Bulk Operations Manual - 01 Sep 2015

Bridge & Deck Procedures• Precautions shall be taken to protect personnel, equipment etc. from the dust of the cargo.• During handling of the cargo, “NO SMOKING” signs shall be posted and no naked lights or other ignition sources permitted.• Suitable precautions shall be taken before entering cargo spaces, which be depleted of oxygen and/or contain a flammable atmosphere.• The ship shall be provided with a detector suitable for measuring hydrogen in an oxygen depleted atmosphere and for use in a flammable atmosphere.• Cargo temperatures and hydrogen concentrations in hold atmospheres shall be measured at regular intervals during the voyage.• If the hydrogen concentration exceeds 1 per cent or the cargo temperature exceeds 65oC, appropriate safety precautions shall be taken. If in doubt, expert advice shall be sought.• Bilge wells shall be checked regularly for the presence of water.• The hydrogen concentration shall be measured in the holds prior to opening the hatch covers. 14.4.4 Liquefaction of Iron ore fines and nickel ore Cargoes that are at risk of liquefaction are those containing at least some fine particles and some moisture, although they need not be visibly wet in appearance. The most widely known cargoes with this hazard are mineral concentrates, although many other cargoes can also liquefy, such as fluorspar, certain grades of coal, pyrites, millscale, sinter/pellet feed, etc. The lowest moisture content at which liquefaction can occur is called the Flow Moisture Point (commonly abbreviated FMP). Its numerical value can vary widely even for cargoes with the same description. It is not possible to predict the FMP of a given cargo from its description, particle size distribution or chemical composition and the FMPControlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 16 of 17

Bridge & Deck Procedures therefore needs to be determined by laboratory testing separately for each cargo provided by each shipper.• Both SOLAS and the IMSBC Code incorporate provisions intended to ensure that only cargoes with sufficiently low inherent moisture content to avoid liquefaction are loaded.• Strict adherence to these provisions is the only safe way of carrying these types of cargoes. Documentation and Filing o Deck Log Book Distribution o Onboard References o IMSBC Code o Insurance Section o P&I Club List of Correspondents o JSA Builder Risk Assessment ToolControlled Revision: 01 Jun 2013BOM Part A – BDP Doc No. 014DRY CARGO OPERATIONS Approval: WBF Page: 17 of 17

Bridge & Deck Procedures15.0 Statutory Certificates and Records  Purpose o To specify guidelines on the maintenance and upkeep of statutory certificates and records  Application o All Ships  Responsibility o Shipboard Management Team o Technical Superintendent 15.1 Certificates Renewal The Master is to ensure that the vessel has all the necessary certificates for the intended trading pattern and that they are valid. Before a certificate expires, renewal must be applied for in ample time. The Master shall keep a separate file for the vessel's \"Trading Certificates\" with a list of the contents showing issuing date and validity (File Index 4.1). Any recommendations or conditions of class issued in connection with renewal, annual or intermediate surveys are to be complied with, immediately, and SeaTeam is to be advised of their imposition and correction. • Every COC is to be entered in the ShipNet Database as a Non- Conformity with alert & closure dates set to activating in advance expiry of the COC Class and Statutory Surveys Separate files shall be maintained for class quarterly and annual status reports, surveys reports and correspondence with the Flag State. See File No 4.2 5.1 and 5.2. Specific attention is drawn to the Liberian FlagControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 015STATUTORY CERTIFICATES & RECORDS Approval: WBF Page: 1 of 3

Bridge & Deck ProceduresState Annual Safety Inspection. On Liberian Flagged vessels, theMaster must ensure that the annual safety inspection is carried out asper Liberian Maritime Regulation 7.191 (ref.: RLM-300). The Master isto ensure that class and statutory surveys are carried out within thedue dates. The Master is to coordinate this with the superintendentand Fleet Group Manager. The Fleet Group Manager and superintendentare to be advised immediately of any defects, deficiencies and damagesaffecting class or a certificate.Notification of Expiry DatesOn the date which a class certificate expires, (windows taken intoconsideration) classification of the ship and all other class certificateswill be suspended automatically. The result of this is that the ship'sinsurance cover will become invalid. Therefore, the Master is toregularly review the certificate situation with the Chief Engineer andwithin the Sunday message advise of any certificate which are due toexpire within the next four (4) weeks.15.2 Multiple Load Line CertificatesFor any change of freeboard: • Only one set of marks shall be visible on the ships side and the associated load line certificate shall be displayed at all times • The remaining load line marks shall be properly obliterated with paint and the remaining load line certificate (s) not being used, shall be kept away from the one in use; and • An official entry shall be made in the official log book every time the load line mark has been changed • Other statutory certificates with indication of deadweight not corresponding to the international load line certificate in use, shall also be kept away from the one in use. • If not required to be recognized by a RO (Class), as is the case for Honk Kong Flag, vessels, Masters are to refer to and maintain copy of the flag circular on Multiple Load linesControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 015STATUTORY CERTIFICATES & RECORDS Approval: WBF Page: 2 of 3

Bridge & Deck Procedures Documentation and Filing o SeaTeam Form No. TECH 046 – Certificates & Surveys Distribution o Full Management Vessels – File Originals References o NilControlled Revision: 01 Sep 2015BOM Part A – BDP Doc No. 015STATUTORY CERTIFICATES & RECORDS Approval: WBF Page: 3 of 3

Bridge & Deck Procedures16.0 Deck & Cargo Gear Maintenance  Purpose o To specify requirements for Cargo Gear Register  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate16.1 General Deck MaintenanceGeneral deck maintenance is the responsibility of the Chief Mate & thedeck officers & senior ratings (Bosun & pump man) are to coordinatemaintenance under his direction.Maintenance includes: • Load line, pollution control & safety equipment & fittings. • Safe access ways, ladders, passages, etc. • Cargo handling & preparation equipment. • Corrosion protection & cosmetic housekeeping (painting & greasing). • Tanks, void spaces, cargo & ballast spaces. • Vents, openings & hatches. • Mooring, anchoring, lifting equipment.Controlled Revision: 01 Jan 2013BOM Part A – BDP Doc No. 016DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 1 of 6

