2200 MT of bunkers heavy fuel oil onboard. Throughout the charter (and upon delivery and
redelivery) the Vessel shall operate with at least a quantity of bunkers or Fuel Oil Equivalent, as defined in Clause 54, and a quantity of diesel oil and nitrogen (if nitrogen is applicable) on board sufficient to prosecute safely each voyage or
reach the 



  
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nearest safe bunker port. The above amount shall be in addition to a safety reserve of fuel oil, which would enable the Vessel to steam at the Service speed defined in this charter party for a
total of five days. 


  

	 	(f)	Notwithstanding anything contained in this charter all bunkers and LNG Heel on board the Vessel shall, throughout the duration of this charter, remain the property of
Charterers or their nominee and can only be purchased on the terms specified in the charter at the end of the charter period or, if earlier, at the termination of the charter. 


 

	 	(g)	The Master shall provide on On-Hire and Off-Hire Certificate containing the ROB numbers for LNG, HFO, gas oil and diesel upon both Delivery and Redelivery of the
Vessel. 

  

	 	(h)	Owners or Charterers may choose to use an independent surveyor to verify ROB quantities and qualities at their own cost, however, in any dispute, the surveyor numbers
shall prevail. 

 (i) As soon as practically possible after receiving notice of Redelivery from Charterers, Owner
shall notify Charterer with Owner’s required bunker quantity to be onboard at Redelivery which shall be agreed by Charterer, such agreement shall not be unreasonably withheld. 

 

	6.	Grade of Bunkers 

  

	 	(a)	The bunker fuel oil grade shall have a maximum viscosity of 380 Centistoke at 50 degrees Centigrade for propulsion (RMH 380, ISO 8217:2005 and marine gas oil.
Both Owners and Charterers can request the other party to provide bunker survey data to verify the quality of the bunkers on board. This request can be made at any time during the Charter Period or the Claim Validity Period. For the sake of
good order, HFO sulphur content always to be in compliance of all applicable rules and regulations of the Vessels trading limits and vessels EP notation. If Owners require the Vessel to be supplied with more expensive bunkers they shall be liable
for the extra cost thereof. 


  
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	 	(b)	Should Charterers trade the Vessel into a Sulphur Emissions Control Area (“ECA”) as defined in Annex VI of MARPOL, then the Charterers shall supply low
sulphur fuel oil of a quality which will satisfy the ECA requirements, sufficient for the Vessel’s need while in the restricted area, and the Owners shall provide segregated storage for this fuel oil. If for any reason the segregated storage
becomes unavailable or not able to be used, then Owners shall reimburse Charterers for the additional cost of purchasing low sulphur FO which is consumed outside of a ECA. 


 

	 	(c)	From 1 January 2015 Owners shall not rely on 100% gas burning for compliance with ECA regulations whilst maneuvering in restricted waters.


  

	 	(d)	Owners and Charterers can request the other party to provide bunker survey data to verify the quality of the bunkers on board. This request can be made at any time
during the charter period or the Claim Validity Period at the cost of the requestor. 

  

	7.	Period, Delivery, Redelivery, Laydays and Cancelling 

  

	 	(a)	Owners agree to let and Charterers agree to hire the Vessel commencing from the time and date of delivery as provided in Clause 7(b) until time and date of redelivery
as provided in Clause 7(d). 

  

	 	(b)	The Vessel shall not be delivered to Charterers before 0001 hrs local time 04-October-2010 but must be delivered to Charterers no later than 2359 hrs local time
06-October-2010. Charterers shall have the option of cancelling this charter if the Vessel is not ready and at their disposal during this period. 

  

	 	(c)	Owners shall deliver the Vessel to Charterers in Port Limits or off port limits in Owners’ option, Taiwan. Owners shall provide 15, 7, 5, 4, 3, 2, 1 days notice of
delivery. 

  

	 	(d)	The Vessel shall be chartered for a period of ninety (90) days commencing on delivery of the Vessel and in accordance with the delivery provisions described above.
This period to be known as the “Initial Period”. 

  

	 	(e)	Owners shall grant Charterers the sole right to extend this charter to 0001 hrs 05 October 2013 plus up to ninety (90) days or minus up to thirty
(30) Charterers’ option. Such period shall be known as the “First Option Period”. The First Option Period shall follow in direct continuation of the Initial Period. Charterers shall declare such First Option Period no later than
14 October 2010. The ‘plus / minus’ options must be declared no later then one hundred and eighty (180) days before the notional expiration of the term and will apply only to the last term in question. 


  
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	 	(f)	Owners shall grant Charterers the sole right to extend this charter by an additional three (3) years plus up to ninety (90) days or minus up to thirty
(30) at Charterers’ option. Such period shall be known as the “Second Option Period”. In the case the Second Option Period is exercised the First Option Period shall end on 00:01 hrs 05 October 2013 and the Second Option
Period shall follow in direct continuation. Charterers shall declare such Option Period no later than nine (9) months before the termination of this charter. The ‘plus / minus’ options must be declared no later then one hundred and
eighty (180) days before the notional expiration of the term and will apply only to the last term in question. 

  

	 	(g)	Owners shall grant Charterers the sole right to extend this charter by an additional three (3) years plus up to ninety (90) days or minus up to thirty
(30) Charterers’ option. Such period shall be known as the “Third Option Period”. In the case the Third Option Period is exercised the Second Option Period shall end on 00:01 hrs 05 October 2016 and the Third Option Period
shall follow in direct continuation. Charterers shall declare such Option Period no later than nine (9) months before the termination of this charter. The ‘plus / minus’ options must be declared no later then one hundred and eighty
(180) days before the notional expiration of the term and will apply only to the last term in question. 

  

	 	(h)	Charterers shall redeliver the Vessel to Owners at Dropping Last Outbound Pilot last discharge port, worldwide, except South America and West Coast Mexico. Charterers
shall provide 30, 25, 15, 7, 5, 4, 3, 2, 1 days notice of redelivery. 

  

	 	(i)	Any time during which the Vessel is off-hire under this charter may be added to the charter period in Charterers’ option up to the total amount of time spent
off-hire. In such cases the rate of hire will be that prevailing at the time the Vessel would, but for the provisions of this Clause, have been redelivered. Charterers shall exercise this option no later than ninety (90) days before the
earliest date on which the charter would otherwise terminate. Any periods of off-hire occurring after the time and date on which Charterers have declared their option may be added to the charter period as long as Charterers have declared that they
will be so added within five (5) days of the end of the relevant period of off-hire. 

  

	8.	Owners to Provide 

 Owners undertake to
provide and to pay for all provisions, wages (including but not limited to all overtime payments), and shipping and discharging fees and all other expenses of the master, officers and crew; also, except as provided in Clauses 4 and 35 hereof, for
all insurance on the Vessel (except additional insurances such as additional war risk insurance and additional insurance required for vessel entering a terminal that has a Conditions of Use agreement or similar not acceptable to Owners P&I Club)
, for all deck, cabin and engine-room stores lubricating oil, and for water; for all dry-docking, overhaul, maintenance and repairs to the Vessel; and for all fumigation expenses and de-rat certificates. Owners obligations under this Clause 8 extend
to all liabilities for customs or import duties arising at any time during the performance of this charter in 

  
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relation to the personal effects of the master, officers and crew, and in relation to the stores, provisions and other matters aforesaid which Owners are to provide and pay for and Owners shall
refund to Charterers any sums Charterers or their agents may have paid or been compelled to pay in respect of any such liability. Any amounts allowable in general average for wages and provisions and stores shall be credited to Charterers insofar as
such amounts are in respect of a period when the Vessel is on-hire. 
  

	9.	Charterers to Provide 

  

	(a)	Charterers shall provide and pay for all fuel (which includes fuel consumed for the production of nitrogen and all Boil-Off gas, which in accordance with Charterers
instructions is to be used as fuel) which must be supplied from a bunker supplier who applies the standards required by a first class operator, towage and pilotage and shall pay agency fees, port charges, commissions, expenses of loading and
unloading cargoes, canal dues and all charges other than those payable by Owners in accordance with Clause 8 hereof, provided that all charges for the said items shall be for Owners’ account when such items are consumed, employed or incurred
for Owners’ purposes or while the Vessel is off-hire (unless such items reasonably relate to any service given or distance made good and taken into account under Clause 23); and provided further that any fuel used in connection with a general
average sacrifice or expenditure shall be paid for by Owners. 

  

	(b)	In respect of bunkers consumed for Owners purposes these will be charged on each occasion by Charterers at the Fuel Price. 


 

	(c)	If the trading limits of this charter include ports in the United States of America and/or its protectorates then Charterers shall reimburse Owners for port specific
charges relating to additional premiums charged by providers of oil pollution cover, when incurred by the Vessel calling at ports in the United States of America and/or its protectorates in accordance with Charterers orders.


  

	10.	Rate of Hire / Ballast Bonus Payment 


Subject as herein provided, for the Initial Period and the First Option Period Charterers shall pay for the use and hire of the Vessel at the rate of
United States Dollars ***** (USD $*****) per day, and pro rata for any part of a day, from the time and date of her delivery (local time) to Charterers until the time and date of redelivery (local time) to Owners or until the commencement of the
Second Option Period if such is exercised. 
 Notwithstanding anything stated herein, in the event Charterers exercise the Second Option Period,
after 00:01 hrs 05 October 2013, Charterers shall pay for the use and hire of the Vessel at the rate of United States Dollars ***** (USD $*****) per day and pro rata for any part of a day from 00:01 hrs 05 October 2013 (local time) until
the date and time of redelivery (local time) to Owners or until the commencement of the Third Option Period if such is exercised , and a rate of United States Dollars ***** (USD $*****) per 

  
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day, and pro rata for any part of a day for the Third Option Period commencing from 00:01 hrs 05 October 2016 (local time) until the date and time of redelivery (local time) to Owners.

 Charterers shall pay Owners a Ballast Bonus equal to ***** to position the vessel from the last discharge port to Trinidad, Malta, Fujairah
or Singapore at Charterers’ option. 
 In calculating the relevant time from last discharge port to either Trinidad, Malta, Fujairah or
Singapore, Service Speed, as per Gas Form C, will be utilized. 
 In calculating the relevant fuel cost from last discharge port to either
Trinidad, Malta, Fujairah or Singapore, most economical speed, as per Gas Form C, will be utilized. 
 For the purpose of calculating the
notional ballast leg, the distance between the last discharging port to either Trinidad, Malta, Fujairah or Singapore shall be based on Dataloy (www.dataloy.com). 
 Ballast Bonus shall be paid upon redelivery. 
  

	11.	Payment of Hire 

 Subject to Clause 3 (c) and 3 (e), payment of hire shall be made in immediately available funds 
 to: 
 ***** 
 REF: ***** 
 in United States Dollars per calendar month in advance, less: 

 

	(a)	any hire paid which Charterers reasonably estimate to relate to off-hire periods, and; 


 

	(b)	any amounts disbursed on Owners behalf, any advances and commission thereon, and charges which are for Owners account pursuant to any provision hereof, and;


  

	(c)	any amounts due or reasonably estimated to become due to Charterers under Clause 3 (b), 16 or 28 and Appendix C hereof, 


any such adjustments to be made at the due date for the next monthly payment after the facts have been ascertained. Charterers shall not be responsible
for any delay or error by Owners bank in crediting Owners account provided that Charterers have made proper and timely payment. 

  
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 In default of such proper and timely payment: 

 

	 	(i)	Owners shall notify Charterers of such default and Charterers shall within ***** days of receipt of such notice pay to Owners the amount due, including interest,
failing which Owners may withdraw the Vessel from the service of Charterers without prejudice to any other rights Owners may have under this charter or otherwise; and 


 

	 	(ii)	interest on any amount due but not paid on the due date shall accrue from the day after that date up to and including the day when payment is made, at a rate per annum
which shall be ***** above the U.S. Prime Interest Rate as published by the Chase Manhattan Bank in New York at 12.00 New York time on the due date, or, if no such interest rate is published on that day, the interest rate published on the next
preceding day on which such a rate was so published, computed on the basis of a 360 day year of twelve 30-day months, compounded semi-annually. 

  

	12.	Space Available to Charterers 

 The whole
reach, burthen and decks on the Vessel and any passenger accommodation (including Owners’ suite) shall be at Charterers disposal, reserving only proper and sufficient space for the Vessel’s master, officers, crew, tackle, apparel,
furniture, provisions and stores, provided that the weight of stores on board shall not, unless specially agreed, exceed 150 tonnes at any time during the charter period. 

 

	13.	Instructions and Logs 

 Charterers shall
from time to time give the master all requisite instructions and sailing directions, and the master shall keep a full and correct log of the voyage or voyages, which Charterers or their agents may inspect as required. The master shall when required
furnish Charterers or their agents with a true copy of such log and with properly completed loading and discharging port sheets and voyage reports for each voyage and other returns as Charterers may require. Charterers shall be entitled to take
copies at Owners expense of any such documents, which are not provided by the master. 
 A controlled copy of Charterers’ instructions will
be placed on board the Vessel. The instructions in this document shall be followed by the crew. If the Vessel or crew cannot comply with such instructions, immediate notification is required in accordance with Clause 49. In the event of any
conflict between the instructions and this Charterparty, the Charterparty shall prevail. 
 Owners shall be responsible for any time, cost,
delay or loss associated with Vessel’s failure to comply with Charterers’ voyage instructions, including loading any cargo quantity in excess or short of voyage orders. If a discrepancy arises at a loading terminal, the Master shall notify
Charterers immediately to clarify the situation. Owners shall be responsible for any deadfreight or additional expenses arising from Owners’ failure to comply with this Clause. 

  
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	14.	Bills of Lading 

  

	(a)	The master (although appointed by Owners) shall be under the orders and direction of Charterers as regards employment of the Vessel, agency and other arrangements, and
shall sign Bills of Lading as Charterers or their agents may direct (subject always to Clauses 38 (a) and 43) without prejudice to this charter. Charterers hereby indemnify Owners against all consequences or liabilities that may arise:


  

	 	(i)	from signing Bills of Lading in accordance with the directions of Charterers or their agents, to the extent that the terms of such Bills of Lading supplied by
Charterer’s terminals fail to conform to the requirements of this charter, provided, however, that no further indemnity beyond that expressed in this Clause 14 or elsewhere in this Charter shall be implied against Charterers;


  

	 	(ii)	from any irregularities in papers supplied by Charterers or their agents. 

  


	(b)	If Charterers by telex, facsimile or other form of written communication that specifically refers to this Clause request Owners to discharge a quantity of cargo either
without Bills of Lading and/or at a discharge place other than that named in a Bill of Lading and/or that is different from the Bill of Lading quantity, then Owners shall discharge such cargo in accordance with Charterers’ instructions in
consideration of receiving the following indemnity, which shall be deemed to be given by Charterers on each and every such occasion and which is limited in value to 200% of the CIF value of the cargo carried on board: 


 

	 	(i)	Charterers shall indemnify Owners and Owners servants and agents in respect of any liability loss or damage of whatsoever nature (including legal costs as between
attorney or solicitor and client and associated expenses) which Owners may sustain by reason of delivering such cargo in accordance with Charterers’ request. 


 

	 	(ii)	If any proceeding is commenced against Owners or any of Owners’ servants or agents in connection with the Vessel having delivered cargo in accordance with such
request, Charterers shall provide Owners or any of Owners’ servants or agents from time to time on demand with sufficient funds to defend the said proceedings. 


 

	 	(iii)	 If the Vessel or any other vessel or property belonging to Owners should be arrested or detained, or if the arrest or detention thereof should be
threatened, by reason of discharge in accordance with Charterers’ 



  
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instruction as aforesaid, Charterers shall provide on demand such bail or other security as may be required to prevent such arrest or detention or to secure the release of such Vessel or property
and Charterers shall indemnify Owners in respect of any loss, damage or expenses caused by such arrest or detention whether or not same may be justified. 



 

	 	(iv)	Charterers shall, if called upon to do so at any time while such cargo is in Charterers’ possession, custody or control, redeliver the same to Owners.


  

	 	(v)	As soon as all original Bills of Lading for the above cargo which name as discharge port the place where delivery actually occurred shall have arrived and/or come into
Charterers’ possession, Charterers shall produce and deliver the same to Owners whereupon Charterers liability hereunder shall cease. 

 Provided however, if Charterers have not received all such original Bills of Lading by 24.00 hours on the day 36 calendar months after the date of discharge, that this indemnity shall terminate at that
time unless before that time Charterers have received from Owners written notice that: 
 aaa) Some person is making a claim in
connection with Owners delivering cargo pursuant to Charterers’ request or, 
 bbb) Legal proceedings have been commenced
against Owners and/or carriers and/or Charterers and/or any of their respective servants or agents and/or the Vessel for the same reason. 
 When Charterers have received such a notice, then this indemnity shall continue in force until such claim or legal proceedings are settled. Termination of this indemnity shall not prejudice any legal
rights a party may have outside this indemnity. 
  

	 	(vi)	Owners shall promptly notify Charterers if any person (other than a person to whom Charterers ordered cargo to be delivered) claims to be entitled to such cargo and/or
if the Vessel or any other property belonging to Owners is arrested by reason of any such discharge of cargo. 

  

	 	(vii)	This indemnity shall be governed and construed in accordance with English law and each and any dispute arising out of or in connection with this indemnity shall be
subject to the jurisdiction of the High Court of Justice of England. 

  

	(c)	Owners warrant that the Master will comply with orders to carry and discharge against one or more Bills of Lading from a set of original negotiable Bills of Lading
should Charterers so require. 


  
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	15.	Conduct of Vessel’s Personnel 

 If
Charterers complain of the conduct of the master or any of the officers or crew, Owners shall immediately investigate the complaint. If the complaint proves to be well founded, Owners shall, without delay, make a change in the appointments and
Owners shall in any event communicate the result of their investigations to Charterers as soon as possible. 
  

	16.	LNG Retention/Supply for Operational Purposes 

  

	a)	Unless Charterers stipulate otherwise, Owners shall retain on board the Vessel following completion of discharge sufficient LNG Heel (which will be agreed with
Charterers) to enable the Vessel to arrive at the next load port in a cold and ready to load condition and to remain in that condition for not less than twenty-four (24) hours. 