Bridge & Deck ProceduresRepair of reported defects. All cargo gear must be entered in the cargogear register. This includes al loose gear such as hooks, blocks, chainsetc.16.2 Cargo Gear Register • The cargo gear register must contain a “rigging plan” that lists where all lose gear is being used, i.e. which blocks, hooks, swivels etc. are being used with which crane etc. • All lifting gear must be certified and the certificate must be on file, ready for inspection when required. The certificate lists the identification mark on each item of gear. • Annual examinations must be done at least every 12 months. A competent person such as Master, Chief Engineer or Chief Mate can do this provided the certificate of class does not have notation referring to the cranes. It is recommended that this be done at the time of annual surveys where the attending surveyor should be asked to stamp the cargo register. • Every 5 years the cargo gear must be load tested and this must be recorded in the cargo gear register. This can only be done by Class surveyor. Some confusion occurs at this point as the proof loads required for loose gear is greater than that of the crane. However, if the block, hook etc is permanently attached to the crane, it is not considered as loose gear. • Every 5 years, all loose gear must be tested and thoroughly examined by Class. According to Class, thorough examination may be sufficient and testing is at the attending surveyor’s discretion. Hence, it is possible that after thorough examination, he will not require further testing, or testing of one set of gear or testing of all loose gear. However, this is not acceptable under Australian Marine orders. Therefore, during docking the master and superintendent should take the opportunity to test all loose gear to avoid the possibility of future problems that could prove costly. • Ships staff, prior to arrival at any port where ships cargo gear will be used should use Checklists and SeaTeam Form 033.Controlled Revision: 01 Jan 2013BOM Part A – BDP Doc No. 016DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 2 of 6

Bridge & Deck Procedures16.3 Tank InspectionsForm Tech 041 is standardized form that allows development of tankspecific inspection records • Ballast tanks and voids completed on a 12 month interval.The Chief Officer is responsible to maintain tank specific records inaccordance with the established schedule16.4 Mooring EquipmentMooring equipment maintenance and upkeep is the responsibility of theChief Officer. The ShipNet Planned Maintenance System should be theprimary tool utilized to monitor and record completion of works requiredalthough certain forms will be needed and should be attached andimported in the system when used as records.16.4.1 Mooring Winch Brake TestsBrake Holding Capacity (BHC) tests are required to be carried outannually at rendering power in accordance OCIMF Mooring EquipmentGuidelines by using the following procedure: • After rigging the BHC test equipment, the brakes on the drums of the winch should be tightened as much as possible. • The hydraulic jack should then be pumped up to a power equal to 60% of the MBL of the mooring ropes • The brake should then be released slowly till it starts to slip. • A breakable plastic cable tie should then be fastened around the threads of the spindle of the braking device to mark the correct torque setting, so that the brakes can be tightened to this reference mark (to ensure that brakes slip at 60% of the MBL)Controlled Revision: 01 Jan 2013BOM Part A – BDP Doc No. 016DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 3 of 6

Bridge & Deck Procedures16.5 Gas Detection InstrumentsGas detection instruments require special attention as the equipment isoften scrutinized by Port State and Vetting Inspectors. It is extremelyimportant that deck officers know and can basic procedures for onboardcalibration. Should there be any doubt function or procedure; theinstrument should not be used until guidance is obtained from the HSQEDepartment: • All portable gas monitoring equipment is to be serviced and calibrated annually by an authorized manufacturer’s agent • Only half the inventory of portable gas detection instruments should be landed for shore calibration at any one time, in order to ensure at least one set of each type instrument is retained onboard for crew use • Always refer to the manufacturers instruction manuals when preparing to calibrate a specific instrument • Each vessel must have a full set of English language instruction manuals for each type of Gas Detection Instrument carried • All vessels must maintain an inventory of Gas Detection Instruments and accessories for the vessel type as specified on Master-List 014 - Minimum Inventory of Gas Detection Instruments • Instrument calibration should be checked by the user prior to use or otherwise as recommended by the manufacturer • Only accessories and equipment of same maker may be used for instrument calibrationCalibration ProcedureGenerally, to calibrate a Gas Instrument: • Inflate a test bag (a balloon like device with a hose and hose crimping clamp) or use a manufacturer provided regulator and hose to connect span gas to inlet side of the instrument via suction hoseControlled Revision: 01 Jan 2013BOM Part A – BDP Doc No. 016DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 4 of 6

Bridge & Deck Procedures • Release the clamp or open the regulator and induce the fuel/air concentration of span gas (as listed on the can), and verify the instrument reads the same concentration as the gas induced when reading the appropriate scale • If the same reading is achieved, the meter is in calibration • If not, the span adjustment screw must be rotated until the meter reads the same concentration as the span gas is induced to achieve calibrationOxygen MetersOxygen meters are instruments that detect the percentage oxygen in theatmosphere. Because Oxygen is present in air, oxygen meters may becalibrated in ambient air as follows: • Turn the unit power on, allow to warm-up, and a reading of 21% should be obtained in normal outside air • If the meter reads 21% in normal air, the meter is in calibration • If not, the span adjustment screw must be rotated until the meter reads 21% while in normal air • It should be noted that Oxygen meters used to check oxygen levels in an inert atmosphere (such as a cargo tank) should be zeroed with 99.9% Nitrogen in order to confirm calibration and the validity of the sensorMulti-Gas Detector Tubes and PumpsMulti-gas tube type detectors are used to measure specific quantities ofknown airborne toxins. The Drager bellows pump and detector tubes arethe company standard. To Calibrate a Drager type instrument: • Perform a leak test of the bellows by squeezing the bellows fully closed and inserting an un-opened tube • If the instrument does not expand within the time specified in the user’s manual, the instrument the pump is in calibrationControlled Revision: 01 Jan 2013BOM Part A – BDP Doc No. 016DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 5 of 6

Bridge & Deck Procedures Documentation and Filing o Cargo Gear Register - Masters Office o SeaTeam Form No. TECH 039 – Checklist for Cargo Gear o SeaTeam Form No. TECH 002 – Calibration Record Distribution o Full Management Vessels – File Originals References o Class RulesControlled Revision: 01 Jan 2013BOM Part A – BDP Doc No. 016DECK & CARGO GEAR MAINTENANCE Approval: WBF Page: 6 of 6

Bridge & Deck Procedures17.0 Stevedore Damage  Purpose o To specify requirements for monitoring damage to the vessel by shippers, receivers or stevedores  Application o Bulk Carriers o Container Ships o General Cargo Vessels  Responsibility o Master 17.1 Stevedore Damages to Vessel The Stevedore Damage clause(s) of the Charter Party may vary from one Charter party to another; however, it is a standard requirement in all clauses that a written notice of the damage be issued immediately any damage by Stevedores comes to your attention. This stevedore damage report should include the following: • Port and date of the occurrence • Time of the occurrence • Where the damage occurred noting the affected part of the vessel • Details of the damage (extent of damage) • Cause of damage, reasons for damage • Who did the damage (name of Stevedore, winch or crane operator etc.) • Witnesses at the time (Chief Mate, 2nd Mate, Supercargo, stevedore’s foreman etc.) • To whom was the damage reported at the time • Signature of Stevedores' foreman or other responsible person • Any other necessary remarks • Photographs, if any taken, of parts involved.Controlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 017STEVEDORE DAMAGE Approval: WBF Page: 1 of 3

Bridge & Deck ProceduresMany times the stevedores who are responsible for the damages refuseto sign the Stevedore Damage Report accepting liability and in suchcases, you should make every effort to obtain their signature with theremarks \"acknowledge receipt only\" or \"for receipt only\". If, however,it is impossible to obtain any signatures from the stevedores concerned,you should state underneath \"Stevedores refused to sign\", and youshould make every effort to place them on notice by telex or registeredletter.The Stevedore Damage Report should be addressed to the Stevedoreswho caused the damage and copies should be sent to the following:• Time Charterers / Voyage Charterers / Shippers / Receivers / Stevedores• Agents at the port where damage occurred and local P & I Representatives.• SeaTeam office• Supercargo on board (if any)• A copy must be retained on board in the relevant voyage file.It is always advisable and preferable for all such damages to berepaired on the spot by the Stevedores concerned. Time and facilitiesavailable should be taken into consideration. However, irrespective ofwhether the Stevedores promise to repair the damages aftercompletion of loading or discharging or during discharging, you MUSTALWAYS, issue the written Stevedore Damage Report immediatelywhen the damage occurs.In some cases, Stevedore damages are not immediately detectedbecause the Stevedores have covered the damage with cargo. In suchcases, especially when loading heavy cargoes such as steel products,machinery etc., a letter should be given to the Stevedores with copiesto all parties concerned, holding them responsible for any hiddendamages which may have occurred during loading, but which may onlybecome apparent during discharging.Officers should be well briefed on this matter and they should be alertand observant in order to detect any damages when and where theyoccur. Damage should be reported as soon as possible.Sometimes the Stevedores may choose to repair the reported damageson completion of discharging, in which case you must ask them to giveyou the estimated time for such repairs and contact your TimeControlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 017STEVEDORE DAMAGE Approval: WBF Page: 2 of 3

Bridge & Deck ProceduresCharterers by phone or telex, to obtain their agreement to the delay.They may wish to carry out the repairs themselves later, or reimburseyour Owners with the costs involved.Should the Time Charterers instruct you to sail without having anyrepairs done, you should ask them to confirm this by telex/cable toyou. They would have to accept responsibility for these damages.• Any repairs may only be deferred, provided they do not affect your vessel's sea worthiness or cargo handling efficiency.• In every case, when you are in doubt, contact SeaTeam by telephone, telex or cable for necessary instructions also contact your local P & I representative for his advice. Documentation and Filing o Distribution o Full Management Vessels - File copy o Singapore Office - Original References o P & I Club InstructionsControlled Revision: 01 Sep 2010BOM Part A – BDP Doc No. 017STEVEDORE DAMAGE Approval: WBF Page: 3 of 3

Bridge & Deck ChecklistsChecklist 001 - BRIDGE FAMILIZATIONTo be completed by joining Deck Officers Ok Has the operation of the following equipment been studied and fully understood? Bridge and deck lighting Emergency arrangements in event of main power failure Navigation and signal lights, including: Searchlight Signalling lamp Morse light Sound and signalling appliances, including: Whistles Fog bell and gong system Safety Equipment including: LSA equipment including pyrotechnics, EPIRB and SART Bridge fire detection panel General and fire alarm signalling arrangements Emergency pump, ventilation and water-tight door controls Internal ship communications facilities, including: Portable radios Emergency 'battery-less' telephone system Public address system External Communications Equipment, including: Automatic Identification System (AIS) VHF, GMDSS, MF/HF equipment and e-mail Alarm systems on bridge Echo sounder Electronic navigational position fixing systems Gyro compass/repeaters Magnetic compass Off-course alarm Radar including ARPA Speed/distance recorder Engine and thrusters controls Ship security alert equipment Steering gear including manual, auto-pilot and emergency changeover and testing arrangements (See guidance on Steering gear test routines in ICS Bridge Procedures Guidelines annex A7) Automatic track-keeping systemControlled Revision: 01 Jan 2015BOM Part B - BDC Checklist No. 001BRIDGE FAMILIZATION Approval: WBF Page: 1 of 2

Bridge & Deck ChecklistsECDIS and electronic charts, if fittedIBS functions, if fittedLocation and operation of ancillary bridge equipment (e.g. binoculars,signalling flags, meteorological equipment)Stowage of charts and hydrographical publicationsLocation of EPIRBMOB signal and buoysRudder Angle Indicators (Convention Size Ship)Voyage Data Recorder (VDR/S-VDR)Rate of Turn IndicatorUnmanned Machinery Space (UMS) controls, alarms, and indicators onthe bridge, procedure for use and acceptance when notified by the EOWthat engine room is entering UMS ModeOther Checks as may be required by Master or Navigation Officer:Controlled Revision: 01 Jan 2015BOM Part B - BDC Checklist No. 001BRIDGE FAMILIZATION Approval: WBF Page: 2 of 2