 

	b)	Charterers shall provide and pay for LNG required for cooling the Vessel’s cargo tanks and other handling systems to the temperatures necessary to commence loading
only in the following circumstances: 

  

	 	(i)	in the event that the quantity of LNG Heel retained on board pursuant to Clause 16 (a) is not sufficient to enable the Vessel to arrive at the next loading port in
a cold and ready to load condition unless such insufficiency is the result of an act or omission on the part of Owners or fault of the Vessel; 

  

	 	(ii)	when LNG is required by reason of: 

 (aa) strikes, quarantine restrictions, seizure under legal process, restraint of labour, none of which arise in connection with the Vessel or crew; 

(bb) an act of God, act of war, lock outs, riots, civil commotions, restraint of princes, rulers or people; 

 

	 	(iii)	when LNG is required by reason of any Restricted Period as defined in Appendix C Article 2 (e) (i) to (vi), or by reason of Charterers changing the SAT, or by
reason of Charterers ordering the Vessel to steam at any speed other than the Service Speed; 

  

	 	(iv)	upon return of the Vessel to the first load port after any lay-up ordered by Charterers pursuant to Clause 34, after any underwater cleaning ordered under Appendix C
Article 11 (a), or after the Vessel has been withdrawn from service at the request or convenience of Charterers as a result of which the Vessel has been warmed up and/or gas freed; 


 

	 	(v)	where the LNG is required and caused by Charterers’ breach of this Charter. 


  
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	(c)	Owners shall pay for LNG required for cooling the Vessel’s cargo tanks at the LNG Price, in all other circumstances, including, but not limited to:


  

	 	(i)	following periods of off-hire; 

  

	 	(ii)	following requisition under Clause 35; 

  

	 	(iii)	where the LNG is required and caused by Owners’ breach of this Charter. 

 Quantities required for gas up and cool down shall be in accordance to the cool down tables that shall be provided by Owners to Charterers upon request. 

In all cases where Owners are required to pay for LNG required for cooling hereunder, the LNG shall nevertheless be supplied by Charterers
who shall be entitled to deduct the cost from the next payment of hire due to Owners at the LNG Price. 
  

	17.	Pilots and Tugs 

 Owners hereby indemnify
Charterers, their servants and agents against all losses, claims, responsibilities and liabilities arising in any way whatsoever from the employment of pilots or tugboats, who although employed by Charterers shall be deemed to be the servants of and
in the service of Owners and under their instructions (even if such pilots or tugboat personnel are in fact the servants of Charterers their agents or any affiliated company); provided, however, that the foregoing indemnity shall not exceed the
amount to which Owners would have been entitled to limit their liability if they had themselves employed such pilots or tugboats. 
  

	18.	Super-Numeraries 

 Charterers may send up
to two representatives in the Vessel’s available accommodation upon any voyage made under this charter, Owners providing provisions and all requisites as supplied to officers, except alcohol. 

Charterers shall pay at the rate of United States Dollars fifteen ($15.00USD) per day for each representative while on board the Vessel. 

 

	19.	Sub-letting/Assignment/Novation 


Charterers may sub-let the Vessel, but shall always remain responsible to Owners for due fulfilment of this charter. 

  
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 Additionally Owners and Charterers may assign or novate this charter to any
of their affiliates who have comparable creditworthiness and competence, with the benefit of any guarantees if applicable, subject to the approval of the other party, such approval not to be unreasonably withheld. 

For the avoidance of doubt, Owners may not novate or assign the Vessel to a non affiliate. 

 

	20.	Substitution 

 Prior to the charter
period, Owners shall have, subject always to Charterers’ consent, which shall not be unreasonably withheld, the right, prior to the charter period, on reasonable notice, to substitute the LNG vessel CLEAN POWER (“Substitute Vessel”)
provided (a) the Substitute Vessel has no material impact on the Charterers’ loading and/or discharge schedule as notified to Owners; (b) the Substitute Vessel’s capacity, speed and performance is equal to, or exceeds, the
Vessel’s warranties herein; and (c) that any substitution will be scheduled without any loss of time to Charterers (collectively the “Substitution Requirements”). 
 During the charter period, Owners shall also have the right to substitute into the Charter the Substitute Vessel, subject to the Substitution Requirements being met and the Vessel being out of service
and/or unavailable 
  

	21.	Final Voyage 

 If when a payment of hire
is due hereunder Charterers reasonably expect to redeliver the Vessel before the next payment of hire would fall due, the hire to be paid shall be assessed on Charterers reasonable estimate of the time necessary to complete Charterers’
programme up to redelivery, and from which estimate Charterers may deduct amounts due or reasonably expected to become due for: 
  

	(a)	disbursements on Owners behalf or charges for Owners account pursuant to any provision hereof, and 


 

	(b)	bunkers and LNG Heel on board at redelivery pursuant to Clause 5. 

 Promptly, and in any event not later than 30 days after redelivery any overpayment shall be refunded by Owners or any underpayment made good by Charterers. 

Notwithstanding the provisions of Clause 7, if at the time this charter would otherwise terminate in accordance with Clause 4 the Vessel is on a ballast
voyage to a port of redelivery or is upon a laden voyage, Charterers shall continue to have the use of the Vessel at the same rate and conditions as stand herein for as long as necessary to complete such ballast voyage, or to complete such laden
voyage and return to a port of redelivery as provided by this charter, as the case may be. However, if Charterer instructs 

  
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the Vessel to prosecute a voyage or deviate to an alternative port which can be reasonably foreseen to extend the voyage beyond the Charter Period, Owner may elect to reject such instruction.

  

	22.	Loss of Vessel 

 Should the Vessel be
lost, this charter shall terminate and hire shall cease at noon on the day of her loss; should the Vessel be a constructive total loss, this charter shall terminate and hire shall cease at noon on the day on which the Vessel’s underwriters
agree that the Vessel is a constructive total loss; should the Vessel be missing, this charter shall terminate and hire shall cease at noon on the day on which she was last heard of. Any hire paid in advance and not earned shall be returned to
Charterers and Owners shall reimburse Charterers for the value of the estimated quantity of bunkers on board at the time of termination, at the price paid by Charterers at the last bunkering port. 

 

	23.	Off-hire 

  

	(a)	On each and every occasion that there is loss of time (whether by way of interruption in the Vessel’s service or, from reduction in the Vessel’s performance,
or in any other manner): 

  

	 	(i)	due to deficiency of personnel or stores; repairs; gas-freeing for repairs; time in and waiting to enter dry-dock for repairs; breakdown (whether partial or total) of
machinery, boilers or other parts of the Vessel or her equipment (including without limitation tank coatings); overhaul, maintenance or survey; collision, stranding, accident or damage to the Vessel; or any other cause whatsoever preventing the
efficient working of the Vessel; and such loss continues for more than three consecutive hours (if resulting from interruption in the Vessel’s service) or cumulates to more than three hours (if resulting from partial loss of service); or


  

	 	(ii)	due to industrial action, refusal to sail, breach of orders or neglect of duty on the part of the master, officers or crew; or 


 

	 	(iii)	for the purpose of obtaining medical advice or treatment for or landing any sick or injured person (other than a Charterers’ representative carried under Clause 18
hereof) or for the purpose of landing the body of any person (other than a Charterers’ representative), and such loss continues for more than three consecutive hours; or 


 

	 	(iv)	due to any delay in quarantine arising from the master, officers or crew having had communication with the shore at any infected area without the written consent or
instructions of Charterers or their agents, or to any detention by customs or other authorities caused by smuggling or other infraction of local law on the part of the master, officers, or crew; or 


  
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	 	(v)	due to detention of the Vessel by authorities at home or abroad attributable to legal action against or breach of regulations by the Vessel, the Vessel’s owners,
or Owners (unless brought about by the act or neglect of Charterers); or 

  

	 	(vi)	due to pre-docking and repair procedure including warming, gas freeing and inerting; or 


 

	 	(vii)	due to scheduled dry-docking and maintenance, maintaining, overhauling, repairing or dry-docking the Vessel and submitting her for survey; waiting for any of the
aforesaid purposes; proceeding to or from, and whilst at, any port or place for any of the aforesaid purposes; or 

  

	 	(viii)	due to post-docking or repair procedure including inerting, gassing and cooling in excess of that undertaken for normal loading; or 


 

	 	(x)	due to any other circumstances where the Vessel is off-hire under this charter; and 


 

	 	(xi)	due to attack and /or seizure by pirates. 

 then without prejudice to Charterers’ rights under Clause 3 or to any other rights of Charterers hereunder, or otherwise, the Vessel shall be off-hire from the commencement of such loss of time until
she is again ready and in an efficient state to resume her service from a position not less favourable to Charterers than that at which such loss of time commenced; provided, however, that any service given or distance made good by the Vessel whilst
off-hire shall be taken into account in assessing the amount to be deducted from hire. 
  

	(b)	If the Vessel fails to proceed at any Guaranteed Speed (as defined in Appendix C Article 2 (a) (iv)) pursuant to Clause 28 and Appendix C, and such failure arises
wholly or partly from any of the causes set out in Clause 23(a) above, then the following provisions shall apply: 

  

	 	(i)	if the Vessel is unable to maintain a speed of at least 85% of the Guaranteed Speed under Clause 28 in wind and sea state not exceeding Beaufort force 5, Charterers
shall have the option to place the Vessel off-hire but any distance made good by the Vessel whilst off-hire shall be taken into account in accordance with Clause 23(a); 


 

	 	(ii)	except where Charterers have placed the Vessel off-hire pursuant to Clause 23(b)(i), failure of the Vessel to proceed at any Guaranteed Speed shall be dealt with under
Clause 28 and Appendix C and the Vessel will not be off-hire under Clause 23. 


  
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	(c)	Further and without prejudice to the foregoing, in the event of the Vessel deviating (which expression includes without limitation putting back, or putting into any
port other than that to which she is bound under the instructions of Charterers) for any cause or purpose mentioned in Clause 23 (a), the Vessel shall be off-hire from the commencement of such deviation until the time when she is again ready and in
an efficient state to resume her service from a position not less favourable to Charterers than that at which the deviation commenced, provided, however, that any service given or distance made good by the Vessel whilst so off-hire shall be taken
into account in assessing the amount to be deducted from hire. If the Vessel, for any cause or purpose mentioned in Clause 23 (a), puts into any port other than the port to which she is bound on the instructions of Charterers, the port charges,
pilotage and other expenses at such port shall be borne by Owners. Should the Vessel be driven into any port or anchorage by stress of weather hire shall continue to be due and payable during any time lost thereby. 


 

	(d)	If the Vessel’s flag state becomes engaged in hostilities, and Charterers in consequence of such hostilities find it commercially impracticable to employ the
Vessel and have given Owners written notice thereof then from the date of receipt by Owners of such notice until the termination of such commercial impracticability the Vessel shall be off-hire and Owners shall have the right to employ the Vessel on
their own account. 

  

	(e)	Time during which the Vessel is off-hire under this charter shall count as part of the charter period except where Charterers declare their option to add off-hire
periods under Clause 4 (b). 

  

	(f)	All references to “time” in this charter party shall be references to local time except where otherwise stated. 


 

	(g)	(i) If as a consequence of any cause or purpose mentioned in this Clause 23 or in Clause 16 (c) except for first load after drydocking and except when Vessel
follows Charterers instructions, the Vessel presents for loading with tank temperatures other than that which would otherwise allow bulk loading to commence within 1/2 (half) an hour after cooling of the loading arms, any time lost as a consequence
thereof, including without limitation any time lost in additional cooling of tanks prior to loading shall count as off-hire and the cost of any LNG supplied for such additional cooling shall be paid for by Owners at the LNG Price.


  

	 	(ii)	If any LNG is lost as Boil-Off during periods of off-hire, excluding during events of attack and / or seizure by pirates, Owners shall reimburse Charterers for the LNG
lost at the LNG Price. 


  
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 Where accurate measurement of LNG lost as Boil-Off during any
such off-hire period is impossible for whatever reason, the LNG lost as Boil-Off shall be assumed to have occurred at a constant rate equal to that obtained by measurement between official gaugings of the cargo in question in accordance with
Appendix C Article 8 (b). Where, due to the off-hire occurring during a ballast passage, all LNG Heel is lost as Boil-Off prior to the Vessel next commencing to load, such Boil-Off shall be deemed to have occurred at a constant rate equal to that
which occurred during the Vessel’s last previous ballast voyage. 
  

	 	(h)	If the Cargo Capacity of the Vessel is reduced for reasons directly attributable to Owner not exercising operational due-diligence, Charterers shall have the option of
putting the Vessel off-hire or using the Vessel, such option to be declared within 5 business days after Charterers has been informed about reduction in Cargo Capacity, in which case hire shall be reduced pro rata to the reduction in the
Vessel’s Cargo Capacity from the commencement of loading at the loading port until the Vessel is again ready to load at the next loading port without such reduction in capacity. 


 

	 	(i)	The Vessel shall additionally be off-hire as provided in this Clause 23 whenever there is loss of time: 


 

	 	i)	as a result of a boycott arising in connection with the business of Owners, the terms or conditions of employment of Owners’ servants, or employment, trades, or
cargoes of the Vessel other than under this Charter; 

  

	 	ii)	due to restraint or interference in the Vessel’s operation by any governmental authority in connection with the ownership, registration, or obligations of Owners
or the Vessel, or stowaways, or in connection with smuggling or other prohibited activities, unless such restraint or interference involves a cargo carried under this Charter, or Charterers themselves, or the shippers or receivers of such a cargo;
or 

  

	 	iii)	due to strikes, labour boycotts or any other discrimination/difficulties against the Vessel because of previous trade and/or the ownership and/or flag and/or officers
and crew and/or officers and crews’ employment conditions; 

 and all losses, damages and expenses directly
incurred thereby (including bunkers consumed) shall be for Owners’ account. 
  

	(j)	 In the event that the Vessel is off-hire for any reason other than in connection with periodical dry-docking pursuant to Clause 25 for any period in
excess of ***** consecutive days or exceeding 90 days in any period of 365 days, Charterers shall have the option to terminate this charter by giving notice in writing with effect from any date stated in such notice provided that the Vessel is free
of cargo (other than LNG Heel) at the time when such notice becomes 



  
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effective. This Clause 23(j) is without prejudice to any other rights or obligations of Owners or Charterers under this charter. For the purposes of this Clause 23(j), in the event of partial
loss of service, the period of off-hire shall be the total period during which the Vessel is not fully efficient rather than the resulting loss of time. 



 

	24.	Ship to Ship Transfers and FPSO/FSRU Cargo Operations 

  

	a)	Subject to the provisions of Clause 24 (b), Owners shall allow a transhipment of the cargo to another ship or floating storage re-gasification unit (FSRU) or loading
from floating production storage and offloading unit (FPSO) to be carried out via fixed hard arm cargo transfer facilities, provided that a suitably documented formalised risk assessment is carried out, identifying potential hazards, probability and
consequences and all risks identified can be mitigated adequately to the complete technical and operational satisfaction of Owners. 

  

	b)	Such cargo operation, if deemed acceptable by Owner, shall be carried out in accordance with the recommendations set out in the latest ICS/OCIMF Ship-to-Ship Transfer
Guide (Liquefied Gases) and SIGTTO’s “Considerations for Planning a Ship-to-Ship Transfer of LNG”, as amended from time to time. Owners shall permit, at Charterers’ expense, personnel nominated by Charterers to attend any pre
operation risk assessment and to attend on board to assist in the transhipment operation although such operation shall always be the responsibility of Owners. All additional equipment and services required for a Ship to Ship Transfer and FPSO/FSRU
Cargo operation shall be supplied and paid by Charterers. Owners shall not bare any additional costs (including additional insurance) as a consequence of a Ship to Ship Transfer and FPSO/FSRU Cargo operation. 


 

	25.	Periodical Dry-docking 

  

	(a)	Owners shall dry-dock the Vessel at least twice in any five year period for the purposes of maintaining the Vessel’s underwater area and anti-fouling coating
system and to effect overhaul, scheduled maintenance, other necessary repairs, and re-certification, so that the Vessel is fit in every way for service under this charter. Provided that Owners can demonstrate that a performing five year under water
anti-fouling coating system has been applied to the hull and obtain classification society approval for intermediate dockings / maintenance periods to be carried out afloat then Charterers will accept the same. A letter from the underwater
anti-fouling coating system manufacturer clearly stating that the coating system applied will last for 5 years under normal operational service shall be provided to the Charterer. 


  
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 No dry-docking shall be undertaken by Owners for the first 8
months of this Charter unless in an emergency or by agreement with Charterers. 
  

	(b)	Owners shall give Charterers at least 6 months’ notice of any intended non-emergency dry-docking, together with the reasons for such dry-docking. Such notice shall
include the name and location of the yard. 

  

	(c)	In the event of dry-docking, the Vessel shall be off-hire from the time she is in a gas free condition and arriving/passing at a) Singapore or b) Gibraltar or c) equal
distance basis a) or b) from last discharge port, whichever is closer to Owners nomination according to Clause 24 b). On completion of dry-docking, the Vessel will be on-hire again when she is in every way ready to resume Charterers’ service at
dropping outward pilot from the dry-dock in a gas free condition. For the purpose of resuming “on-hire” after completion of the dry-docking the Vessel shall not be further away from Gibraltar or Singapore than Gibraltar or Singapore
respectively. If the Vessel has dry-docked further away from Gibraltar or Singapore than Gibraltar or Singapore respectively, then the Vessel shall go on-hire when she is in a position not less favourable to Charterers than such.


  

	(d)	All dry-dock expenses and expenses of preparing the Vessel for dry-dock shall be for Owners’ account. Any natural gas vapour lost in gas freeing for the purpose of
dry-docking shall be for Charterers’ account provided that during the last discharge prior to dry-docking Owners shall use their reasonable endeavours to pump out the maximum amount of cargo. 


 

	(e)	Vessel will be off-hire for the gas-up operation only at the first load port after dry-dock or in-water-dock. All gas/LNG used for the gas up and cool down shall be at
Charterers account. 