Bridge & Deck ChecklistsChecklist 002 - PREPARATION FOR SEA Non-conforming items are not to be ticked; The Master is to be Ok notified and a log entry made regarding actions taken1. Has a Passage Plan for the intended voyage been prepared2. Anchors3. Bridge movement book, course and engine movement recorder4. Echo sounder5. Electronic navigational position fixing systems6. Is AIS and HF/MF switched on and functioning correctly?7. Is VHF switched to high power?8. Gyro compass and repeaters (bridge & steering gear room)9. Magnetic compass and periscope10. Radar(s)11. Required AIS data input made, speed and distance recorder(s)12. Clocks synchronized13. Has the following equipment been tested and found ready for se:14. Window wipers and clear view screens15. Bridge and engine room telegraphs (all stations)16. RPM indicators17. Emergency engine stops18. Thruster controls and indicators, if fittedCommunications equipment, including19. Bridge to engine room and mooring stations20. Portable radios21. VHF communications with Port AuthorityNavigation and signal lights, and sound signals including22. Searchlight, signaling lamp, morse light23. Whistle24. Fog bell and gong systemSteering gear, including25. Manual, auto-pilot and emergency changeover arrangements26. Rudder indicators27. Off-course alarmHas the ship been secured for sea, including28. Cargo and cargo handling equipment secured29. All hull openings secure and water-tight30. Cargo details availableControlled Revision: 01 Jan 2013BOM Part B – BDC Checklist No. 002PREPARATION FOR SEA Approval: WBF Page: 1 of 2

Bridge & Deck Checklists31. Stability calculations available and draft displayed32. All crew onboard33. Are necessary personnel sufficiently rested34. All shore personnel ashore and stowaway search completed35. Are pilot disembarkation arrangements in place36. BNWAS is switched on /activated37. Other Checks:Controlled Revision: 01 Jan 2013BOM Part B – BDC Checklist No. 002PREPARATION FOR SEA Approval: WBF Page: 2 of 2

Bridge & Deck ChecklistsChecklist 003 – PREPARATION FOR ARRIVAL IN PORT Ok1. In preparing the passage plan for arrival in port, has a pre-pilotage information exchange taken place? (see annexes A1 and A2)2. Has the passage plan been updated following receipt of the Shore- to-Ship Pilot/Master Exchange form and all latest navigation warnings?3. Has ETA been sent with all the relevant information required by local regulations (e.g. details of dangerous/hazardous goods carried)?4. Is it necessary to rearrange cargo/ballast?Has the following equipment been prepared and checked?5. Course and engine movement recorders6. Clock synchronisation7. Communications with the engine control room and mooring stations8. Signalling equipment, including flags/lights9. Deck lighting10. Mooring winches and lines, including heaving lines11. Pressure on fire main12. Anchors cleared away13. Stabilisers and log tubes housed, if fitted14. Has the steering gear been tested, has a manual steering been engaged in sufficient time for the helmsman to become accustomed before manoeuvring commences? (see annex A7)15. Have the engines been tested and prepared for manoeuvring?16. Has the Pilot Card (see annex A3) been completed and are the pilot embarkation arrangements (see annex A5) in hand?17. Have VHF channels for the various services (e.g. VTS, pilot, tugs, berthing instructions) been noted and a radio check carried out?18. Has the port been made fully aware of any special berthing requirements that the ship may have?19. Other checks:Controlled Revision: 01 Feb 2010BOM Part B - BDC Checklist No. 003PREPARATION FOR ARRIVAL IN PORT Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 004 - PILOTAGE Ok1. Immediately on arrival on the bridge, has the pilot been informed of the ship’s heading, speed, engine setting and draught?2. Has the pilot been informed of the location of lifesaving appliances provided on board for his use? Have details of the proposed passage plan been discussed with the pilot and agreed with the master, including:3. Radio communications and reporting requirements4. Bridge watch and crew stand-by arrangements5. Deployment and use of tugs6. Berthing/anchoring arrangements7. Expected traffic during transit8. Pilot change-over arrangements, if any9. Fender requirements10. Has a completed Pilot Card (see Annex A3) been handed to the pilot and has the pilot been referred to the Wheelhouse Poster? (see annex A4)11. Have the responsibilities within the bridge team for the pilotage been defined and are they clearly understood?12. Has the language to be used on the bridge between the ship, the pilot and the shore been agreed?13. Are the progress of the ship and the execution of orders being monitored by the master and officer of the watch?14. Are the engine room and ship’s crew being regularly briefed on the progress of the ship during the pilotage?15. Are the correct lights, flags and shapes being displayed?16. Other checks:Controlled Revision: 01 Feb 2010BOM Part B – BDC Checklist No. 004PILOTAGE Approval: WBF Page: 1 of 1

Bridge & Deck Checklists OkChecklist 005 – PASSAGE PLAN APPRAISALHave navigation charts been selected from chart catalogue,including:1. Large scale charts for coastal waters2. Appropriate scale charts for ocean passages3. Planning charts4. Routeing, climatic, pilot and load line zone charts Have publications been selected, including:5. Sailing Directions and pilot books6. Light lists7. Radio signals8. Guides to port entry9. Tide tables and tidal stream atlasHave all navigation charts and publications been corrected upto date, including:10. The ordering of new charts/publications, if necessary11. Notices to mariners12. Local area warnings13. NAVAREA navigational warningsHave the following been considered?14. Ship’s departure and arrival draughts together with any restrictions on underkeel clearance due to squat15. Ship’s cargo and any special cargo stowage/carriage restrictions16. If there are any special ship operational requirements for the passageHave the following been checked?17. Planning charts and publications for advice and recommendations on route to be taken18. Climatological information for weather characteristics of the area19. Navigation charts and publications for landfall features20. Navigation charts and publications for Ships’ Routeing Schemes, Ship Reporting Systems and Vessel Traffic Services (VTS)21. Has weather routeing been considered for passage?22. Have planned Watch Conditions been reviewed for adequacy in relation to actual traffic and weather conditionsHave the following preparations been made for port arrival?23. Navigation charts and publications studied for pilotage requirements24. Ship-to-Shore Master/Pilot Exchange form prepared (BPG A1)25. Pilot Card updated (see BPG A3)26. Port guides studied for port information arrival/berthing restrictionsControlled Revision: 01 Jan 2015BOM Part B – BDC Checklist No. 005PASSAGE PLAN APPRAISAL Approval: WBF Page: 1 of 2

Bridge & Deck Checklists OkOther ship or situational specific checks27.28.29.30.31.32.33.Controlled Revision: 01 Jan 2015BOM Part B – BDC Checklist No. 005PASSAGE PLAN APPRAISAL Approval: WBF Page: 2 of 2

Bridge & Deck ChecklistsChecklist 006 – NAVIGATION IN COASTAL WATERS OkHave the following factors been taken into consideration inpreparing the passage plan?1. Advice/recommendation in Sailing Directions2. Ship’s draught in relation to available water depths3. Effect of squat on underkeel clearance in shallow water4. Tides and currents5. Weather, particularly in areas prone to poor visibility6. Available navigational aids and their accuracy7. Position-fixing methods to be used8. Daylight/night-time passing of danger points9. Traffic likely to be encountered – flow, type, volume10. Any requirements for traffic separation/routeing schemes11. Ship security considerations regarding piracy or armed attack12. Are local/coastal warning broadcasts being monitored?13. Is the participation in area reporting systems recommended including VTS?14. Is the ship’s position being fixed at regular intervals?Has equipment been regularly checked/tested, including:15. Gyro/magnetic compass errors16. Manual steering before entering coastal waters if automatic steering has been engaged for a prolonged period17. Radar performance and radar heading line marker alignment18. Echo sounder19. Is the OOW prepared to use the engines and call a look-out or a helmsman to the bridge?20. Have all measures been taken to protect the environment from pollution by the ship and to comply with applicable pollution regulations?21. Other checks:Controlled Revision: 01 Feb 2010BOM Part B – BDC Checklist No. 006NAVIGATION IN COASTAL WATERS Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 007 – NAVIGATION IN OCEAN WATERS Ok1. Is keeping a look-out being given due priority2. Are NAVAREA, HYDROLANT and HYDROPAC navigational warning broadcasts and the other long-range weather reports being monitored closely?3. Are changes in the local weather being monitored and is the barometer observed regularly?4. Is participation in area reporting systems (e.g AMVER) recommended?5. Is the ship’s position being fixed at regular intervals?6. Are celestial navigational techniques being practised?7. Are gyro/magnetic compass errors and radar performance being checked regularly?8. Have radar techniques been practised (in clear visibility)?9. Have preparations been made for landfall?10. Have measures been taken to protect the environment from pollution by the ship and to comply with applicable pollution regulations?11. Unmanned Machinery Space (UMS) controls, alarms, and indicators on the bridge, procedure for use and acceptance when notified by the EOW that engine room is entering UMS Mode Other checks:Controlled Revision: 01 Sep 2010BOM Part B – BDC Checklist No. 007NAVIGATION IN OCEAN WATERS Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 008 – ANCHORING AND ANCHOR WATCH OkHas an anchoring plan been prepared taking into account:1. Speed reduction in ample time2. Direction/strength of wind and current3. Tidal stream when manoeuvring at low speeds4. Need for adequate searoom particularly to seaward5. Depth of water, type of seabed and the scope of anchor cable required6. Have the engine room and anchor party been informed of the time of “stand-by” for anchoring?7. Are the anchors, lights/shapes and sound signalling apparatus ready for use?8. Has the anchor position of the ship been reported to the port authority?While at anchor, the OOW should:9. Determine and plot the ship’s position on the appropriate chart as soon as practicable10. When circumstances permit, check at sufficiently frequent intervals whether the ship is remaining securely at anchor by taking bearings of fixed navigation marks or readily identifiable shore objects11. Ensure that proper look-out is maintained12. Ensure that inspection rounds of the ship are made periodically13. Ensure vessel access control precautions are maintained in respect of vessel security14. Observe Meteorological and tidal conditions and the state of the sea15. Notify the Master and undertake all necessary measure if the ship drags anchor16. Ensure that the state of readiness of the main engines and other machinery is in accordance with the Master’s instructions17. If visibility deteriorates, notify the Master18. Ensure that the ship exhibits the appropriate lights and shapes and that appropriate sound signals are made in accordance with all applicable regulations19. Take measures to protect the environment from pollution by the ship and comply with applicable pollution regulationsControlled Revision: 01 Feb 2010BOM Part B – BDC Checklist No. 008ANCHORING AND ANCHOR WATCH Approval: WBF Page: 1 of 2

Bridge & Deck Checklists20. Other checks:21.22.23.24.Controlled Revision: 01 Feb 2010BOM Part B – BDC Checklist No. 008ANCHORING AND ANCHOR WATCH Approval: WBF Page: 2 of 2

Bridge & Deck ChecklistsChecklist 009 – NAVIGATION IN RESTRICTED VISIBILITYThis Checklist is to be completed by the OOW on every occasion whenrestricted visibility conditions are encountered.Notes:Rule 19 is the basis for navigation in restricted visibility, this Rulerequires that all vessel shall proceed at a safe speed adapted to theprevailing circumstances, initially to be judged by all factors listed inRule 6. Rule 19 requires that there is no stand-on vessel. All OOW arerequired to take appropriate avoiding action in ample time.Has the following equipment been checked to ensure that it is Okfully operational?1. Master advised of the restricted visibility condition?2. Have look-out(s) been posted and is a helmsman on stand-by?3. Fog signaling apparatus made operational?4. Additional bridge team personnel called if required?5. Both RADAR and ARPA is operational and plotting commenced?6. Are the COLREGS being complied with, particularly with regard to rule 19 and proceeding at a safe speed?7. Have engine room been informed, and the engines put on stand- by?8. Vessel on hand steering with two steering motors running?9. Is the ship ready to reduce speed, stop or turn away from danger?10. If the ship’s position is in doubt, has the possibility or anchoring been considered?11. Bridge watch conditions established in line with HSQE BDP Table 2.1.1?12. Other checks:Controlled Revision: 01 Jan 2015BOM Part B - BDC Checklist No. 009NAVIGATION IN RESTRICTED VISIBILITY Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 010 - NAVIGATION IN HEAVY WEATHER OR INTROPICAL STORM AREAS Ok1. Have the master, engine room and crew been informed of the condition?2. Have all movable objects been secured above and below decks, particularly in the engine room, galley and in storerooms?3. Has the ship’s accommodation been secured and all ports and deadlights closed?4. Have all weather deck openings been secured?5. Have speed and course been adjusted as necessary?6. Has the crew been warned to avoid upper deck areas made dangerous by the weather?7. Have safety lines / hand ropes been rigged where necessary?Have instructions been issued on the following matters:8. Monitoring weather reports9. Transmitting weather reports to appropriate authorities or, in the case of tropical storms, danger messages in accordance with SOLAS10. Checking bunker levels in fuel oil tanks, in case severe rolling experienced >25 Degrees, C/E to pre-plan if internal transfer may be needed to prevent overflow/spillage from tank vents11. Other checks:Controlled Revision: 01 Jan 2013BOM Part B – BDC Checklist No. 010NAVIGATION IN HEAVY WEATHER OR Approval: WBFIN TROPICAL STORM AREAS Page: 1 of 1