  

	(f)	Provided that Charterers have been previously notified and agreed to the period in advance, Charterers agree to provide the Owner with a preventative maintenance window
or windows that shall not exceed ***** during each six month period when the Vessel remains continuously on-hire. The following maintenance procedures shall be permitted during this window: 


 

	 	•	 	 condenser cleaning 


  

	 	•	 	 main boiler and turbine safety system testing, 


  

	 	•	 	 boiler inspections, 


  

	 	•	 	 LSA & FFA maintenance (to include routine servicing of life rafts, testing of lifeboats and fixed fire fighting systems



  

	 	•	 	 propeller polishing 


  

	 	•	 	 hull scrubbing 



  
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	26.	Secondary Barrier Tightness Tests for GTT Containment Systems 

 When required by the International Association of Classification Societies (IACS) rules, and in keeping with the Vessel’s dry dock schedule (not to exceed five (5) years in interval),
Owners agree to carry out a Secondary Barrier Tightness Test (“SBTT”) in accordance with approved Gaztransport & Technigaz (“GTT”) procedures. Owners agree that Charterers shall be permitted to have full access to;
(a) the results of such test, which shall be made available to Charterers immediately after the test of each individual tank has been completed and such results have been received by Owners and (b) a written confirmation by the
classification society, following each individual tank SBTT, if it meets the vessels’ classification requirements.
 Upon Charterers
receipt of (a) and (b), for all tanks, and if (a) does not meet Charterers SBTT acceptance criteria, which Charterers shall provide three (3) months before scheduled dry-docking, Charterers have the obligation to exercise one of the
following options within two (2) business working days: 
 (i) Charterers shall have the right to terminate this Charter with immediate
effect from the time of notifying Owners in writing. The termination of the Charterparty shall be without prejudice to any rights or remedies that may exist or any claims still outstanding under this Charterparty. 

(ii) Charterers shall continue to use the Vessel as per this Charterparty once she returns back on hire from drydock to Charterers. 

(iii) Upon Charterers request, Owners shall, availability permitting, substitute the Vessel for a Substitute Vessel, which Owners shall
deliver at a mutually agreed time and location, provided that the Substitute Vessel (I) is a vessel under Owners’ control, (II) meets Charterers’ vetting and assurance standards (III) the Substitute Vessel’s capacity, speed and
performance is equal to, or exceeds, the Vessel’s warranties. 
 (iv) Charterers may elect at its sole discretion and cost to carry
out further investigation of the secondary barrier containment system. If additional secondary barrier defects are uncovered, then Charterers shall have such defects repaired in accordance with classification society and GTT procedures. All costs
and time associated with Charterers further investigation and repairs are solely for Charterers account. Specifically, all work will be supervised by GTT and carried out by an approved GTT contractor in accordance with the classification
society’s requirements. While such repairs are being performed, Charterers shall have the right to have its technical representative, with relevant experience of SBT testing and repairing GTT MkIII containment systems which shall be
approved by Owners, not to be unreasonably withheld, on site at all times witnessing the work in conjunction with Owners’ representatives. Although all related costs of such work shall be for Charterers’ account, Charterers does not
under any circumstances warrant the quality of these repairs nor assume any liability for the repairs or the post-repair condition of the Vessel. 
  

	27.	Ship Inspection 

 Prior to or at any time during
the charter period, Charterer may inspect or audit Vessel or Owner’s office (in case of a managed or time chartered Vessel Owners office includes the office of the technical manager) at Charterer’s convenience and at Charterer’s time
and expense. 

  
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 Owners shall afford all necessary co-operation and accommodation on board
provided, however: 
  

	(a)	that neither the exercise nor the non-exercise, nor anything done or not done in the exercise or non-exercise, by Charterers of such right shall in any way reduce the
master’s or Owners’ authority over, or responsibility to Charterers or third parties for, the Vessel and every aspect of her operation, nor increase Charterers’ responsibilities to Owners or third parties for the same;


  

	(b)	that Charterers shall not be liable for any act, neglect or default by themselves, their servants or agents in the exercise or non-exercise of the aforesaid right;


  

	(c)	that any cost incurred by such inspections or audits shall be for Charterers’ account provided such costs have been disclosed to and approved by Charterers in
advance; 

  

	(d)	that any inspection carried out by Charterers shall be made without interference with or hindrance to the Vessel’s safe and efficient operation, and shall be
limited to a maximum of two persons; and 

  

	(e)	that any overnight stays shall be subject to Clause 18. 

  

	(f)	Upon delivery, Vessel shall have a valid operational SIRE report, or Owner shall be responsible for obtaining one prior to the first loading under this Charter. Owners
will maintain SIRE inspection validity on a rolling six (6) month basis. 

  

	27.	Key Vessel Performance Criteria 

 Subject
to Appendix C, Owners guarantee that: 
  

	(a)	the Laden Service Speed shall be ***** knots; 

  

	(b)	the Ballast Service Speed shall be ***** knots; 

  

	(c)	the Minimum Speed shall be ***** knots; 

  

	(d)	the Vessel shall be capable of loading and discharging the cargo as follows: 


 

	 	(i)	 a full cargo may be loaded within twelve (12) hours if the Vessel’s cargo tanks are colder than the tank design temperature for commencement
of loading, excluding the time for connecting; disconnecting; cooling down; topping up and custody transfer measurement, and provided that the loading terminal is capable of pumping at least 12,292 cubic meters of




  
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LNG per hour to the Vessel and terminal utilising a minimum of three liquid loading arms, and provided that the terminal is capable of receiving all return vapour from the Vessel that may be
generated when loading the Vessel at the above specified flow rate of LNG; 


  

	 	(ii)	a full cargo may be discharged within twelve (12) hours, excluding the time for connecting; disconnecting; cooling down; starting up pumps; ramping up; ramping
down for stripping at end of discharge and custody transfer measurement, and provided that the discharge terminal is capable of receiving LNG at a rate of at least 12,292 cubic meters of LNG per hour with a back pressure at the flange connection
between ship and terminal not exceeding 100 mlc metres of liquid LNG of specific gravity of 0.475 utilising a minimum of three liquid unloading arms. The terminal must also be capable of providing sufficient return vapour to the Vessel to compensate
for the displacement of the LNG being discharged from the Vessel; 

  

	 	(iii)	If Charterers request either slow loading or slow discharging, Owners shall permit such operations. 


 

	(e)	the Vessel’s guaranteed maximum fuel consumption for weather conditions not exceeding Beaufort Scale 5 shall be: ***** 


 

	(f)	The fuel oil equivalent factor (tonnes fuel oil per cubic metre of LNG) shall be calculated using actual bunker survey reports and LNG quality reports and shall be
agreed upon by both Owners and Charterers. 

  

	(g)	the maximum laden Boil-Off shall be zero point one five percent (0.15%) per day of the Cargo Capacity on fully laden sea passages (or pro rated by the ratio of
volumetric cargo loaded to Cargo Capacity if all tanks are not used); 

  

	(h)	the maximum ballast Boil-Off shall be zero point one five percent (0.15%) per day of the Cargo Capacity where the previous sea passage was fully laden (or pro rated by
the ratio of the number of tanks previously used to the total number of cargo tanks if all tanks were not utilised for the carriage of cargo on the previous laden passage). 


 

	(i)	The Owner shall be entitled to use natural boil-off from the LNG being transported at no cost to the Owner. At no point during the Charter Period shall the Vessel vent,
dump steam (except for safety reasons) or force vaporise without permission of the Charterer. 

  

	(j)	 Speed, fuel consumption and boil-off warranties are not valid under weather conditions in which the Vessel has to proceed in Wind Force in excess of
Beaufort Force 5 for more than 12 (twelve) hours noon to noon. For purposes of 



  
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calculating claims, Wind Force reported in the Master’s noon report shall be used. Charterer may employ the services of a reputable weather reporting company at their own cost. In any
dispute, the weather reporting company numbers shall prevail. 


  

	28.	Salvage 

 Subject to the provisions of
Clause 23 hereof, all loss of time and all expenses (excluding any damage to or loss of the Vessel or tortious liabilities to third parties) incurred in saving or attempting to save life or in successful or unsuccessful attempts at salvage shall be
borne equally by Owners and Charterers provided that Charterers shall not be liable to contribute towards any salvage payable by Owners arising in any way out of services rendered under this Clause 29. 

All salvage and all proceeds from derelicts shall be divided equally between Owners and Charterers after deducting the master’s, officers’ and
crew’s share. 
  

	29.	Lien 

 Owners shall have a lien upon all
cargoes and all freights, sub-freights and demurrage for any amounts due under this charter; and Charterers shall have a lien on the Vessel for all monies paid in advance and not earned, and for all claims for damages arising from any breach by
Owners of this charter. 
  

	30.	Exceptions 

  

	(a)	Unless caused by the actual fault or privity of Owners or the Vessel, her master and Owners shall not, unless otherwise in this charter expressly provided, be liable
for any loss or damage or delay or failure arising or resulting from any act, neglect or default of the master, pilots, mariners or other servants of Owners in the navigation or management of the Vessel; fire,; collision or stranding; dangers and
accidents of the sea; explosion, bursting of boilers, breakage of shafts or any latent defect in hull, equipment or machinery; provided, however, that Clauses 1, 2, 3 and 28 hereof shall be unaffected by the foregoing. Further, neither the Vessel,
her master or Owners, nor Charterers shall, unless otherwise in this charter expressly provided, be liable for any loss or damage or delay or failure in performance hereunder arising or resulting from act of God, act of war, seizure under legal
process, quarantine restrictions, strikes, lock-outs, riots, restraints of labour, civil commotions or arrest or restraint of princes, rulers or people. 

  

	(b)	The Vessel shall have liberty to sail with or without pilots, to tow or go to the assistance of Vessels in distress and to deviate for the purpose of saving life or
property. 


  
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	(c)	Clause 32 (a) shall not apply to, or affect any liability of Owners or the Vessel or any other relevant person in respect of: 


 

	 	(i)	loss or damage caused to any berth, jetty, dock, dolphin, buoy, mooring line, pipe or crane or other works or equipment whatsoever at or near any place to which the
Vessel may proceed under this charter, whether or not such works or equipment belong to Charterers; or 

  

	 	(ii)	any claim (whether brought by Charterers or any other person) arising out of any loss of or damage to or in connection with cargo. Any such claim shall be subject to
the Hague-Visby Rules or the Hague Rules or the Hamburg Rules, as the case may be, which ought pursuant to Clause 41 hereof to have been incorporated in the relevant Bill of Lading (whether or not such Rules were so incorporated) or, if no such Bill
of Lading is issued, to the Hague-Visby Rules unless the Hamburg Rules compulsorily apply in which case to the Hamburg Rules. 

  

	(d)	In particular and without limitation, the foregoing subsections (a), (b) and (c) of this Clause shall not apply to or in any way affect any provision in this
charter relating to off-hire or to reduction of hire or Boil-Off or bunkers consumed during periods of off-hire. 

  

	31.	Injurious Cargoes 

 No acids, explosives
or cargoes injurious to the Vessel shall be shipped and without prejudice to the foregoing any damage to the Vessel caused by the shipment of any such cargo, and the time taken to repair such damage, shall be for Charterers account. No voyage shall
be undertaken, nor any goods or cargoes loaded, that would expose the Vessel to capture or seizure by rulers or governments. 
  

	32.	Disbursements 

 Should the master require
advances for ordinary disbursements up to a cap of United States Dollars twenty-five thousand ($25,000) at any port, Charterers or their agents shall make such advances to him, in consideration of which Owners shall pay a commission of two and a
half per cent, and all such advances and commission shall be deducted from hire. 
  

	33.	Laying-up 

 Charterers shall have the
option, after consultation with Owners, of requiring Owners to lay up the Vessel at a safe place nominated by Charterers, taking into account questions of maintenance access and security and with Owners consent and always subject to Clause 4, in
which case the hire provided for under this charter shall be adjusted to reflect any net increases in expenditure reasonably incurred or any net saving which should reasonably be made by Owners as a result of such lay up. Charterers may exercise the
said option any number of times during the charter period. 

  
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	34.	Requisition 

 Should the Vessel be
requisitioned by any government, de facto or de jure, during the period of this charter, the Vessel shall be off-hire during the period of such requisition, and any hire paid by such governments in respect of such requisition period shall be for
Owners account. Any such requisition period shall count as part of the charter period. 
  

	35.	Outbreak of War 

 If war or hostilities
break out between any two or more of the following countries: United States of America, the countries or republics having been part of the former U.S.S.R (except that declaration of war or hostilities solely between any two or more of the countries
or republics having been part of the former USSR shall be exempted), Peoples Republic of China, United Kingdom, and the country that the Vessel is registered in, then both Owners and Charterers shall have the right to cancel this charter provided
that such war or hostilities materially and adversely affect the trading of the Vessel for a period of at least 30 days. 
  

	36.	Additional War Expenses 

 If the Vessel is
ordered to trade in areas where there is war (de facto or de jure) or threat of war, Charterers shall promptly reimburse Owners for any additional insurance premiums, crew bonuses and other expenses which are reasonably incurred by Owners as a
consequence of such orders, provided that Charterers are given notice of such expenses as soon as practicable and in any event before such expenses are incurred, and provided further that Owners obtain from their insurers a waiver of any subrogated
rights against Charterers in respect of any claims by Owners under their war risk insurance arising out of compliance with such orders. 
 Any
payments by Charterers under this Clause will only be made against proven documentation. Any discount or rebate refunded to Owners, for whatever reason, in respect of additional war risk premium shall be passed on to Charterers. 

 

	37.	War Risks 

  

	(a)	The master shall not be required or bound to sign Bills of Lading for any place which in his or Owners reasonable opinion is dangerous or impossible for the Vessel to
enter or reach owing to any blockade, war, hostilities, warlike operations, civil war, acts of piracy, acts of terrorists, acts of hostility, civil commotions or revolutions. 


 

	(b)	 If in the reasonable opinion of the master or Owners it becomes, for any of the reasons set out in Clause 38 (a) or by the operation of
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dangerous, impossible or prohibited for the Vessel to reach or enter, or to load or discharge cargo at, any place to which the Vessel has been ordered pursuant to this charter (a “place of
peril”), then Charterers or their agents shall be immediately notified in writing or by radio messages, and Charterers shall thereupon have the right to order the cargo, or such part of it as may be affected, to be loaded or discharged, as the
case may be, at any other place within the trading limits of this charter (provided such other place is not itself a place of peril). If any place of discharge is or becomes a place of peril, and no orders have been received from Charterers or their
agents within 48 hours after dispatch of such messages, then Owners shall be at liberty to discharge the cargo or such part of it as may be affected at any place suitable for the discharge of LNG which they or the master may in their or his
discretion select within the trading limits of this charter and such discharge shall be deemed to be due fulfilment of Owners obligations under this charter so far as cargo so discharged is concerned. 



 

	(c)	The Vessel shall have liberty to comply with any directions or recommendations as to departure, arrival, routes, ports of call, stoppages, destinations, zones, waters,
delivery or in any other wise whatsoever given by the government of the state under whose flag the Vessel sails or any other government or local authority or by any person or body acting or purporting to act as or with the authority of any such
government or local authority including any de facto government or local authority or by any person or body acting or purporting to act as or with the authority of any such government or local authority or by any committee or person having under the
terms of the war risks insurance on the Vessel the right to give any such directions or recommendations. If by reason of or in compliance with any such directions or recommendations anything is done or is not done, such shall not be deemed a
deviation. If by reason of or in compliance with any such direction or recommendation the Vessel does not proceed to any place of discharge to which she has been ordered pursuant to this charter, the Vessel may proceed to any place which the master
or Owners in his or their discretion select and there discharge the cargo or such part of it as may be affected. Such discharge shall be deemed to be due fulfilment of Owners’ obligations under this charter so far as cargo so discharged is
concerned. 

 Charterers shall procure that all Bills of Lading issued under this charter shall contain the Chamber
of Shipping War Risks Clause 1952. 
  

	38.	Both to Blame Collision Clause 

 If the
liability for any collision in which the Vessel is involved while performing this charter falls to be determined in accordance with the laws of the United States of America, the following provision shall apply: 

“If the ship comes into collision with another ship as a result of the negligence of the other ship and any act, neglect or default of the master,
mariner, pilot or the servants of the carrier in the navigation or in the management of the ship, the owners of the cargo 

  
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carried hereunder will indemnify the carrier against all loss, or liability to the other or non-carrying ship or her owners in so far as such loss or liability represents loss of, or damage to,
or any claim whatsoever of the owners of the said cargo, paid or payable by the other or non-carrying ship or her owners to the owners of the said cargo and set off, recouped or recovered by the other or non-carrying ship or her owners as part of
their claim against the carrying ship or carrier.” 
 “The foregoing provisions shall also apply where the owners, operators or those
in charge of any ship or ships or objects other than, or in addition to, the colliding ships or objects are at fault in respect of a collision or contact.” 
 Charterers shall procure that all Bills of Lading issued under this charter shall contain a provision in the foregoing terms to be applicable where the liability for any collision in which the Vessel is
involved falls to be determined in accordance with the laws of the United States of America. 
  

	39.	New Jason Clause 

 General average
contributions shall be payable according to York/Antwerp Rules, 1994, as amended from time to time, and shall be adjusted in London in accordance with English law and practice but should adjustment be made in accordance with the law and practice of
the United States of America, the following position shall apply: 
 “In the event of accident, danger, damage or disaster before or after
the commencement of the voyage, resulting from any cause whatsoever, whether due to negligence or not, for which, or for the consequence of which, the carrier is not responsible by statute, contract or otherwise, the cargo, shippers, consignees or
owners of the cargo shall contribute with the carrier in general average to the payment of any sacrifices, losses or expenses of a general average nature that may be made or incurred and shall pay salvage and special charges incurred in respect of
the cargo.” 
 “If a salving ship is owned or operated by the carrier, salvage shall be paid for as fully as if the said salving ship
or ships belonged to strangers. Such deposit as the carrier or his agents may deem sufficient to cover the estimated contribution of the cargo and any salvage and special charges thereon shall, if required, be made by the cargo, shippers, consignees
or owners of the cargo to the carrier before delivery.” 
 Charterers shall procure that all Bills of Lading issued under this charter
shall contain a provision in the foregoing terms, to be applicable where adjustment of general average is made in accordance with the laws and practice of the United States of America. 

  
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	40.	Clause Paramount 

 Charterers shall
procure that all Bills of Lading issued pursuant to this charter shall contain the following: 
  

	(a)	Subject to sub-clause (b) or (c) hereof, this Bill of Lading shall be governed by, and have effect subject to, the rules contained in the International
Convention for the Unification of Certain Rules relating to Bills of Lading signed at Brussels on 25th August 1924 (hereafter the “Hague Rules”) as amended by the Protocol signed at Brussels on 23rd February 1968 (hereafter the
“Hague-Visby Rules”). Nothing contained herein shall be deemed to be either a surrender by the carrier of any of his rights or immunities or any increase of any of his responsibilities or liabilities under the Hague-Visby Rules.”