Bridge & Deck Checklists OkChecklist 011 - NAVIGATION IN ICE1. Have the master, engine room and crew been informed of the ice conditions?2. Have watertight doors been shut, as appropriate?3. Has speed been moderated?4. Has the frequency of sounding tanks and bilges been increased?Have instructions been issued on the following matters:5. Monitoring ice advisory service broadcasts6. Transmitting danger messages in accordance with SOLAS7. Other checksControlled Revision: 01 Feb 2010BOM Part B – BDC Checklist No. 011NAVIGATION IN ICE Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 012 – CHANGING OVER THE WATCH OkWhen changing over the watch, relieving officers shouldpersonally satisfy themselves regarding the following:1. Standing orders, night orders and other special instructions of the master relating to navigation of the ship2. Position, course, speed and draught of the ship3. Prevailing and predicted tides, currents, weather, visibility and the effect of these factors on the course and speed4. Procedures for the use of main engines to manoeuvre when the main engines are on bridge control, and the status of the watchkeeping arrangements in the engine room5. The ship security status6. Sufficient time has been allowed for night vision to be established and that such vision is maintained7. Navigational situation, including but not limited to:8. Operational condition of all navigational lights and safety equipment being used or likely to be used during the watch9. The errors of the gyro and magnetic compass10. The presence and movements of ships in sight or known to be in the vicinity11. The conditions and hazards likely to be encountered during the watch12. The possible effects of heel, trim, water density and squat on underkeel clearance13. Any special deck work in progress ECDIS Checklist14. Route loaded & Safety Check completed15. Anti Grounding look ahead setting16. Check WGS-84 Datum in GPS & ECDIS17. Chart Display Setting set to “Other Information”18. Cross Track Distance (XTD) : Value .................19. Safety Contour Setting: Value ..................20. Safety Depth Setting: Value .....................21. Position Fixing Method & Interval22. User Chart loaded & relevant Information23. Navigational Warnings in force (NAVTEX, EGC, Radio Nav, etc.)Controlled Revision: 01 Jan 2015BOM Part B – BDC Checklist No. 012CHANGING OVER THE WATCH Approval: WBF Page: 1 of 1

Bridge & Deck ChecklistsChecklist 013 – CALLING THE MASTER OkThe OOW should notify the master immediately:1. If restricted visibility is encountered or expected2. If traffic conditions or the movements of other ships are causing concern3. If difficulties are experienced in maintaining course4. On failure to sight land, a navigation mark or obtain soundings by the expected time5. If, unexpectedly, land or navigation mark is sighted or a change in soundings occurs6. Of breakdown of the engines, propulsion machinery remote control, steering gear or any essential navigational equipment, alarm or indicator7. If the radio equipment malfunctions8. In heavy weather, if in any doubt about the possibility of weather damage9. If the ship meets any hazard to navigation, such as ice or derelict10. If any vessel security concerns arise11. In any other emergency or if in any doubt12. Other pointsControlled Revision: 01 Feb 2010BOM Part B – BDC Checklist No. 013CALLING THE MASTER Approval: WBF Page: 1 of 1

Engineering Operational Procedures1.0 Engine Room Operational Requirements  Purpose o To specify requirements for Engine Room Operational Requirements  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate o Engineering Officers 1.1 The Engineer of The Watch The Engineer of the Watch (EOW) is responsible for the satisfactory operation and running of the engine room while on duty. The EOW is the Chief Engineer's representative with primary responsibility for the safe and efficient operation of machinery affecting the safety of the ship. Basic responsibilities include: • The EOW is to ensure that the established watch-keeping arrangements are maintained and that the Chief Engineer's standing orders are complied with • Supervision and general direction of junior engineers and engine ratings when forming part of the watch • At the commencement of the watch, the current operational parameters of all machinery shall be verified. Any machinery notControlled Revision: 01 Feb 2012BOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 1 of 9

Engineering Operational Procedures functioning properly, expected to malfunction or requiring special service, shall be noted along with any action already taken or required• The EOW is to ensure that the main propulsion plant and auxiliary systems are kept under constant surveillance, and operated at the maximum efficiency• Inspections are to be made of the machinery and steering gear spaces at suitable intervals and appropriate action is to be taken to remedy any malfunction discovered. All important parameters and incidents which may occur during the watch must be recorded in the Engine Log• All alarms are to be investigated for cause and to determine if remedial action is required• When the machinery spaces are in the manned condition, the EOW is to at all times be capable of operating the propulsion equipment in response to needs for changes in direction or speed• All bridge orders are to be promptly executed. Engine movements are to be recorded in the Engine Movement Book• The EOW is to ensure that the main propulsion unit controls, when in the manual mode of operation, are continuously attended under standby or manoeuvring conditions• When the engine room is put in a standby condition, the EOW is to ensure that all machinery and equipment which may be used during manoeuvring is in a state of immediate readiness and that an adequate reserve of power is available for steering gear and other requirements• The EOW must not leave the engine room except to visit adjacent machinery spaces during his watch unless he is properly relieved by another engineer who is authorised to take charge of a watch• The chief engineer shall ensure that the EOW is informed of all preventive maintenance, damage control, or repair operations to be performed during the watch. The EOW is responsible for the isolation bypassing and adjustment of all machinery under hisControlled Revision: 01 Feb 2012BOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 2 of 9