  

	(b)	If there is governing legislation which applies the Hague Rules compulsorily to this Bill of Lading, to the exclusion of the Hague-Visby Rules, then this Bill of Lading
shall have effect subject to the Hague Rules. Nothing therein contained shall be deemed to be either a surrender by the carrier of any of his rights or immunities or an increase of any of his responsibilities or liabilities under the Hague
Rules.” 

  

	(c)	If there is governing legislation which applies the United Nations Convention on the Carriage of Goods by Sea 1978 (hereafter the “Hamburg Rules”)
compulsorily to this Bill of Lading, to the exclusion of the Hague-Visby Rules, then this Bill of Lading shall have effect subject to the Hamburg Rules. Nothing therein contained shall be deemed to be either a surrender by the carrier of any of his
rights or immunities or an increase of any of his responsibilities or liabilities under the Hamburg Rules.” 

  

	“(d)	If any term of this Bill of Lading is repugnant to the Hague-Visby Rules, or Hague Rules, or Hamburg Rules, as applicable, such term shall be void to that extent but no
further.” 

  

	“(e)	Nothing in this Bill of Lading shall be construed as in any way restricting, excluding or waiving the right of any relevant party or person to limit his liability under
any available legislation and/or law.” 

  

	41.	Insurance/ITOPF 

 Owners warrant that the
Vessel is now, and will, throughout the duration of the charter: 
  

	(a)	be owned or demise chartered by a member of the International Tanker Owners Pollution Federation Limited; 


 

	(b)	be properly entered in a reputable P&I Club that is a member of the International Group of P&I Clubs; 


 

	(c)	have in place insurance cover for oil pollution for the maximum on offer through the International Group of P&I Clubs but always a minimum of United States Dollars
$1,000,000,000 (one thousand million); 

  

	(d)	have in full force and effect Hull and Machinery insurance (currently valued at USD $250,000,000 placed through reputable brokers on Institute Time Clauses to a value
as would be procured by a first class operator of similar such vessels. 


  
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 Owners will provide, within a reasonable time following a request from
Charterers to do so, documented evidence of compliance with warranties given in this Clause 40. 
  

	42.	Export Restrictions 

 The master shall not
be required or bound to sign Bills of Lading for the carriage of cargo to any place to which export of such cargo is prohibited under the laws, rules or regulations of the country in which the cargo was produced and/or shipped. 

Charterers shall procure that all Bills of Lading issued under this charter shall contain the following clause: 

“If any laws rules or regulations applied by the government of the country in which the cargo was produced and/or shipped, or any relevant agency
thereof, impose a prohibition on export of the cargo to the place of discharge designated in or ordered under this Bill of Lading, carriers shall be entitled to require cargo owners forthwith to nominate an alternative discharge place for the
discharge of the cargo, or such part of it as may be affected, which alternative place shall not be subject to the prohibition, and carriers shall be entitled to accept orders from cargo owners to proceed to and discharge at such alternative place.
If cargo owners fail to nominate an alternative place within 72 hours after they or their agents have received from carriers notice of such prohibition, carriers shall be at liberty to discharge the cargo or such part of it as may be affected by the
prohibition at any safe place on which they or the master may in their or his absolute discretion decide and which is not subject to the prohibition, and such discharge shall constitute due performance of the contract contained in this Bill of
Lading so far as the cargo so discharged is concerned”. 
 The foregoing provision shall apply mutatis mutandis to this charter, the
references to a Bill of Lading being deemed to be references to this charter. 
  

	43.	Business Principles 

 Owners and
Charterers shall cooperate to ensure that the “Business Principles”, as of the date of the charter party signature, by the BG Group, which are posted on the Worldwide Web (www.bg-group.com), are complied with. 

 

	44.	Drugs and Alcohol 

 Owners warrant that
they have in force an active policy covering the Vessel which meets or exceeds the standards set out in the “Guidelines for the Control of Drugs and Alcohol On Board Ship” as published by the Oil Companies International Marine Forum


  
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(OCIMF) dated January 1990 (or any subsequent modification, version, or variation of these guidelines) and that this policy will remain in force throughout the charter period, and Owners will
exercise due diligence to ensure the policy is complied with. 
  

	45.	Pollution and Emergency Response 

 Owners
are to advise Charterers of organisational details and names of Owners personnel together with their relevant telephone/facsimile/e-mail details, including the names and contact details of Qualified Individuals for OPA 90 response, who may be
contacted on a 24-hour basis in the event of oil spills or emergencies. 
 OFFICE PERSONNEL 

Capt. G.Sarimpelas-Marine Operations Co-ordinator 
 Office Tel: +30 210 8917700 
 Mob: +30 6978 336 977 

Home Phone: +30 210 2633726 
 Capt.
M.Bogas-Designated Person Ashore 
 Office Tel: +30 210 8917700 
 Mob: +30 6972 999 135 
 Home Phone: +30 210 6036179 

Mr. Ch. Vlachos-Technical Co-ordinator 

Office Tel: +30 210 8917700 
 Mob: +30
6978 336 973 
 Home Phone: +30 210 5060949 
 Office Email: lngsafety@dynagas.com 
 Office Telex: +601 214113 DNGA GR 

Office Fax: +30 210 968 0571 
 QUALIFIED
INDIVIDUAL CONTACT DETAILS: 
 O’BRIENS OIL POLLUTION SERVICE INC. (OOPS) 
 EMERGENCY: 
 Tel: +1-985-781-0804 24 hours 

Fax: +1-985-781-0580 24 hours 
 Tlx:
49617361 OOPS UI 
 E-mail: commandcenter@oopsusa.com 
 OIL SPILL RESPONSE ORGANIZATION (OSRO): 
 NATIONAL RESPONSE CORPORATION (NRC) 

Tel: +1-631-224-9141 24 hours 
 Fax:
+1-631-224-9086 24 hours 
 Email: iocdo@nrcc.com 

  
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 Private and Confidential 

 
 SALVAGE COMPANY: 
 DONJON-SMIT 
 Tel: +1-703-299-0081 24 hours 

Fax: +1-703-299-0085 24 hours 
 Email:
response@donjon-smit.com 
 Notice to Charterers’ Pollution and Emergency Response Department: 

 

			
	Attn	  	: Duty Officer
	Address	  	: BG LNG Services,
		  	  Suite 1200, 5444 Westheimer, Houston, Texas 77056, USA
	Telephone	  	: +1 713 366 6248 (primary); +1 713 884 9142 (secondary)
	Fax	  	: +1 713 877 9212
	E-mail	  	: incident@bg-group.com (for incidents only)
		  	  shipping@bg-group.com; lngcharters@bg-group.com
	Cc	  	: bghub.usa@gacworld.com

  

	46.	ISPS Code/USMTSA 2002 

 This clause 45
makes reference to the International Code for the Security of Ships and of Port Facilities and the relevant amendments to Chapter XI of SOLAS (“ISPS Code”) and the US Maritime Transportation Security Act 2002 (“MTSA”).

  

					
	(a)	  	 (i)	  	During the currency of this charter, Owners shall procure that both the Vessel and “the Company” (as defined by the ISPS Code) and the “owner”(as defined by the
MTSA) shall comply with the requirements of the ISPS Code relating to the Vessel and “the Company” and the requirements of MTSA relating to the Vessel and the “owner”. Upon request Owners shall provide documentary evidence of
compliance with this Clause 47 (a) (i).
			
		  	 (ii)	  	Except as otherwise provided in this charter, loss, damage, expense or delay, caused by failure on the part of Owners or “the Company”/“owner” to comply with the
requirements of the ISPS Code/MTSA or this Clause shall be for Owners’ account.
			
	(b)	  	 (i)	  	Charterers shall provide Owners/Master with their full style contact details and shall ensure that the contact details of all sub-charterers are likewise provided to Owners/Master.
Furthermore, Charterers shall ensure that all sub-charter parties they enter into during the period of this charter contain the following provision:
			
		  		  	“The Charterers shall provide the Owners with their full style contact details and, where sub-letting is permitted under the terms of the charter party, shall ensure that the
contact details of all sub-charterers are likewise provided to the Owners”.
			
		  	 (ii)	  	Except as otherwise provided in this charter, loss, damage, expense or delay, caused by failure on the part of Charterers to comply with this sub-Clause 47 (b) shall be for
Charterers’ account.


  
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	(c)	Notwithstanding anything else contained in this charter costs or expenses related to security regulations or measures required by the port facility or any relevant
authority in accordance with the ISPS Code/MTSA including, but not limited to, security guards, launch services, tug escorts, port security fees or taxes and inspections, shall be for Charterers’ account, unless such costs or expenses result
solely from Owners’ negligence in which case such costs or expenses shall be for Owners’ account. All measures required by Owners to comply with the security plan required by the ISPS Code/MTSA shall be for Owners’ account.


  

	(d)	Notwithstanding any other provision of this charter, the Vessel shall not be off-hire where there is a loss of time caused by Charterers’ failure to comply with
the ISPS Code/MTSA. 

  

	(e)	If either party makes any payment, which is for the other party’s account according to this Clause, the other party shall indemnify the paying party.


  

	47.	Law and Litigation 

  

	(a)	This charter shall be construed and the relations between the parties determined in accordance with the laws of England. 


 

	(b)	Each of the parties hereto hereby submits to the exclusive jurisdiction of the High Court of London for the purposes of all legal proceedings arising out of or relating
to this charter or the transactions contemplated hereby. Each of the parties hereto hereby irrevocably waives, to the fullest extent permitted by law, any objection which it may now or hereafter have to the laying of the venue of any such proceeding
brought in such a court and any claim that any such proceeding brought in such a court has been brought in an inconvenient forum. 

  

	(c)	It shall be a condition precedent to the right of any party to a stay of any legal proceedings in which maritime property has been, or may be, arrested in connection
with a dispute under this charter, that that party furnishes to the other party security to which that other party would have been entitled in such legal proceedings in the absence of a stay. 


 

	48.	Confidentiality 

  

	Details	of this agreement and the charter to remain strictly private & confidential. 


  
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	49.	Construction 

 The side headings have been
included in this charter for convenience of reference and shall in no way affect the construction hereof. 
  

	50.	Notices 

  

	a)	Whenever written notices are required to be given by either party to the other party, such notices shall be sent by fax, registered mail, e-mail or registered airmail
to the following addresses: 

 Notice to Owners: 

Seacrown Maritime Ltd. 
 C/O Dynagas Ltd. 
 94, Poseidonos Avenue & 2 Nikis Street 

166-75 Glyada, Athens Greece 
 Telephone: +30-210-891-7960 
 Facsimile: +30-210-894-7275 

Attention: LNG Coordination Department. 
 Email: lngcoordination@dynagas.com 
 Notice to Charterers: 

			
	Attn	  	: LNG Chartering Manager
	Address	  	: BG LNG Services, LLC,
		  	  Suite 1200, 5444 Westheimer
		  	  Houston, Texas 77056
	Telephone	  	: +1 713 599 3033
	Fax	  	: +1 713 456 2351
	E-mail	  	: lngcharters@bg-group.com

 Notice to Owners’ Operations Department: 

Capt. G. Sarimpelas – Marine Operations Co-ordinator 
 Office Telephone: +30-210-891-7700 
 Mobile Telephone: +30-6978-336-977

 Home Telephone: +30-210-263-3726 
 Facsimile: +30-210-894-7275 
 Email: lngopsgroup1@dynagas.com 

 

			
	Notice to Charterers’ Operations Department:
	Attn	  	: Vessel Coordinator
	Address	  	: BG LNG Services, LLC,
		  	  Suite 1200, 5444 Westheimer
		  	  Houston, Texas 77056
	Telephone	  	: +1 713 599 3747
	Fax	  	: +1 713 456 2351
	E-mail	  	: shipping@bg-group.com


  
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 or to such other addresses as the parties may respectively
from time to time designate by notice in writing. Any failure to transmit a copy of the notice to a party listed as entitled to receive a copy shall not in any way affect the validity of any notice otherwise properly given as provided in this
Clause. 
  

	b)	Any notice required under this charter to be given in writing shall be deemed to be duly received only: 


 

	 	i)	In the case of a letter, whether delivered in course of the post or by hand or by courier, at the date and time of its actual delivery if within normal business hours
on a working day at the place of receipt otherwise at the commencement of normal business on the next such working day. 

  

	 	ii)	In the case of a facsimile or e-mail, at the time of transmission recorded on the message if such time is within normal business hours (09:00 - 17:00) in the country of
receipt, otherwise at the commencement of normal business hours on the next working day at the place of receipt. 

  

	51.	Invoices 

 All invoices should be sent to
the following contacts and shall be deemed to be duly received as per Clause 49(b): 
 Seacrown Maritime Ltd. 

C/O Dynagas Ltd. 

94, Poseidonos Avenue & 2 Nikis Street 
 166-75 Glyada, Athens Greece 
 Telephone: +30-210-891-7960 

Facsimile: +30-210-894-7275 
 Attention: LNG Postfixture Departement 
 Email: lngcoordination@dynagas.com

 Cc lngpostfixture@dynagas.com 
 Cc lngaccount@dynagas.com 
  

			
	Charterers:
	Attn	  	: LNG Chartering Manager
	Address	  	: BG LNG Services, LLC,
		  	  Suite 1200, 5444 Westheimer
		  	  Houston, Texas 77056
	Telephone	  	: +1 713 599 3962
	Fax	  	: +1 713 456 2351
	E-mail	  	: lngcharters@bg-group.com


  
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	52.	Ship Contact details 

 The Vessel’s
contact details are as follows: 
 ***** 
  

	53.	Definitions 

 In this charter, save where
the context otherwise requires, the following words and expressions shall have the meanings respectively assigned to them in this Clause; 
  

			
	“*”	  	means delete as applicable.
		
	“Boil-Off”	  	means the vapour, which results from vaporisation of LNG in the cargo tanks.
		
	“Cargo Capacity”	  	means the maximum safe LNG loading limit of the Vessel as per Appendix D.
		
	“Certificate of Financial Responsibility”	  	means a certificate of financial responsibility as required by the US Oil Pollution Act 1990.
		
	“Fuel Oil Equivalent”	  	refers collectively to its two components, fuel oil and Boil-Off gas and is measured in metric tonnes applying the fuel oil equivalent factor set out in Clause 26
(f).
		
	“Fuel Price”	  	means last invoiced price per increment of volume bunkered in USD $ per metric tonne (or relevant volumetric unit)
		
	“Gas Free”	  	means the Vessels cargo tanks are free off all natural gas vapour and under an atmosphere of inert gas.
		
	“LNG”	  	means natural gas liquefied by cooling and which is in a liquid state at or near atmospheric pressure.
		
	“LNG Heel”	  	means liquid cargo retained in the cargo tanks on completion of discharge.
		
	“LNG Price”	  	means the ex-ship price of LNG in USD/mmBtu at the port where the LNG was


  
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		  	retained, based upon composition of LNG at discharge; except for LNG supplied for cool down at a loading port, and for excess LNG boiled off on ballast leg, where the price will be
based on the price charged by the terminal for cool down LNG.
		
	“Service Speed”	  	shall have the meaning ascribed to it in Appendix C, Article 1. (a).
		
	“BG Group”	  	mean companies owned directly or indirectly by BG Group plc.

  

	54.	Claim Validity Period 

 Any claims arising
under this charter party must be brought within twelve (12) months of the conclusion of the Charter. 
  

	55.	Eligibility & Compliance 

 At all
times during this Charter: 
  

	 	(a)	the Vessel shall be in all respects eligible under applicable conventions, laws and regulations for, and shall not be prevented for any reason whatsoever from, trading
to and from the ports and places permitted in clause 4 of the Charter; 

  

	 	(b)	the Vessel shall comply with all applicable conventions, laws, rules and regulations of any international, national, state or local government entity having
jurisdiction and shall have on board for inspection by the authorities all necessary certificates, records, letters and other documents evidencing such compliance, including but not limited to certificates evidencing compliance with international
and US oil pollution regulations, SOLAS 1974, as amended, MARPOL 1973/1978 and US Department of Labor Safety and Health Regulations; and 

  

	 	(c)	When trading to the U.S. the Vessel will comply fully with all applicable U.S. Federal, U.S. Coastguard and State laws, rules, orders, regulations, guidelines and
circulars now in effect and which may be promulgated (and subsequent amendments and successors thereto) including, but not limited to, the following provisions relating to maritime safety and oil pollution response : 


 

	 	i)	the U.S. Federal Water Pollution Control Act (as amended by the Clean Water Act of 1977 (Water Pollution)); 


 

	 	ii)	the U.S. Oil Pollution Act of 1990 and the governmental regulations issued thereunder (“OPA-90”); 


  
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	 	iii)	the U.S. Comprehensive Environmental Response, Compensation and Liability Act of 1980; and 


 

	 	iv)	the U.S. Port and Tanker Safety Act; 

  

	 	v)	the U.S. Coastguard Navigational and Vessel Inspection Circular No. 8-92; 


 

	 	vi)	the Code of Federal Regulations 


  
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	 	(d)	the Vessel will have on board throughout the Charter any certificates or other documentation required under the said laws, rules, orders, regulations, guidelines and
circulars and evidencing such compliance, and, subject to Clause 4(d) shall include but not be limited to a U.S. Coastguard Certificate of Financial Responsibility for Oil Pollution (“COFR”) together with a similar certificate for
hazardous substances and a Tanker Vessel Examination Letter (“TVEL”). 

  

	 	(e)	prior to delivery the Vessel owner or operator will have submitted, and obtained approval from the US Coastguard for a response plan for the Vessel (“VRP”)
which meets in full the requirements of OPA-90 and of the US Coastguard and in accordance with which the Vessel will at all times be operated. Charterers shall reimburse Owners for all port specific OPA charges (including but not limited to
additional premium to maintain P&I cover) incurred by the Vessel calling at ports in the USA in accordance with Charterers’ orders. Requirements of a similar nature imposed by other countries after the date of this Charter shall be treated
in the same way. 

  

	 	(f)	to the extent that the Vessel does not at any time comply with any USCG. regulation now in effect or to be promulgated, all necessary waivers are or will be held.
Owners will advise Charterers of all such waivers, including period of validation and reason(s) for waiver. 

  

	 	(g)	Owners shall ensure that the Vessel is free to trade to the USA and if Certificate of Compliance (CoC) is not available at the commencement of the charter, then an
inspection shall be carried prior to arrival at the first USA port or on arrival at the first USA port. Any delay incurred carrying out this initial inspection that exceeds three hours shall be classified as off-hire. Charterers shall provide
sufficient notice to Owners to allow Owners to comply with the rules and regulations in USA and LNG Terminals not listed in Appendix A. 

  

	 	(h)	If the Vessel is required to discharge at a US port during this charter, the Owners are required to install an AIS Pilot Plug as defined by SOLAS regulations. Specific
regulations can be found in Chapter V, Regulation 19 and in Title 33 Code of Federal Regulations §164.46 Automatic Identification System (AIS), Paragraph (d) “The AIS Pilot Plug, on each vessel over 1600 gross tons on an international
voyage, must be available for pilot use, easily assessable from the primary conning position of the vessel, and near a 120 Volt, AC power, 3-prong receptacle.” Additional information regarding proper installation of the AIS Pilot Plug can be
found in IMO SN/Circ. 227. 

  

	 	(i)	When calling at LNG terminals located in ports in the European Union, Vessel must be able to meet the requirements of EU Council Directives 1999/32/EC dated
26 April 1999 and 2005/33/EC dated 6 July 2005 either directly or through the Vessels ability to burn natural gas whilst alongside berth. 

 Any direct delays, and/or expenses arising from Owner’s failure exercise due-diligence to comply with this clause shall be for Owners’ account and Owners shall fully indemnify Charterers
therefor. Charterers shall not be liable for any delay caused by the Vessel’s failure to comply with the foregoing warranty. 

  
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 For any time lost due to a breach of this clause the Vessel shall be
off-hire, and direct expenses incurred due to such breach (including bunkers consumed) shall be for Owners’ account. 
  

	56.	Vapour Pressure 

 Owners undertake that
the Vessel will arrive at each discharge port or terminal with the Vessel and its cargo in such a condition that the vapour pressure in the Vessel’s cargo tanks meets the requirements of the discharging port or terminal as advised to Owners. In
any event, Owners will follow vapour pressure instructions received from Charterers and will not allow vapour pressure to increase beyond the pressure permitted by Charterers’ voyage instructions 

 

	57.	Cargo Transfer Inspection and System Calibration 

 Charterers may at their option place their cargo transfer inspection representative on board to observe preparation for loading and discharging of cargo during periods when the Vessel is in port, at
Charterers expense. Such representative will not, however, under any circumstances order or direct the taking of any particular action by the Vessel or crew or interfere in any way with the Master’s exercise of his authority. 

The Custody Transfer Measurement Gauging System (CTMS) shall undergo a full calibration check and recertification by a recognized calibration company at
minimum each dry dock. This check shall include a full calibration check of the Primary Gauging System, Secondary Gauging System, in tank temperature monitoring system, tank pressure monitoring system, and independent tank hi level alarm(s). The
CTMS shall always remain approved and acceptable to Japanese customs. 
 Charterers shall have access to calibration check reports. 

If the Vessel is required to discharge at a Japanese port during this charter, the Owners are required to start Japan customs approval process for the
CTMS and cargo tank tables immediately once Charterers notify Owners of intention to discharge at a Japanese port. The Vessel shall comply with Japanese customs approvals requirements throughout the charter period. 

  
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	58.	Vessel Performance Data 

 If Vessel is
equipped with the Kyma Ship Performance software or equivalent system, Charterers require that Owners run a performance trial at sea once per month. When available, both the ship performance software and the steam analyzer software (or equivalent)
shall be used to record information during a minimum one hour trial. 
 A detailed procedure for carrying out the trial shall be included in
Charterers Instructions. Owners agree to send the resulting data and/or summary report of the trial to the Charterers within fifteen (15) days of carrying out each trial. 

 

	59.	Third Party Vetting Information 

 Owners
shall permit Charterers to discuss vetting results with third party vetting companies upon Charterers request. 
  

	60.	Taxes 

 All taxes and dues on the Vessel
and on the Charter hire, which are imposed by Vessel’s flag state and/or by the country in which Owners are domiciled, shall be for Owners’ account. 
  

	61.	U.S. Compliance 

 Owners represent and
guarantee that Owners and the Vessel are not in any way directly or indirectly owned, controlled by or related to any Cuban, North Korean, Iranian, Myanmar, or Sudanese interests. 

 

	62.	Owners’ Defaults 

  

	 	(a)	Each of the following events shall be deemed to be a breach of this Charter and an “Owners’ Default” for the purposes of this Charter:


  

	 	i)	if any licence, approval, consent, authorisation or registration at any time necessary for Owners to comply with their obligations under this Charter, or in connection
with the ownership and operation of the Vessel, is revoked with just cause, withheld or expires or is modified so as to prevent or materially delay the lawful performance by Owners of their obligations hereunder (unless remedied, if capable of
remedy, within thirty (30) days); 

  

	 	ii)	if an order is made, or an effective resolution passed, for the compulsory or voluntary winding-up or dissolution of Owners (other than for the purposes of amalgamation
or reconstruction in respect of which the prior written consent of Charterers has been obtained) or if Owners suspend payment of or are unable to or admit inability to pay, their debts as they fall due or make any special arrangement or composition
with their creditors generally or any class of their creditors; 

  

	 	iii)	 if an administrator, administrative receiver, receiver or trustee or similar official is appointed in respect of the whole, or a material part, of the




  
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property, assets or undertaking of Owners, and such appointment is not discharged within thirty (30) days of the date of such appointment (unless such appointment is being contested by
Owners in good faith by appropriate proceedings) or if Owners apply for, or consent to, any such appointment; 


  

	 	iv)	if any event occurs in relation to Owners in any jurisdiction which has an effect equivalent to any of the events specified in ii) and iii) above;


  

	 	v)	if an encumbrancer takes possession of, or distress or execution is levied upon, the whole, or a material part, of the property, assets or undertaking of Owners and the
same shall not be discharged within thirty (30) days of the date of commencement of such action unless such possession or levy is being contested by Owners in good faith by appropriate proceedings; 


 

	 	vi)	if Owners cease to carry on their business, or dispose of the whole, or a material part, of their property, assets or undertaking without Charterers’ consent;


  

	 	vii)	if Owners cease to be a corporation duly registered in good standing in its place of incorporation without Charterers’ consent; 


 

	 	viii)	if any of the events specified in ii) to vii) inclusive above occurs (mutatis mutandis) in relation to the Parent Company Guarantor; 


 

	 	ix)	if it becomes impossible or unlawful for Owners to fulfil any of their obligations under this Charter, or for Charterers to exercise any of the rights vested in them by
this Charter, or this Charter for any reason becomes invalid or unenforceable or ceases to be in full force and effect or Owners repudiate this Charter; 

  

	 	x)	if the Vessel is arrested as a consequence of any claim or event other than a claim arising by, through or under acts, deeds or omission of Charterers and is not
released for any reason from such arrest within thirty (30) days after being arrested; 

  

	 	xi)	if Owners are in material breach of any other provision of this Charter with serious and adverse consequences to Charterers; and Owners have failed to cure such breach
within a reasonable period of time but in no event longer than thirty (30) days after notice of such breach from Charterers (unless such breach has a shorter cure period hereunder, in which case, the shorter period shall apply.



  
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	 	(b)	Upon the occurrence of an Owners’ Default and at any time thereafter for so long as such default is continuing, and whether or not the Time Charter has commenced,
Charterers shall be entitled to terminate this Charter by giving notice in writing to Owners. This Clause 63(b) is without prejudice to any other rights Charterers may have hereunder or at common law. 


 

	63.	Charterers’ Defaults 

  

	 	(a)	Each of the following events shall be deemed to be a breach of this Charter and a “Charterers’ Default” for the purposes of this Charter:


  

	 	i)	if an order is made, or an effective resolution passed, for the compulsory or voluntary winding-up or dissolution of Charterers (other than for the purposes of
amalgamation or reconstruction in respect of which the prior written consent of Owners has been obtained) or if Charterers suspend payment of, or are unable to or admit inability to pay, their debts as they fall due or make any special arrangement
or composition with their creditors generally or any class of their creditors; 

  

	 	ii)	if an administrator, administrative receiver, receiver or trustee or similar official is appointed in respect of the whole, or a material part, of the property, assets
or undertaking of Charterers, and such appointment is not discharged within thirty (30) days of the date of such appointment (unless such appointment is being contested by Charterers in good faith by appropriate proceedings) or if Charterers
apply for, or consent to, any such appointment; 

  

	 	iii)	if any event occurs in relation to Charterers in any jurisdiction which has an effect equivalent to any of the events specified in (ii)) and (iii)) above;


  

	 	iv)	if an encumbrancer takes possession of, or distress or execution is levied upon, the whole, or a material part, of the property, assets or undertaking of Charterers and
the same shall not be discharged within thirty (30) days of the date of commencement of such action unless such possession or levy is being contested by Charterers in good faith by appropriate proceedings; 


 

	 	v)	if Charterers cease to carry on their business, or dispose of the whole, or a material part, of their property assets or undertaking without Owners’ consent;


  

	 	vi)	if Charterers cease to be a corporation duly registered in good standing in its place of incorporation without Owners’ consent; 


 

	 	vii)	if it becomes impossible or unlawful for Charterers to fulfil any of their obligations under this Charter or for Owners to exercise any of the rights vested in them by
this Charter, or this Charter for any reason becomes invalid or unenforceable or ceases to be in full force and effect or Charterers repudiate this Charter; 


  
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	 	(b)	Upon the occurrence of a Charterers’ Default and at any time thereafter for so long as such default is continuing, and whether or not the Time Charter has
commenced, Owners shall be entitled to terminate this Charter by giving notice in writing to Charterers. This Clause 64(b) is without prejudice to any other rights Owners may have hereunder or at common law. 


 

	64.	Quiet Enjoyment 

 The Owners acknowledge
that the Charterers shall be entitled to the quiet enjoyment and use of the Vessel under this charter throughout the charter period without interruption. 
 Any mortgage, lien, claim, encumbrance or security interest of whatsoever nature on the Vessel, shall be subordinate to any right the Charterer has, and exist without any prohibition to the Charterer and
shall not limit in any way the Vessels ability to perform this Charter or limit in any way the trading limits of the Vessel. Owners shall disclose Clause 64 when such a mortgage, lien, claim, encumbrance or security interest of whatsoever
nature on the Vessel will be secured. 
  

	65.	Rights of Third Parties 

 No provision of
this Charter shall, under the Contracts (Rights of Third Parties) Act 1999, confer any benefit on, nor be enforceable by, any person who is not a party to this Charter. 

 

	66.	Health, Safety, Security & Environmental Reporting and Requirements 


 

	(a)	Owners shall ensure that all crew and supernumeraries are provided an orientation training programme to the Vessel with training relevant under the SMS. Owners shall
ensure that all subcontractors visiting the Vessel shall receive a briefing or information on the parts of the SMS relevant to their visit and comply to the owner’s HSSE policies and procedures during the visit. 


 

	(b)	Owners shall document and report immediately to Charterers any incidents of environmental damage, any unforeseen activity or event which could have led to environmental
damage as per ISO 14001 Standards, release or venting of hydrocarbons, breaches or potential breaches of environmental regulations or complaint from local groups, organisations including enforcement agencies or individuals; 


 

	(c)	If requested by the Charterers and mutually agreed by both parties, Owners may participate in an emergency response exercise; 


 

	(d)	In the event of a fatality in connection with the charter of the Vessel, Owners are to notify Charterers immediately. In the event of a lost time injury, Owners shall
notify Charterers in writing, within seven (7) days of the incident and Charterers may be invited to participate in any subsequent incident investigation; 


  
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	(e)	Owners shall implement a Behavioural Based Safety (“BBS”) observation system or equivalent. Owners shall submit a minimum of (five) 5 BBS observations per
month, using the form set forth in Appendix B; 

  

	(f)	Owners shall submit to Charterers a monthly written report, within ten (10) days of the end of each month that the Vessel is on hire, detailing all
accidents/incidents and environmental reporting requirements, in accordance with the “Safety and Environmental Monthly Reporting Template” appended hereto (Appendix B) as identified by the Owners reporting requirement;


  

	(g)	Owners shall maintain HSSE records sufficient to demonstrate compliance with the requirements of the SMS and provide Charterers the right to confirm compliance with
HSSE requirements by audit of Owners, including but not limited to the right to audit and review Owners facilities, services and/or performance of its activities as mutually agreed by the Owners; 


 

	67.	Brokers Commission 

 The broker for this
arrangement is Poten & Partners. The brokerage fee is 1.25% of the charter hire and the hire element of the ballast bonus payment, which is to be paid by Owners. 
 Appendix A:    List of Primary Terminals. 
 Appendix
B:    Safety and Environmental Monthly Reporting Template 
 Appendix C:    Detailed Performance
Criteria 
 Appendix D:    LNG Form C for the Vessel 
 Appendix E:    Crew Experience Matrix 
  

									
	Agreed and signed by Owners	 		 	Agreed and signed by Charterers
			
	 /s/ Athanasakos Efstratios
	 		 	 /s/ B. A. Bhat

	Name:	 	Athanasakos Efstratios	 		 	Name:	 	B. Amrit Bhat
					
	Title:	 	Attorney in Fact	 		 	Title:	 	Director
					
	Date:	 	04-10-2010	 		 	Date:	 	14-10-2010


  
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 APPENDIX A – List Of Primary Terminals

 INDEX 
  

																			
	  	  	 NO.
	  	 TERMINAL
	  	 COUNTRY
	  	 REMARK
	  	  	  	 NO.
	  	 TERMINAL
	  	 COUNTRY
	  	 REMARK

	 1/4
	  	1	  	Arun North	  	 Indonesia
	  	26/09/2006	  	 3/4
	  	32	  	Kawagoe	  	Japan	  	26/09/2006
	  	2	  	Arun South	  	  	26/09/2006	  	  	33	  	Lake Charles	  	USA	  	26/09/2006
	  	3	  	Badak; Bontang-3	  	  	26/09/2006	  	  	34	  	Marmara Ereglisi	  	Turkey	  	26/09/2006
	  	4	  	Barcelona	  	Spain	  	26/09/2006	  	  	35	  	Mejillones	  	Bolibia	  	26/09/2006
	  	  
 5
	  	Bethioua M5	  	Algeria	  	26/09/2006	  	  	36	  	Montoir Upstream	  	France	  	26/09/2006
	  	  
 6
	  	Bilbao	  	Spain	  	26/09/2006	  	  	37	  	Montoir Downstream	  	  	26/09/2006
	  	  
 7
	  	Bintulu No.1	  		  	26/09/2006	  	  	38	  	Niigata	  	Japan	  	26/09/2006
	  	  
 8
	  	Bintulu No.2	  	Malaysia	  	26/09/2006	  	  	39	  	Ohgishima	  	  	26/09/2006
	  	  
 9
	  	Bintulu No.3	  		  	26/09/2006	  	  	40	  	Paria Peninsular	  	Venezuela	  	26/09/2006
	  	10	  	Bonny	  	Nigeria	  	26/09/2006	  	  	41	  	Pipavav	  	India	  	26/09/2006
	  	11	  	Brunei	  	Brunei	  	26/09/2006	  	  	42	  	Point Fortin	  	Trinidad	  	26/09/2006
	  	12	  	 Canvey

Island
	  	UK	  	26/09/2006	  	  	43	  	Pyeong-Taek No.1	  	Korea	  	26/09/2006
	  	13	  	Cartagena	  	Spain	  	26/09/2006	  	  	44	  	Pyeong-Taek No.2	  	  	26/09/2006
	  	14	  	Chita L-1	  	Japan	  	26/09/2006	  	  	45	  	Qalhat	  	Oman	  	26/09/2006
	  	15	  	Chita L-2	  	  	26/09/2006	  	  	46	  	Ras Laffan No.1	  	Qatar	  	26/09/2006
	 2/4
	  	16	  	Cove Point North	  	 USA
	  	26/09/2006	  	 4/4
	  	47	  	Ras Laffan No.2	  	Qatar	  	26/09/2006
	  	17	  	Cove Point South	  	  	26/09/2006	  	  	48	  	Revithousa	  	Greece	  	26/09/2006
	  	18	  	Dabhol	  	India	  	26/09/2006	  	  	49	  	Senboku No.2-1	  		  	26/09/2006
	  	19	  	 Adgas -

Das Island
	  	U.A.E	  	26/09/2006	  	  	50	  	Senboku No. 2-2	  	Japan	  	26/09/2006
	  	20	  	Elba Island	  		  	26/09/2006	  	  	51	  	Shimizu	  		  	26/09/2006
	  	21	  	Ensenada	  	USA	  	26/09/2006	  	  	52	  	Snohvit	  	Norway	  	26/09/2006
	  	22	  	Everett	  		  	26/09/2006	  	  	53	  	Sodegaura No.2	  	Japan	  	26/09/2006
	  	23	  	Fos Cavaou	  	France	  	26/09/2006	  	  	54	  	Sodegaura No.3	  	  	26/09/2006
	  	  
 24
	  	Futtsu NO.1	  	 Japan
	  	26/09/2006	  	  	55	  	Sunrise	  	Australia	  	26/09/2006
	  	  
 25
	  	Futtsu NO.2	  	  	26/09/2006	  	  	56	  	Tong Yeong	  	Korea	  	26/09/2006
	  	26	  	Higashi Ogishima	  	  	26/09/2006	  	  	57	  	Withnell bay	  	Australia	  	26/09/2006
	  	27	  	Himeji	  	  	26/09/2006	  	  	58	  	Yokkaichi	  	Japan	  	26/09/2006
	  	  
 28
	  	Huelva	  	Spain	  	26/09/2006	  	  	59	  	Yung-An No.1 (East)	  	Taiwan	  	26/09/2006
	  	  
 29
	  	Idku	  	Egypt	  	10/05/2007	  	  	60	  	Yung-An No.2 (West)	  	  	26/09/2006
	  	  
 30
	  	Inchon No.1	  	Korea	  	26/09/2006	  	  	61	  	Zeebrugge	  	Belgium	  	26/09/2006
	  	  
 31
	  	Inchon No.2	  	  	26/09/2006	  	  		  		  		  	
										
		  	62 @2	  	Dahej	  	India	  	11/10/2006	  		  	63 @2	  	Damietta	  	Egypt	  	12/06/2007
										
		  	64 @2	  	Hazira	  	India	  	05/04/2007	  		  	65 @3	  	Lake Charles (East)	  	USA	  	10/05/2007
		  	66 @4	  	Ras Laffan No.3	  	Qatar	  	29/03/2007	  		  	67 @2	  	Guang Dong	  	China	  	25/07/2007
		  	68 @2	  	Elba Island North	  	USA	  	05/06/2007	  		  	69 @2	  	Elba Island South	  	USA	  	05/06/2007
		  	  