Engineering Operational Procedures responsibility that is to be worked on, and is to record all work carried out• The EOW is to notify the bridge immediately in the event of fire, impending actions in machinery spaces that may cause reduction in ship's speed, imminent steering failure, stoppage of the ship's propulsion system or any alteration in the generation of electric power, or similar threat to safety. This notification, where possible, is to be accomplished before changes are made in order to afford the bridge the maximum available time to take whatever actions are possible to avoid a potential marine casualty• The Chief Engineer must be immediately informed of any emergency and of the action taken• The EOW is to ensure that all bilges and tank tops are kept dry and free from oil and is to record an entry to this effect in the Engine Log at the end of his watch. The regulations covering discharge of any oil are to be strictly adhered to• EOW is to hand over to his relief all necessary information concerning the engines, boilers and auxiliary machinery, together with any special instructions issued by the chief engineer. He is to advise his relief of any part of the machinery which may require special attention• EOW is to leave the machinery in good working order with all necessary standby equipment ready for immediate use• Prior to UMS the duty engineer is to complete the approved checklist• All engineers and engine room ratings shall be aware of the serious effects of operational or accidental pollution of the marine environment and shall take all possible precautions to prevent such pollution, particularly within the framework of relevant international and port regulations• The watch-keeping engineer is to sign the engine log book as requiredControlled Revision: 01 Feb 2012BOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 3 of 9

Engineering Operational Procedures1.2 Chief Engineer Officers Standing InstructionsThe Chief Engineer Officer is to prepare a set of Standing Instructionscontaining details of procedures and practices that he requires theEngine Room staff to carry out as a matter of course. It is stressed thatthese are instructions that normally will not vary throughout the ChiefEngineer’s tour of duty onboard the vessel. A copy of these StandingInstructions is to be permanently posted in the ECR. All Engineer andElectrical Officers are to sign and date the instructions to ensure theirunderstanding and compliance of same. The Managers require that theStanding Orders shall include at least the following: • All Engineers must be fully conversant with the Company Fleet Instructions and Directives in ShipNet. • Upon taking over the Watch or Duty, the Engineer is to ensure that all procedures as defined in the Company’s Fleet Instructions are strictly adhered to, including the following: o All orders as issued are complied with o Each Watchkeeping or duty Engineer is responsible for the safe and efficient running of the Engine Room whilst on duty o Bilges are to be pumped regularly in line with current regulations, with which the Watchkeeping or duty Engineer should be entirely familiar. All bilge-pumping operations are to be duly logged in the machinery space Oil Record Book. The bilges should be dry at the hand-over of watch or duty period o The water level in any working boiler is to be kept under frequent observation. Any loss of water level out of the visible range of the gauge glass must be reported immediately to the Chief Engineer Officer o If the Watchkeeping or duty Engineer gets into a situation that he cannot handle, he is to sound the “ENGINEERS ALARM” to summon extra manpower. There is no stigma attached to sounding the Engineers Alarm, ’IF IN DOUBT, SHOUT’Controlled Revision: 01 Feb 2012BOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 4 of 9

Engineering Operational Procedureso The Chief Engineer Officer is to be notified whenever the Bridge requests any changes in RPMo If any failure occurs which requires the slowing down of the main engine, the Bridge must be informed immediately, engine power is to be reduced to a level which does not overload the remaining operating plant. If necessary and the Bridge confirm that it is safe to do so, stop the main engine and ring the “ENGINEERS ALARM”o Any abnormal ingress of oil or water into the bilges must be reported to either the Second Engineer Officer or the Chief Engineer Officer immediatelyo Any emergency situation, no matter how minor (even if dealt with a source by the Watchkeeping or duty Engineer’s initial reaction) must be reported to the Chief Engineer Officer and a suitable entry made in the Engine room logbooko Any abnormal consumptions of water, lub oil or fuel oil are to be reported to the Chief Engineer Officer immediately and the source of loss/consumption is to be investigated. Tank and sump levels should be monitored throughout the watch in order to give early warning of abnormabilitieso At one hours notice of Stand-by Engines, call the Chief Engineer Officer and the Electriciano Routine full inspections of all machinery spaces are to be carried outo When not in use for access, all machinery space doors and hatches should be closedo Except when in use, all welding and burning equipment is to be isolated at the sourceo If the incoming Watchkeeping or duty Engineer is not entirely satisfied with the condition of the machinery plant, he must bring this to the attention of the outgoing Watchkeeping or duty Engineer. If they cannot resolve the situation, then the Chief Engineer Officer must be informed without delayControlled Revision: 01 Feb 2012BOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 5 of 9

Engineering Operational Procedures o The copy of these standing orders will be place in each Engineer’s cabin and the master copy with the ECRThe Chief Engineer should print his name and to sign at the end of theset of standing instructions that he has prepared.1.3 UMS OperationThe operation of all equipment must be satisfactory before themachinery spaces may be operated unattended. The followingrequirements must also be met: • The bridge control system must be fully operational. • The main engine alarm and trip systems must be operational. • The oil mist detection equipment must be operational. • The fire alarm system must be operational. • An auxiliary/emergency diesel alternator must be available in auto-start mode. • The sequential restart system must be set to automatic operation. • All main engine support system standby pumps must be available for automatic operation. • The bilge alarms must be operational. • One boiler must be available for automatic start operation. • The second steering gear motor must be available for automatic start operation. • The master and chief engineer must have no reservations about the unattended operation of the machinery spaces, either through extreme navigational conditions or machinery defects or any condition which requires regular monitoring.Controlled Revision: 01 Feb 2012BOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 6 of 9

Engineering Operational ProceduresStandby ConditionsDuring port entry, mooring, tug handling, pilot boarding anddisembarkation, etc., where manoeuvring is required, the enginecontrol room must be fully manned in standby condition.Entry of Unattended Machinery SpacesLone entry of machinery spaces is prohibited unless the followingconditions are met: • A dead-man alarm system is in use where a timer must be depressed at regular intervals without which an audible alarm will sound; or • Single handed watches or work may only be carried out by certified watch-standers • The names of personnel entering machinery spaces must be reported the bridge OOW by telephone before entry, and at regular (approximately 20 minute) intervals while inside, and when leaving the space • Entry alone unless directed by the EOW for a specific task that can be completed in a short amount of time1.4 Minimum Manning in PortWhen in port, there must always be sufficient personnel to operateengine machinery in case of unexpected demand. At a minimum, thefollowing Engine Department personnel must remain onboard: • Chief Engineer or Second Engineer • One senior ratingControlled Revision: 01 Feb 2012BOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 7 of 9

Engineering Operational Procedures1.5 Responsibilities of The Duty EngineersThe duty engineer is in sole charge of the operation of equipment in themachinery spaces and must always remain within hearing of themachinery alarms. He must accept all alarms, answer the telephoneand keep the bridge officer of the watch fully informed. All deficienciesor faults which affect safety or the efficient operation of the engineroom equipment must be reported to the chief engineer immediately.1.6 Routine InspectionsThe following routine inspections of the machinery spaces are to becarried out: • Start of Day o The duty engineer makes a tour of inspection and completes the Engine Official Log by 0800 hours. UMS duty hand-over will be 1200 hours unless otherwise instructed by chief engineer. • Noon o The duty engineer checks the machinery spaces and enters counter readings including consumption figures in the Engine Log. • End of Day o Each ship will use a UMS Checklist based upon the particular machinery onboard. Sheets are to be placed within plastic folders to form a book. The duty engineer inspects the machinery spaces, adjusts tank and bilge levels as necessary and tests all alarms. The completed UMS checklist is to be completed and a log entry made denoting its successful completion and any deficienciesControlled Revision: 01 Feb 2012BOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 8 of 9

Engineering Operational Procedures • During Evening o The duty engineer carries out a late evening inspection of the machinery spaces and reports to the Chief Engineer or bridge on completion.1.7 UMS ChecklistEach vessels'' UMS Check-List is unique and must be developed by theChief Engineer based upon the specific machinery fitted. Onceprepared, a dated UMS Check-List must be forwarded to the TechnicalSuperintendent for approval. The Technical Superintendent will reviewthe draft UMS Check-List to verify adequacy of content and will confirmacceptance and approval of the dated check-list in writing, either by e-mail or by signature directly on the original document. Copy of thesuperintendent approval must be attached to the plastic sheets with theUMS Check-list and/or with superintendent visit reports. Documentation and Filing o Engine Log Book o Engine Department - Engine Log o \"Ship Specific UMS Checklist” Distribution o Full Management Vessels – File Originals References o ISGOTT o Manufacturers Instructions o STCW 95Controlled Revision: 01 Feb 2012BOM Part C – EOP Doc No. 001ENGINE ROOM OPERATIONAL REQUIREMENTS Approval: WBF Page: 9 of 9

Engineering Operational Procedures2.0 Engine Department Work Planning  Purpose o To ensure engine room work is carried out in a planned manner  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate 2.1 Work Planning and Safety Precautions When planning maintenance activities, full use should be made of the documentation for Safe Working Practices for Seamen, a copy of which is to be made available onboard. • At the beginning of each work day, and prior to each watch or duty hand-over, a full discussion is to take place and this must include relevant details of all work to be carried out by officers and crew, including safety procedures, in the machinery spaces. Any changes in the work plan are to be notified to the duty engineer/engineer of the watch • A daily work list is to be made and fully discussed amongst all concerned • All maintenance activities must be adequately planned and the implications of one task upon the safety aspects of another must be fully appreciatedControlled Revision: 01 Sep 2010BOM Part C - EOP Doc No. 002WORK PLANNING Approval: WBF Page: 1 of 2

Engineering Operational Procedures• All personnel who perform duties in the engine room must be made fully aware of the existence and function of emergency stops and isolators in general and those for motor ship turning gear in particular2.2 Emergency StopsAll engine personnel must be familiar with the function of emergencystops, quick closing valves and isolators. Routine familiarization shouldbe carried out as part of daily on the job training. Documentation and Filing o Engine Log o Daily Work-List Distribution o Full Management Vessels – File Originals References o Safe Working Practices for SeamenControlled Revision: 01 Sep 2010BOM Part C - EOP Doc No. 002WORK PLANNING Approval: WBF Page: 2 of 2

Engineering Operational Procedures3.0 Maintenance  Purpose o To specify requirements for Maintenance  Application o All Vessels  Responsibility o Master o Chief Engineer o Chief Mate 3.1 Maintenance – Technical Basic Conditions for Technical Management To be able to conduct the safe operation of a ship and carry out maintenance that aims at the optimum use and preservation of the vessel, there are some basic conditions that must be met: • There must be a reasonable store of spare parts and materials onboard and knowledge as to where these are stored. • All tools must be in good order, marked and have fixed storing places onboard. • The personnel must be qualified and motivated. • Cleanliness throughout the entire ship is essential. Technical Maintenance All installations and equipment, mechanical and electrical, all machinery and moving parts in the engine room and other parts of the ship, shallControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 1 of 34

Engineering Operational Proceduresbe maintained at a standard making them ready for use at all times,free from inherent weakness or abnormal wear.Maintenance SystemsSeaTeam utilizes three (3) systems onboard for planned maintenance: • Computer Based System • Documented System • Superintendent Instructions in consultation with Ship's Management.These systems are the guide for the extent, intervals and proceduresfor the maintenance. The maintenance shall be carried out inaccordance with the system onboard, and reported to SeaTeam asrequired. The number of outstanding planned maintenance tasks ofnon-critical equipment for individual vessels and the fleet as a whole isto be expressed as a percentage of the total number of monthlyplanned maintenance tasks. • Percentage figures are compiled monthly by the Technical Department and recorded on a spreadsheet to allow continuous monitoringComputer Based SystemThe system covers maintenance for all machinery, electric, electronic,safety, hull components and spares. The system is class approved asPlanned Maintenance System and can be used as an alternative classsurvey arrangement. The Chief Engineer will be separately instructedby SeaTeam if such arrangement is used onboard. SeaTeam Form No.TECH 044 shall be