 70
	  	Freeport	  	USA	  		  		  	71	  	Ras Laffan No.4	  	Qatar	  	
		  	72	  	Ras Laffan No.5	  	Qatar	  		  		  	73	  	Gwangyang	  	Korea	  	
										
		  	74	  	Isle of Grain	  	UK	  		  		  		  		  		  	


  
 Page 53 of 83









 Private and Confidential 

 
 APPENDIX B – Safety and Environmental Monthly Reporting Template

  

			
	Month/Year:	 	

 HSSE all vessels 
  

									
	 LTI

	 Vessel
	  	 Incidents this Month
	  	 Date
	  	 Status
	  	 YTD Total

		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	

  

							
	 Exposure Hours

	 Vessel
	  	 Total for the Month
	  	 Total for the Year
	  	 12 month rolling

		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	

  

											
	 Recordable and reportable cases – for reporting month

	 Vessel
	  	 Medical
Treatment

Case
	  	 Restricted
 Work
 Cases
	  	 First Aid

Cases
	  	 Near

Misses
	  	 Details

		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	

  

									
	 BBS Observations (if applicable)

	 Vessel
	  	 No. of
Obs.
	  	 No. of
Safes
	  	 No. of
Concerns
	  	 Comments

		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	


  
 Page 54 of 83









 Private and Confidential 

 
 Pollution management, all vessels 

 

											
	 General information

	 Vessel
	  	 Monthly
 cargo

discharged
	  	 Monthly
 distance

steamed
	  	 No. of
 bunker

operations
	  	 Total
 bunkers

lifted
	  	 Remarks

		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	

  

																			
	 Fuel consumption

	 Vessel
	  	 HFO
 Cons.
 (mt)
	  	 HFO
S%
	  	 MDO
Cons(mt)
	  	 MDO
S%
	  	 Equip*
	  	 MGO
Cons
(mt)
	  	 MGO
S%
	  	 Equip*
	  	 BOG
Cons.
(m3)

		  		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  		  	

  

											
	 Environmental impact

	 Vessel
	  	 Refrigerant

gas - type
	  	 Refrigerant
 gas
 consumption
–
kg
	  	 Equipment
 requiring

gas
	  	 LNG
 Venting

(m3)
	  	 Oil Spill (Ltr)

		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	
		  		  		  		  		  	

  

							
	 Waste Management

	 Vessel
	  	 Garbage disposed at

Sea (m3)
	  	 Garbage Incinerated on

board (m3)
	  	 Garbage disposed ashore

(m3)

		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	

  

	*	State equipment which consumed MGO and MDO 


  
 Page 55 of 83









 Private and Confidential 

 
 Maintenance, all vessels 

 

									
	 Special Survey Schedule

	 Vessel
	  	 Last
	  	 Yard
	  	 Next
	  	 Remarks

		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	

  

									
	 Intermediate Survey Schedule (state if in-water or dry dock)

	 Vessel
	  	 Last
	  	 Yard
	  	 Next
	  	 Remarks

		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	

  

							
	 Pending Reports to BG (to include On hire and off hire maintenance reports, terminal incidents
etc)

	 Vessel
	  	 Subject
	  	 Status
	  	 Comments

		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	


  
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 Private and Confidential 

 
 Vetting, all vessels 

 

																	
	 Vetting (last)

	 Vessel
	  	 PSC

(Specify Country)
	  	 USCG
	  	 BP
	  	 Shell

	 Validity Dates
	  	 Issued
	  	 Expiry
	  	 Issued
	  	 Expiry
	  	 Issued
	  	 Expiry
	  	 Issued
	  	 Expiry

		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
	 Vessel
	  	 BG
	  	 Repsol
	  	 Other (ISLE OF GRAIN)
	  	 Other (Specify)

	 Validity Dates
	  	 Issued
	  	 Expiry
	  	 Issued
	  	 Expiry
	  	 Issued
	  	 Expiry
	  	 Issued
	  	 Expiry

		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	
		  		  		  		  		  		  		  		  	

  

									
	 SIRE

	 Vessel
	  	 Date of last

inspection
	  	 Inspected by

whom
	  	 Number of
observations
	  	 Next inspection due

		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	
		  		  		  		  	

  

							
	 CAP Status (If applicable)

	 Vessel
	  	 Hull
	  	 Machinery
	  	 Remarks

		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	


  
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 Private and Confidential 

 
 Vessel Name 

 

							
	 Senior officers onboard

	 Position
	  	 Onboard
	  	 Reliever
	  	 Change planned

		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	
		  		  		  	

  

					
	 Technical items (To include any items which may affect the operational
performance)

	 Item
	  	 Due date
	  	 Status

		  		  	
		  		  	
		  		  	
		  		  	

  

					
	 Class related items (to include all CoC’s and MO)

	 Item
	  	 CC/MO #
	  	 Status

		  		  	
		  		  	
		  		  	

  

					
	 Maintenance stops/projects/major events

	 Item
	  	 Due date
	  	 Status

		  		  	
		  		  	
		  		  	
		  		  	

  

							
	 Services

	 Item
	  	 Last / date
	  	 Next
	  	 Remarks

	 Propeller polish
	  		  		  	
	 Hull Scrub
	  		  		  	
	 Main Condenser Cleaning
	  		  		  	


  
 Page 58 of 83









 Private and Confidential 

 
 Definitions and Instructions 

HSSE 
 Lost Time Injury (LTI)

 A disabling occupational injury or illness that results in a person being unfit for work on any day beyond the day of the incident.
“Any day” includes rest days, weekend days, leave days, public holidays or days after ceasing employment. 
 Exposure hours

 The number of officers and crew, multiplied by 24 multiplied by the number of days in the month.

 Medical Treatment Cases (MTC) 

Cases that are not LTIs or restricted work day cases but are more severe than requiring simple first aid treatment. Includes treatment of injuries
administered by physicians and registered professional personnel. Medical treatment does not include first aid treatment even though provided by a physician or registered professional personnel. 

A medical treatment case is defined as one in which: 
  

	 	•	 	 Treatment is carried out by a physician or licensed medical personnel (or would normally have been carried out under the supervision of a doctor)



  

	 	•	 	 There is permanent impairment of bodily functions (i.e. normal use of senses, limbs, etc.) 



 

	 	•	 	 There is damage to the physical structure of a non-superficial nature (e.g. fractures) 



 

	 	•	 	 There are complications requiring follow up medical treatment 



 

	 	•	 	 There was loss of consciousness in the work place. This is a recordable condition and should be included with medical treatment cases.



 Restricted Work Case (RWC) 
 Any work-related injury other than a fatality or lost workday case which results in a person being unfit for full performance of the regular job on any day after the occupational injury. Work performed
might be: 
  

	 	•	 	 an assignment to a temporary job; 


  

	 	•	 	 part-time work at the regular job; 


  

	 	•	 	 continuation full-time in the regular job but not performing all usual duties. 



Where no meaningful restricted work is being performed, the incident should be recorded as a lost time injury (LTI). 

Reportable Incident 
 Any incident
associated with a BG related asset that results or had the potential to result (near miss) in injury to personnel, occupational related illness, damage to the asset, environment or company’s reputation, production loss, process control failure,
security related breach, or the creation of a hazardous or unsafe condition 
 FAC (First Aid Cases) – any one time treatment and
subsequent observation or minor injury such as scratches, cuts, burns and splinters etc, which do not ordinarily require medical care. Such treatments and observations are considered first aid even though provided by a physician or registered
professional personnel. 
 Near Miss 
 Any incident which could have resulted in injury to persons or damage to plant or equipment or harm to the environment, or any activity, which if allowed to continue, could have the potential to cause an
incident. 
 Pollution management 
 General information – state total cargo discharged, distance steamed in nautical miles, total number of bunker operations for the month and total bunkers lifted for the month for each vessel.

 Fuel consumption – state total consumptions for each vessel. 

Note, state which machinery has consumed MDO or MGO, e.g. incinerator 

  
 Page 59 of 83









 Private and Confidential 

 
 Environmental impact 

Only to be completed for any vessel which has a refrigerant loss, LNG venting or an oil spill as per the below definitions: 

Refrigerant gas consumption – any piece of equipment that has been ‘topped up’ with refrigerant gas or had additional gas added
after maintenance or had gas added due to a failure in the machinery or piping should be classed as consumed unless gas has been recovered and is expected to be re-used/recycled. 
 LNG venting – Actual amount of controlled vapour releases (i.e. controlled venting) shall be reported. All uncontrolled vapour releases of an estimated quantity greater than or
equal to 1.0 standard cubic metre shall be reported as an incident. 
 Oil spill - Oil Spills: All oil spills with the potential to harm
the environment and where the amount released is 0.5 litres or more (whether released into a containment system, on deck, or in the water) shall be reported as an incident. All oil spills with the potential to harm the environment of less than 0.5
litres and contained on the vessel shall be reported as a near miss. Oil spills that occur inside machinery spaces with no potential to harm the environment shall be treated as part of an equipment failure or related to the creation of a hazardous
or unsafe condition and reported in accordance with the definition of a Reportable Incident above. 
 LNG spill - All LNG spills of 0.5
litres or more shall be reported as an incident. LNG spills of less than 0.5 litres in the loading manifold or other vessel areas (where the mild steel deck is protected by a stainless steel drip tray, deck or other material resistant to cryogenic
temperatures) do not need to be reported. All LNG spills of less than 0.5 litres, where LNG comes in direct contact with non-cryogenic steel but where no damage to the steel occurs, shall be reported as a near miss. 

  
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 Private and Confidential 

 
 APPENDIX C – Detailed Performance Criteria 

CONTENTS 
  

			
	 Article 1.
	  	 Speed Warranties

		
	 Article 2.
	  	 Timeliness

		
	 Article 3.
	  	 Guaranteed Daily Fuel Consumption

		
	 Article 4.
	  	 Definitions for Fuel Consumption Calculations

		
	 Article 5.
	  	 Basis of Calculation for Fuel Consumption

		
	 Article 6.
	  	 Actual Fuel Consumption on a Voyage

		
	 Article 7.
	  	 Guaranteed Maximum Boil-Off

		
	 Article 8.
	  	 Boil-Off Calculations

		
	 Article 9.
	  	 Spray Cooling, Forced Vaporisation and use of Boil-Off

		
	 Article 10.
	  	 Provisions for Gauging

		
	 Article 11.
	  	 Underwater Cleaning / Waiting at Anchorage

		
	 Article 12.
	  	 Interpretation

		
	 Article 13.
	  	 Weather Limits for Performance Warranties

		
	 Article 14
	  	 Claim Validity Period


  

	1.	Speed Warranties 

  

	(a)	Owners guarantee that the Vessel is capable of steaming and, subject to Article 1(b), shall steam at the Laden Service Speed or the Ballast Service Speed as set out in
Clause 26(a) and (b) as applicable (the “Service Speed”). 

  

	(b)	Charterers may order the Vessel to steam at the Service Speed or at any lesser average speed but not less than the Minimum Speed as set out in Clause 26 (c) and
not at a greater average speed, except with Owners’ consent, which shall not be unreasonably withheld. For the avoidance of doubt, it is agreed that Owners may decline orders to steam at any lesser average speed than the Minimum Speed or at any
greater average speed than the Service Speed for operational reasons. 


  
 Page 61 of 83









 Private and Confidential 

 

	2.	Timeliness 

  

	(a)	Prior to each voyage Charterers may, subject to Article 1(b), instruct the Vessel to proceed so as to arrive at the pilot boarding station at each port at a given date
and time (the “Scheduled Arrival Time” or “SAT”). Provided however: 

  

	 	(i)	In the event that Charterers fail to provide a SAT to Owners the SAT shall be deemed to be the estimated arrival time of the Vessel assuming the Vessel steams at the
Service Speed by the shortest safe route to the named port measured from pilot station to pilot station (a “Sea Passage”) (or the route specified by Charterers, if different) from the time Charterers instruct the Vessel to proceed.


  

	 	(ii)	The SAT shall in any event not be earlier than the estimated arrival time calculated in accordance with Article 2(a)(i). 


 

	 	(iii)	Subject to Article 1(b), Charterers may amend the SAT from time to time during or prior to each voyage to accommodate changes in circumstances concerning the voyage
(the “Amended SAT”). 

  

	 	(iv)	The speed at which the Vessel needs to steam in order to meet the SAT or the Amended SAT or any permissible speed ordered by the Charterers shall be a “Guaranteed
Speed”. 

  

	(b)	Charterers shall compare the actual time of arrival of the Vessel at the pilot station at each port with the SAT save that if the SAT was amended solely for reasons not
attributable to any failure in performance by the Vessel, then such comparison shall be made with the Amended SAT. 

  

	(c)	If the Vessel arrives at the pilot station at the arrival port not later than three (3) hours after the SAT or Amended SAT, where applicable, the Vessel shall be
deemed to have arrived “On Time”. If the Vessel arrives at the pilot station more than three (3) hours after the SAT, or Amended SAT where applicable, the Vessel shall be deemed to have arrived “Late”.


  

	(d)	Subject to Article 2(e) and (f), Charterers shall be entitled to make a deduction from hire in respect of any period by which the Vessel arrives Late.


  

	(e)	Notwithstanding the foregoing but subject to Article 2(f), Charterers shall not be entitled to make any deduction from hire if the Vessel arrives Late to the extent
that such late arrival is caused by one or more of the following during the voyage: 

  

	 	(i)	the incidence of bad weather, being any day in which the Vessel has to proceed in wind force in excess of Beaufort Force 5 for more than 12 (twelve) hours noon to noon,
or 

  

	 	(ii)	poor visibility, or 


  
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 Private and Confidential 

 

	 	(iii)	congested waters, or 

  

	 	(iv)	alterations in speed or course to avoid areas of bad weather, or 

  

	 	(v)	any period spent at a waiting area following arrival, or 

  

	 	(vi)	the saving of life or (with Charterers’ consent) property, (Article 2(e)(i)(ii)(iii)(iv) and (v) being known as “Restricted Periods”), or


  

	 	(vii)	any period when the Vessel is off-hire at sea on any individual voyage. The master shall record in his daily noon report the time lost in the previous 24 hours due to
any of the matters referred to in this Article 2(e). 

  

	(f)	If the Vessel arrives Late the following calculation shall be made to assess the period in respect of which Charterers shall be entitled to deduct hire. The speed of
the Vessel shall be calculated over the Sea Passage excluding all Restricted Periods (the “Achieved Speed”). If the Achieved Speed equals or exceeds the Guaranteed Speed Owners shall be deemed to have met the speed warranties. If the
Achieved Speed is less than the Guaranteed Speed Charterers shall apply the Achieved Speed to the total Sea Passage and the time at which the Vessel would have arrived if steaming at the Achieved Speed shall be the Deemed Arrival Time. Charterers
shall be entitled to deduct hire to the extent to which the Deemed Arrival Time exceeds the SAT by more than three hours. 

  

	(g)	The relationship between this Article 2 and Clause 22 shall be as follows: 


 

	 	(i)	Periods of off-hire under Clause 22 shall be excluded for all purposes from calculations under this Article 2. 


 

	 	(ii)	Article 2 shall apply to deal with lateness to which Clause 22 does not apply pursuant to Clause 22 (b). 


 

	3.	Guaranteed Daily Fuel Consumption 

  

	(a)	Owners guarantee that subject to the other provisions of Appendix C, the maximum daily fuel consumption of the Vessel for all purposes shall not exceed the quantities
tabulated in Clause 26(e) and, where applicable shall be prorated between the speeds shown. 

  

	(b)	The average speed in knots on any Voyage (as defined in Article 4) shall be calculated by reference to the observed distance steamed and the duration of the Voyage, but
excluding from the calculation of average speed the duration of all off-hire periods and distance covered in such periods and excluding the distance covered during any deviation which is not an off-hire period because the Vessel arrives On Time.



  
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 Private and Confidential 

 

	4.	Definitions for Fuel Consumption 

  

	(a)	In this Appendix C: 

  

	 	(i)	“EOP” means the time the Vessel records End of Passage on arrival after any voyage. 


 

	 	(ii)	“FAOP” means the time the Vessel proceeds Full Away On Passage from her departure point on a voyage. 


 

	 	(iii)	“fuel” refers collectively to its two components, fuel oil and Boil-Off, measured in tonnes of Fuel Oil Equivalent, while “fuel oil” refers only to
the oil component of the fuel. 

  

	(b)	For the purpose of fuel consumption calculations a voyage shall, where applicable, be divided into separate segments (each a “Voyage”). A Voyage shall be
deemed to have started either: 

  

	 	(i)	at FAOP or 

  

	 	(ii)	immediately after an off-hire period, or 

  

	 	(iii)	at the time the Vessel alters speed to comply with an amended SAT or otherwise pursuant to Charterers’ orders as the case may be. 


 

	(c)	A Voyage shall be deemed to have ended either: 

  

	 	(i)	at EOP, or 

  

	 	(ii)	immediately before an off-hire period, or 

  

	 	(iii)	at the time the Vessel alters speed to comply with an amended SAT or otherwise pursuant to Charterers’ orders as the case may be. 


 

	5.	Basis of Calculation for Fuel Consumption 

  

	(a)	 For each Voyage the guaranteed fuel consumption shall be calculated by multiplying the maximum daily consumption as determined pursuant to Article 3 by
the duration of the Voyage calculated on the assumption that the Vessel steamed at the Guaranteed Speed. In calculating both the guaranteed fuel consumption and the actual fuel consumption Restricted Periods pursuant to Article 2(e) shall be
excluded. Subject as hereinafter provided, there shall be a saving of fuel for that Voyage equal to the amount by which the guaranteed fuel consumption exceeds the actual fuel consumption and an excess consumption for




  
 Page 64 of 83









 Private and Confidential 

 

	 	 
that Voyage equal to the amount by which the actual fuel consumption exceeds the guaranteed fuel consumption. Such saving or excess shall be adjusted to take into account the Restricted Periods
by dividing such saving or excess by the number of miles over which the fuel consumption has been calculated and multiplying by the same number of miles plus the miles steamed during the Restricted Periods in order to establish the total saving or
excess in fuel consumption for the Voyage. 


  

	(b)	If on any Voyage the Vessel has to steam faster than the Service Speed or slower than the Minimum Speed pursuant to Charterers’ orders, or in order to achieve the
SAT (provided this is not attributable to any failure of performance by the Vessel), the Vessel shall be deemed to have complied with the fuel consumption guarantees for the duration of such Voyage. 


 

	(c)	Owners’ warranties relating to speed and fuel consumption shall not apply to the period between the end of one Voyage and the start of the next Voyage as described
in Article 4. 

  

	(d)	As soon as practicable after receipt of the necessary voyage returns, Charterers shall furnish Owners with their calculations determining fuel consumption on each
Voyage. 

  

	(e)	At the conclusion of the charter period or annually (whichever occurs first) (the “Performance Period”), the quantities of excess fuel used and the quantities
of fuel saved on all voyages in the Performance Period shall each be added up. The total of fuel saved for the Performance Period shall then be subtracted from the total of excess fuel used for the Performance Period and if the balance is positive
Charterers shall deduct from hire due under Clause 11 an amount calculated by multiplying the net excess quantity of fuel consumed for the Performance Period by the weighted average price paid by the Charterers for fuel oil for the Vessel over the
Performance Period in question. If the balance is zero or negative, Owners shall be deemed to have complied with their Fuel consumption obligations for the Performance Period. 


 

	6.	Actual Fuel Consumption on a Voyage 

  

	(a)	The actual fuel consumption on a Voyage shall, subject to Article 6(b), be the sum of, 


 

	 	(i)	the fuel oil consumed during the Voyage (expressed in tonnes ) and excluding any fuel oil used in any off-hire period on that voyage; and 


 

	 	(ii)	the fuel equivalent of the total volume of cargo lost as Boil-Off during the Voyage (expressed in tonnes of Fuel Oil Equivalent) excluding any Boil-Off in any off-hire
period on that voyage and excluding any Boil-Off in excess of guaranteed maximum Boil-Off under the provisions of Article 8. 


  
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	(b)	For the purpose of this Article 6 the Fuel Oil Equivalent of the LNG lost as Boil-Off which is available as fuel during the voyage shall be assumed to be the total
volumetric loss of the cargo, measured in cubic meters, as determined from the difference between gaugings at the loading and discharging ports (in accordance with Article 9), pro rated for the difference between the on hire voyage and gauging times
and multiplied by the Fuel Oil Equivalent factor set out in Clause 26(f). 

  

	7.	Guaranteed Maximum Boil-Off 

  

	(a)	Owners guarantee that Boil-Off shall not exceed: 

  

	 	(i)	the maximum laden Boil-Off percentage stated in Clause 26(g); and 

  

	 	(ii)	the maximum ballast Boil-Off percentage stated in Clause 26(h). 

  

	(b)	If Charterers give orders that require the temperature or vapour pressure of a cargo to fall during a laden sea passage and that order is complied with, the Boil-Off
guarantee shall be deemed to have been complied with on that sea passage. 

  

	8.	Boil-Off Calculations 

  

	(a)	The Boil-Off excess or saving on any sea passage shall be calculated by comparing the guaranteed Boil-Off for the sea passage (i.e. the daily guaranteed maximum
Boil-Off multiplied by the time between gaugings) with the actual Boil-Off. 

  

	(b)	The actual amount of Boil-Off on a sea passage shall be calculated by subtracting the volume of LNG contained in the Vessel’s tanks at gauging after the sea
passage from the volume therein at gauging before the sea passage. 

  

	(c)	If the Vessel was off-hire during any sea passage the excess or saving shall be pro rated in the same proportion as the time on hire is to the total time between
gaugings. 

  

	(d)	At the conclusion of the charter period or annually (whichever occurs first) (the “Performance Period”), the quantities of excess Boil-Off and the quantities
of Boil-Off saved on all trips in the Performance Period shall each be added up. The total Boil-Off saved for any such period shall then be subtracted from the total excess Boil-Off in the same period and if the balance is positive Charterers may
deduct from hire due under Clause 11 an amount calculated by multiplying the said balance by the LNG Price or, if more than one LNG Price is applicable during the Performance Period, the arithmetical average of such LNG Prices. If the balance is
zero or negative, then Owners shall be deemed to have complied with this Clause for the Performance Period. 


  
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	9.	Spray Cooling, Forced Vaporisation and use of Boil-Off 

  

	(a)	If on any sea passage, Charterers order the Vessel to force vaporise LNG to for whatever reason and the order is complied with, the Boil-Off guarantee shall be deemed
to have been complied with on that sea passage. 

  

	(b)	The master shall notify Charterers if he is of the opinion that the Vessel will not, on arrival at the loading port, be able to commence bulk loading within half an
hour after cooling of the loading arms even with spray cooling on the ballast sea passage. 

  

	(c)	Without prejudice to any of Owners’ or Charterers’ obligations under this Article 9; if Owners intend to order spray cooling at any time during the charter
period, Owners agree, if requested by Charterers, to discuss the reasons and technical basis for spray cooling 

  

	(d)	Subject to the provisions of this charter, Owners shall have free use of Boil-Off. Owners shall exercise due diligence to minimise the use of the steam dump system
during the normal operation of the vessel. At no time during the charter period, (except for safety reasons) shall the Vessel use the vent system as a primary means of controlling the cargo tank pressures. Any such safety related venting, or venting
caused by any other reason, shall immediately be reported to Charterers (as required in Appendix B) with full explanation as to why venting was required and duration and quantity of venting. 


 

	10.	Provisions for Gauging 

  

	(a)	The time at which any volume of LNG is determined is referred to in this charter as a gauging time. 


 

	(b)	In relation to any laden sea passage the cargo volume on loading at the start of the laden sea passage shall be the volume of LNG contained in the Vessel’s cargo
tanks measured promptly after the closing of the Vessel’s manifold vapour return valve in the loading port and on discharge at the end of the laden sea passage shall be the volume of LNG contained in the Vessel’s cargo tanks measured
promptly before the opening of the Vessel’s manifold vapour return valve in the discharge port. 

  

	(c)	In relation to any ballast sea passage the LNG heel volume after discharge (i.e. at the start of the ballast sea passage) shall be the volume of LNG contained in the
Vessel’s cargo tanks measured promptly after the closing of the manifold vapour return valve in the discharge port and the LNG heel volume on loading (i.e. at the end of the ballast sea passage) shall be the volume of LNG contained in the
Vessel’s cargo tanks measured promptly before the opening of the Vessel’s manifold vapour return valve in the loading port. 


  
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	11.	Underwater Cleaning / Waiting at Anchorage 

  

	(a)	Charterers may request Owners at any time to arrange for the cleaning afloat of the Vessels’ underwater hull and propeller whereupon Owners shall arrange for the
said cleaning to take place provided that: 

  

	 	(i)	the Vessel is free of cargo but may be under vapour if permitted by the port authority and; 


 

	 	(ii)	in Owners’ opinion such cleaning will not damage in any way the Vessel’s underwater hull coatings and; 


 

	 	(iii)	such cleaning afloat can be carried out safely at a place approved by Owners and where the water is sufficiently clear for an underwater survey to be made of
cleanliness of the Vessel’s hull and propeller immediately thereafter; 

  

	(b)	The cost of such underwater hull and propeller cleaning and underwater survey referred to in Article 11 (a) shall be for Charterers’ account and the Vessel
shall remain on hire for their duration. If the underwater survey shows that both the Vessel’s underwater hull and propeller are clean, a successful cleaning shall be deemed to have occurred. 


 

	(c)	If Charterers order the Vessel to wait at anchorage or in lay up for more than 20 days on any one occasion or more than 60 days comprising periods of not less than 5
days each in any period of 6 months, and, if as a result of such waiting or lay up Owners have good reason to believe that the performance of the Vessel or her fuel consumption is affected and speed and/or fuel warranties can no longer be met
because of fouling then Owners shall so state by written notice to Charterers and if Charterers request, shall carry out an underwater inspection at Charterers’ expense to see if there is fouling of the hull and/or propeller.


 To prevent hull fouling from marine growth during charter period, wherever practically possible, Charterers are
required to steam the Vessel for a period of 24 hours, every 7 days after anchoring, at a speed between 14 and 15 knots. 
  

	(d)	If as a result of the aforesaid inspection, Owners consider that there is evidence of such fouling then if Charterers so request, Owners shall arrange and carry out
cleaning afloat of the Vessel’s underwater hull and propeller provided that the provisions of Article 11 (a)(i), (ii) and (iii) apply. 

  

	(e)	The cost of such underwater hull and propeller cleaning and underwater survey referred to in Article 11 (d) shall be for Charterers’ account and the Vessel
shall remain on hire for their duration. If the underwater survey shows that both the Vessel’s underwater hull and propeller are clean, a successful cleaning shall be deemed to have occurred. 


  
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	(f)	If any inspection pursuant to Article 11 (c) reveals the presence of hull or propeller fouling, or if Charterers decline to request an inspection following receipt
of a notice from Owners under Article 11 (c), then from the time Owners give written notice that performance is affected by fouling, Owners shall be deemed to have complied with the speed and fuel warranties until the completion of the next periodic
dry-docking or successful cleaning, whichever occurs sooner. 

  

	12.	Interpretation 

  

	(a)	In this Appendix C, “Article” shall mean an Article of this Appendix, and “Clause” shall mean a Clause of the charter. 


 

	(b)	In the event of any conflict between the charter and Appendix C, Appendix C shall prevail. 


 

	13.	Weather Limits for Performance Warranties 


Speed, boil-off and fuel consumption warranties defined in this Appendix are not valid under weather conditions in which the Vessel has to proceed in wind
force in excess of Beaufort Force 5 for more than 12 (twelve) hours noon to noon. 
 For the purposes of calculating claims, the Wind Force
reported in the Master’s noon report shall be used. Charterers may employ the services of a reputable weather reporting company at their own cost. In any dispute, the weather reporting company numbers shall prevail. 

  
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 APPENDIX D – Gas Form C 

Hyundai Heavy Industries S No. 1734 
 FORM C (GAS) 
 VESSEL’S SPECIFICATIONS AND THE GAS
INSTALLATION, WHICH ARE REPRESENTED BY THE OWNERS. 
  

	 	A.	VESSEL’S CHARACTERISTICS 

 PREAMBULE 
  

					
	S/S	  	:	  	LNG CARRIER “CLEAN FORCE”
			
	OWNER	  	:	  	SEACROWN MARITIME LTD.
			
	OPERATOR	  	:	  	SEACROWN MARITIME LTD.
			
	FLAG	  	:	  	Marshall Islands
			
	BUILT	  	:	  	2008
			
	DATE OF DELIVERY	  	:	  	15TH JANUARY 2008

  

			
	CLASS:	 	LR+100A1 Liquefied Gas Tanker, Ship type 2G, Methane (LNG) (membrane tanks 0.25 bar G, -163C, 500 kg/m3), Ship Right (SDA), *IWS, LI, EP. ICE CLASS 1A FS. LMC UMS, ICC, NAV1,
IBS Ship Right (FDA PLUS, CM, BWMP(S), SCM, SERS, SEA (HSS-4, L, VDR)) PART HIGHER TENSILE STEEL.

  

					
	GRT     International: 100,244	  	Suez: 103,525.75	  	Panama: N/A
			
	NRT     International: 30,073	  	Suez: 88,241.74	  	Panama: N/A

  

			
	IS VESSEL BUILT ACCORDING TO:	  	USCG REGULATIONS? YES


			
		
	HAS VESSEL RECEIVED USCG APPROVAL?	  	YES VALID UNTIL 24 FEB 2011.


  
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	HULL:	 		 		 	
	LOA	 	:	 	288.18 m	 	
	LBP	 	:	 	275.00 m	 	
	BREADTH	 	:	 	44.20 m	 	
	DEPTH (moulded)	 	:	 	26.00 m	 	
	SUMMER DRAFT(moulded):	 	12.35 m	 	                (Corresponding deadweight: 84,598 T)
	SUMMER DRAFT (extreme):	 	12.37 m	 	
	DESIGNED DRAFT	 	  :	 	11.35 m	 	
	LIGHT WEIGHT	 	:	 	31,727 T	 	
	FWA	 	:	 	274 mm	 	
	KTM	 	:	 	52.54 m	 	                (Antenna + Xmas tree lowered: 50.75 m)


  
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 69. ESTIMATED DRAFT WITH FULL CARGO AND FULL BUNKERS

  

									
	Product	 	 Draughts (moulded)
	 	Corresponding
	 LNG
	 	 Forward
	 	 Mean
	 	 Aft
	 	 Deadweight

					
	Designed draught	 	11.35 m	 	11.35 m	 	11.35 m	 	74,079 MT
					
	Max draught	 	12.35 m	 	12.35 m	 	12.35 m	 	84,598 MT

  

					
	Immersion at draft :	 	11.35 m=	  	104 MT/cm
		 	12.35 m=	  	106 MT/cm

  

							
	COMMUNICATION EQUIPMENT	  		  	
			
	CALL LETTERS	  	:	  	*****
	RADIO STATION NORMALLY WATCHED	  	:	  	YES
	RADIO TELEX (NBDP)	  	:	  	YES - MMSI : *****
	(VHF + MF)	  		  	
	RADIO TELEPHONY	  	:	  	YES
	VHF	  	:	  	YES
	SATELLITE COMMUNICATION “F-77”	  	:	  	*****
			
	SATELLITE COMMUNICATION “F-33”	  	:	  	*****
			
	SATELLITE COMMUNICATION “C”	  	:	  	*****
			
	E-MAIL ADDRESS	  	:	  	*****
			
	MACHINERY	  		  	
				
	MAIN ENGINE	 	-Make and type	  	:	  	Main Turbine Maker : Kawasaki Japan : One (1) set
				
		 		  		  	Type : KHI – UA400 Two Cylinder Cross Compound Marine steam turbine, consisting of a HP turbine and LP turbine with built-in astern turbine.
		 	- Service power	  	:	  	MCR 39,000 BHP @ 88 rpm
		 	- Normal output	  	:	  	35,100 BHP @ 85 rpm.
		 	- Grade of fuel used	  	:	  	up to 700 cSt @ 50 oC
				
	AUXILIARIES	 	- Type and make	  	:	  	Two (2) sets of Turbogenerators SHINKO RG 92-2
				
		 		  		  	Multi-stage, impulse type with reduction gear.
				
		 	- Service power	  	:	  	3,850kW each
		 	- Type and make	  	:	  	One (1) set of Diesel Generator
		 		  		  	HHI-MAN B&W 9L34/40
		 		  		  	4-stroke trunk piston type.
		 	- Service power	  	:	  	3,850 kW.


  
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 SPEED 

The guaranteed average sea speed at the designed draft of 11.35m, on even keel and on a year period shall be ***** knots under weather conditions
not exceeding Beaufort scale 5,50% LOADED – 50% BALLAST. 
 CONSUMPTION / DAY 

AT SEA: 
  

			
	MAIN ENGINE	  	
		
	 Speed
	  	100 % HFO (HCV 10,280 kcal/kg)
	 *****
	  	*****

 IN PORT: 
  

			
	AUX. ENGINE	  	*****T/day in case D/G running only.
		
	BOILERS	  	***** T/day depending on operations

 Section 69.01 PERMANENT BUNKER CAPACITY ALLOWING AN ULLAGE OF 95 % 

 

							
	HFO (incl. low sulphur oil)	  	6,784.3 MT	  	(SG – 0.99 MT/m3)
	DIESEL (MDO+GO)	  	360.1 MT	  	(SG – 0.85 MT/m3)
	LUB OIL	  	308.0 MT	  	(SG – 0.90 MT/m3)

 B. CARGO INSTALLATIONS 

1. TRANSPORTABLE PRODUCTS AND RESPECTIVE QUANTITIES, calculated in accordance with IMO - maximum filling formula. 

 

																	
	 Cargo tanks
	  	100% capacity
At 20 deg C
Excluding dome	 	  	98.5 % capacity
At –160oC
Excluding dome	 	  	98 % capacity
At 
–160oC
Excluding dome	 	  	LNG 98 % filling
SG: 
0,50
@ -163°C
Excluding dome	 
	 	  	(m3)	 	  	(m3)	 	  	(m3)	 	  	MT	 
					
	 Tank 1
	  	 	24629.648	  	  	 	24,260.203	  	  	 	24,137.055	  	  	 	12068.5	  
	 Tank 2
	  	 	43246.630	  	  	 	42,597.931	  	  	 	42,381.697	  	  	 	21190.8	  
	 Tank 3
	  	 	43213.747	  	  	 	42,565.541	  	  	 	42,349.472	  	  	 	21174.7	  
	 Tank 4
	  	 	38652.739	  	  	 	38,072.948	  	  	 	37,879.684	  	  	 	18939.8	  
		  	  
	  
	 	  	  
	  
	 	  	  
	  
	 	  	  
	  
	 
					
	 TOTAL
	  	 	149,742.764	  	  	 	147,496.623	  	  	 	146,747.908	  	  	 	73373.8	  
		  	  
	  
	 	  	  
	  
	 	  	  
	  
	 	  	  
	  
	 

 Note : MAX DENSITY OF CARGO: 500kg/m3. 

  
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 2. OTHER TRANSPORTABLE PRODUCTS 

NIL 
 3.
TANKS 
  

					
	3.1. Working pressure	  	:	  	Between 70 – 200 mbar g
	3.2. Valve setting	  	:	  	0.25 bar g (opening)
		  		  	0.22 bar g (closing)
	3.3. Maximum vacuum obtainable	  	:	  	-1 kPa g (safety valve)
	3.4. Maximum specific gravity	  	:	  	0.500 MT/m3
	3.5. Maximum temperature acceptable	  	:	  	-163°C (0°C = 273 K)

 4. LOADING RATE  
 4.1. ex atmospheric storage, with gas return : 
 About 13,500cm/hr at not more
than 2.0 bar g pressure at the flange connection between ship and terminal 
 Loading full cargo within 12 hours using three
(3) liquid manifolds and a vapour manifold excluding cooling down time and provided ample vapour return facilities on shore. 
  

			
	 without vapour return :
	  	N/A.

 4.2 UNLOADING 
 About 14,400cm/hr with a back pressure at the flange connection between ship and terminal not exceeding 100 mlc of liquid LNG of S.G. 0.47 measured inboard of the manifold strainer with cargo tanks at mid
level. 

  
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 Unloading full cargo within 12 hours using three
(3) liquid manifolds and a vapour manifold excluding build up period for starting pumps and slow down or stripping at the end of unloading. 
 5. CARGO PUMPS. 
  

			
	5.1.	  	Main cargo pumps :


					
	Type	  	:	    	electric motor driven submerged vertical centrifugal 16EC-24
	Make	  	:	    	EBARA International Corp.
	How many	  	:	    	Eight (8) (2 per tank)


					
	Maximum specific gravity	  	:	    	0.500 T/m3

  

			
	5.2.	  	Capacity each (CBM/hour) : 1,800 m3/h at 155 m. T.H.

  

					
	Two speed or variable speed	  	:	  	No
	Max Working pressure LNG	  		  	10.0 kg/cm2 g

  

			
	5.3.	  	Location:         within cargo tanks
		  	 Removable:     No



 

			
	5.4.	  	Stripping / Spray pumps :        Four (4) (1 in each tank)
		  	 Type:        Electric motor driven, Vertical, Centrifugal, Submerged,
2EC-12

		  	   Maker: EBARA International Corp.



 

			
	5.5.	  	Capacity (CBM/hour) :    50
m3/h x 145 m.T.H. (S.G. max 0.500 T/m3)
		  	Max Working pressure :  LNG 10.0
kg/cm2
g

  

			
	5.6.	  	Location :        within cargo tanks


 

			
	5.7	  	Emergency cargo pump :         One (1)
		  	Type:          Electric motor driven, Vertical, Centrifugal, Submersible 8ECR-12
		  	Maker:        EBARA International Corp.


 

			
	5.8	  	Capacity (CBM/hour) :        550 m3/h 155 m.T.H. (S.G. max 0.500 T/m3)


 

			
	5.9	  	Location :        Deck Store (can be installed in cargo tanks 1, 2, 3 &
4)


			
		
	5.10	 	What amount of cargo remains in tank after completion pumping before stripping:


 

					
	- liquid	 	:	  	abt. 1198 m3 on evel keel condition
	- vapour	 	:	  	N/A


6. STRIPPING 
  

			
	6.1.	  	Stripping system if any: See above paragraph 5.4 for Stripping/spray pumps.


  
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	6.2.	  	Time required to remove all traces of liquid cargo as stated in 5.10 for about four (4) hours


7. CARGO COMPRESSORS 
  

							
	7.1.	  	Type	  	:	    	High Duty Compressors CM400/55
		  	Maker	  	:	    	Cryostar
		  	How many	  	:	    	Two (2) sets, 32,000 m3/h each.
				
		  	Total flow:	  		    	64,000 m3/h
		
	7.2.	  	Are compressors oil free: Yes
				
	7.3.	  	Type	  	:	    	Low Duty Compressors CM300/55
		  	Maker	  	:	    	Cryostar
		  	How many	  	:	    	Two (2) sets, 8,500 m3/h each
		  	Total flow	  	:	    	17,000 m3/h

 8. INERT GAS SYSTEM 

 

							
	8.1.	  	Does the vessel use inert gas?	  	:	    	Yes
		  	Maker	  	:	    	Smit Gas Inert Gas Generator (one (1) set)
				
		  	If so, state utilization and quantities	  	:	    	Inerting, drying & aeration.
		  		  		    	Capacity : 15,000 Nm3/h

  

					
	8.2.	  	Can the vessel produce inert gas?	  	Yes
		  	If so, state type and composition of gas produce


			
	O2	  	Max 0.5 % by volume
	CO	  	Max 100 ppm by volume
	SOx	  	Max 10 ppm by volume
	Nox	  	Max 100 ppm by volume
	CO2	  	about 14.0 % vol by volume
	N2	  	Balance
	
	Dew point : -45oC @ atmospheric pressure

  

			
	8.3.	  	Maximum capacity :        15,000 Nm3/h with discharge press. 250 mbar g


 

			
	8.4.	  	State if there are storage facilities for inert gas on board: No


 

			
	8.5.	  	 State if any supply of nitrogen may be required: Yes 



 

					
	- for what purpose	 	:	 	 Breeding in insulation spaces of the cargo tank to maintain pressure, purging of the gas fuel line, cargo pipes, vent masts, fire extinguishing in the
vent masts , purging of boiler hood headers and for sealing of cargo compressors glands.

			
	- what quantities	 	:	 	 Two (2) sets of Nitrogen generators.

	Type  	 	:	 	 Membrane separation, low pressure.

	Maker	 	:	 	 Air Products

	Capacity	 	:	 	 125 Nm3/h with dewpoint –65°C , each

	Tank       	 	:	 	 One (1) N2 Buffer tank 30 m3 capacity at pressure 1020 kPa



  
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 9. GAS FREEING 

 

			
	9.1.	  	State method used giving all details:
		  	 - Introducing inert gas into cargo tanks for replacement of warm vapours.

		  	- Introducing dry air into cargo tanks for replacement of inert gas.
		  	  
 Dry air blowers (IGG Plant) : Two (2) sets, each 7,500
Nm3/h


  

							
	9.2.	  	State time required for gas freeing	 	: about 36 hours (warm up)	  	
		  		 	    “ 20 hours (inerting)	  	
		  		 	    “ 20 hours (aeration)	  	
		  		 	  
	  	
		  		 	about 76 hours in total	  	
		  	  
 Time required for displacing IG with dry air : about
20 hours


  

			
	9.3	  	State consumption of inert gas if any : about
300,000m3


 10. CHANGING GRADE 

 

			
	10.1	  	From A to B : From completion discharge of cargo A, time required in hours and other gas in CBM.


 

							
	 B
	  	 LNG
	  	 INERT GAS
	  	 DRY AIR

	 A
	  	  	  	  	  	  
		  		  	 CH4 less than 2 %
 Vol 20
hours
	  	
	LNG	  		  		  	
		  		  	 300,000 m3
 Inert gas
	  	
		  	 CO2 less than 1% Vol
 20
hours
	  		  	 O2 = 20 % Vol
 20
hours

	INERT GAS	  		  		  	
		  	 280,000 m3
 LNG
	  		  	 300,000 m3
 Dry air

		  		  	 O2 less than 2 % Vol
 20 hours
	  	
	DRY AIR	  		  		  	
		  		  	 300,000 m3
 Inert gas
	  	


  
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 Warming up / inerting : Total about 56 hrs 

Cooling down : about 10 hrs Tank mean temperature : -130 oC 

 

					
	10.2.	  	Can this operation be carried out at sea? Yes
		
	10.3.	  	Can the ship measure the number of LNG in a vapour phase? No
		
	10.4.	  	Has vessel deck tank for changing grade/cooling operations? No
		
	10.5.	  	Deck tanks :N/A

 11. COOLING BEFORE LOADING 

For fully-refrigerated ship what quantity of cargo is needed and time required, to pre-cool tanks to have them ready to load. (Starting
with tanks at ambient temperature filled with cargo vapour and with no vapour return to shore.) 
  

					
	CARGO	 	MT	 	HOURS
			
	LNG	 	abt 550 m3 = 300 MT	 	15 (including cool down lines)

 12. CARGO BOIL OFF / WARM UP HEATER : 

 

					
	12.1.	  	State heating source:	  	Steam.
			
	12.2.	  	Maker :	  	Cryostar
		  	Type :	  	BEU 108-UT- 38 /34 -4.6 & BEU 21-UT-38/34-3.2
		  	Number of units : 	  	Two (2) sets (High Duty and Low Duty)
		  	Capacity :	  	High Duty Heater : 37,200 kg/hr
		  		  	Low Duty Heater : 12,000 kg/hr

 13. CARGO VAPORIZER 

 

			
	13.1 : LNG VAPORIZER :
	 Maker :
	  	Cryostar
	 Type :
	  	BEU 65-UT-38/34-5.6
	 Capacity :
	  	22,000 kg/h
	 Number of units : 
	  	One (1) set
	
	13.2 : LNG FORCING VAPORIZER
	 Maker :
	  	Cryostar
	 Type :
	  	BEU 34-UT-25/21-3.6
	 Capacity :
	  	7,100 kg/h
	 Number of units : 
	  	One (1) set


  
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 14. REFRIGERATING APPARATUS 

N/A 

15. MEASURING APPARATUS 
  

			
	What gauges on board?	  	
	        Primary system :	  	Radar beam system. Maker SAAB.
	        Secondary system :	  	Float type level gauge. Maker Whessoe.

 16. SAMPLES 
  

			
	16.1.	  	State how tank atmosphere samples can be taken and where from?
		  	 Through sample valves at tank Liquid / gas domes.

		  	 Level : Bottom – Mid – Top

		  	 Standard of fitting? Double ball valve ND15 mm.

		
	16.2	  	Same question for cargo ? Double ball valves ND15 mm & ND8mm.
		
	16.3.	  	Are sample bottles available on board? No

 17. CARGO LINES 
  

			
	17.1.	  	Is ship fitted with a port and starboard cargo manifold?             YES

  

			
	BOW	  	
	Liquid 1	  	16” 150 ANSI
	Liquid 2	  	16” 150 ANSI
	Vapour	  	16” 150 ANSI
	Liquid 3	  	16” 150 ANSI
	Liquid 4	  	16” 150 ANSI
	STERN	  	

  

			
	17.2.	  	Position of cargo manifold : Centre L-L-V-L-L.

  

			
	- distance from bow :	  	144.83 m
	- distance from stern:	  	143.35 m
	- height above deck / driptray :	  	4,938/1,394 m
	- distance from ship’s rail :	  	3,150 m
	- height from underside keel :	  	30.938 m
	- distance between lines :	  	3.0 m

 Height above waterline : 

 

					
	- when light ballast :	  	draught 9.18 m	  	21.758 m
	- when loaded :	  	draught 12.35 m	  	18.588 m


  
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 Private and Confidential 

 
 Loading connection  

height from centre of flange to first obstacle downward below each flange : 1.379 m 

 

					
	17.3. Liquid line :	  	- diameter :	  	400mm
		  	- flange - size :	  	16”
		  	- type :	  	150 ANSI RF type (Max Work Press 10 Bar – 145psi)

  

					
	 Vapour line :
	  	- diameter :	  	400mm
		  	- flange - size :	  	16”
		  	- type :	  	150 ANSI RF type(Max Work Press 10 Bar – 145 psi)

 17.4. What reducers on board? 

 

			
	For chicksan	  	10 × 16”- RF (ship side)–> 16”- FF ANSI (shore side)
		
	For STS	  	4 × 16” –> 8” ANSI
		
	For N2 receiving	  	N/A

 17.5 Strainers for liquid manifolds 

Type : portable conical dual flow type. 
 8 sets x 16” with mesh size of ASTM 60, four (4) sets directly fitted on liquid dome manifold and four (4) sets to be installed in Cargo gear locker. 

17.6. Is ship fitted with stern discharge? NO 
 - liquid line - diameter : 
 - flange - size : 

- type : 
 18. REGASSIFICATION
SYSTEM N/A 
 18.1 High pressure pumps 

			
	Type:	  	
	Maker:	  	Electric Co., Ltd.

 Capacity: xxx m3/hr x xxxx m. T. H. 
 18.2 High pressure vaporizer 

			
	Type:	  	design
	Maker:	  	Inc.

  

					
	Capacity:	  	normal flow rate	  	mmscfd
		  	Max flow rate	  	mmscfd


  
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 Private and Confidential 

 
  

			
	18.3	  	Send out:

  

			
	-	  	NG output: MMSCFD at nominal operation in Open Loop operation mode
		
	-	  	NG Output MMSCFD at nominal operation in Closed Loop operation mode.
		
	-	  	NG output: MMSCFD at peak operation with all units in operation and heating water greater than oC (65 °F)
		
	-	  	Minimum operation: MMSCFD utilizing large HP pump
		
	-	  	 Minimum operation: MMSCFD utilizing small HP pump.
  

(Outputs lower than MMSCFD are not considered as normal operations)

		
	-	  	NG outlet pressure at swivel: between bar g – bar g.
		
	-	  	NG outlet temperature limit at swivel: Minimum -
oC
		
	-	  	NG outlet flow velocity limit at STL: Maximum m/s
		
	-	  	NG outlet temperature at vaporizer outlet: Minimum + oC (40oF)

  

			
	18.4	  	 Turret / HP Manifolds 

		
		  	Discharging of NG can be performed through an internal turret arrangement connected to an offshore buoy or to a high pressure manifold located at Portside or starboard
side.

  

			
	18.4.1	 	 Location of HP manifolds 

		
		 	Size: ” ANSI

  

					
	- distance from bow :	  	m	  	
	- distance from stern:	  	m	  	
	- height above deck:	  	m	  	
	- distance from ship’s rail :	  	m	  	
	- height from underside keel :	  	m	  	
	  
 Height above waterline :
	  		  	
	- when light ballast :	  	draught     m         m	  	
	- when loaded :	  	draught     m         m	  	


  
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 Private and Confidential 

 
 19. HOSES 

 

	
	 Are serviceable hoses available on board? YES



 19.1 For Ship to Ship transfer : 4 sets (2 sets for liquid line and 2 sets for vapour line) of Cryogenic flexible hoses size:
8” , length 4 m with ANSI 150# on both end. 
  

					
	19.2	  	Minimum temperature acceptable :	  	-163 oC
		  	Maximum pressure acceptable :	  	10 bar
			
	19.3	  	For what products are hoses suitable?	  	LNG

 20. DERRICKS / CRANES 

 

			
	- How many :	  	2 cranes
	- Where situated?	  	Adjacent to manifolds on centre line of ship
	- Lifting capacity:	  	10 MT SWL
	- Maximum distance from ship’s side of lifting hook when derrick swung outboard? 13.0 m

 21. SPECIAL FACILITIES.  

 

					
	21.1.	  	How many grades can be segregated?	  	1
	21.2.	  	How many cooled simultaneously?	  	1
	21.3.	  	Can vessel sail with slack cargo tanks?	  	 : YES FOR EMERGENCY SHIFTING / NO FOR NORMAL VOYAGE
 Minimum permissible upper sloshing limit above 70% of tank height and maximum permissible lower sloshing limit below 10% of tank length.



  
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 Private and Confidential 

 
 APPENDIX E – Crew Experience Matrix

  

					
	Seagoing Experience
			
	 	  	 Combined
	  	 Individual minimum experience

	Master	  	12 years	  	4 years
	Chief Officer	  	  	2 years
	Senior 2nd
Officer	  	—  	  	1 year
	Chief Engineer	  	14 years	  	4 years
	2nd 
Engineer	  	  	2 years
	Gas Engineer	  	  	2 years
	3rd Engineer
(x2)	  	—  	  	6 months
	
	LNG Vessel Experience
			
	 	  	 Combined
	  	 Individual minimum experience

	Master	  	4 years	  	Minimum 30 days Observer time on LNG vessel if 4 years experience with another Dangerous Cargo Endorsement OR 2 years LNG experience
	Chief Officer	  	  	At least 1 year on LNG vessel in rank or as Second Officer
	Gas Engineer	  	  	At least 1 year on LNG vessel in rank or as another Engineering Officer
	Chief Engineer	  	4 years	  	Minimum 30 days Observer time on LNG vessel if 4 years diesel experience / 2 years steam experience on non-LNG vessels
	2nd 
Engineer	  	  	Minimum 30 days Observer time on LNG vessel if 2 years diesel experience / 1 year steam experience on non-LNG vessels
	3rd Engineer
(x2)	  	  	Minimum 30 days Observer time on LNG vessel (cadet service on LNG vessel counts as observer time)

 Notes: All experience periods are in years of sea time 

  
 Page 83 of 83









 Methane Services Ltd 
 100 Thames Valley Park Drive 
 Reading, Berkshire RG6 1PT, UK 

Telephone: +441189 293431 
 Fax: +441189 293475 
 Registered in England and Wales 

no. 737366 

13 October 2010 
 Seacrown
Maritime Ltd. 
 C/O Dynagas Ltd. 
 94,
Poseidonos Avenue & 2 Nikis Street 
 166-75 Glyada, Athens Greece 
 Telephone: +30-210-891-7960 
 Fax: +30-210-894-7275 

Attention: LNG Coordination Department. 
 RE:
Amendment No. 1 to Time Charter of CLEAN FORCE dated 2 October 2010 
 Dear Owner: 

Reference is made to the Time Charter of the CLEAN FORCE dated 02 October 2010 (hereinafter the “Charterparty”) between Seacrown Maritime
Ltd, a company incorporated under the laws of Marshall Islands and having its registered office at Ajeltake Road, Ajeltake Island, Maujuro, Marshall Islands, 96960 (hereinafter referred to as “Owners”) and Methane Services Limited (MSL), a
company incorporated under the laws of England and Wales and having its registered office at 100 Thames Valley Park Drive, Reading, Berkshire RG6 1PT, United Kingdom (hereinafter referred to as “Charterers”): The capitalized terms not
otherwise defined in this letter have the meanings set forth for such terms in the Charterparty. 
 Owners and
Charterers hereby agree to amend the Charterparty to reflect the following: 
 APPENDIX E - Crew Experience Matrix shall be amended, as
follows: 
 Owners employ onboard the Vessel one (1) Third Engineer and one (1) Fourth Engineer instead of two (2) Third
Engineers. When the vessel is on Unmanned Machinery Space (VMS) mode both officers on watch have combined a minimum LNG steam vessel experience level of 1 year (inclusive of cadet service). 

Please verify your agreement to the foregoing by executing the below. 
  

	
	Sincerely,
	
	/s/ B. A. Bhat
	 Amrit Bhat

	 Director, METHANE SERVICES LIMITED


 AGREED AND ACKNOWLEDGED FOR AND ON BEHALF OF SEACROWN MARITIME LTD. 

 

	
	By: /s/ Ioannis Edipidis
	
	Name: Ioannis Edipidis
	Title: Attorney-in-Fact








 FORM OF 
 ADDENDUM No 2 TO THE TIME CHARTERPARTY 
 Between 

SEACROWN MARITIME LTD 
 As Owners 
 And 

Methane Services Limited 
 As Charterers 
 For the charter of 

CLEAN FORCE 

As the Vessel 
 Dated 2nd October, 2010 

The Parties have agreed to insert the following sub-clause 4 e) under Clause 4: 
 “4 e) Notwithstanding any other provision of this charter, the Vessel shall not trade in areas that are in breach of sanctions imposed by any of the following: United Nations Security Council,
United States of America or European Union” 
 Agreed this day October     , 2013 

 

	
	SEACROWN MARITIME LTD
	
	 Name:

	
	 Title:

	
	METHANE SERVICES LIMITED
	
	 Name:

	
	 Title: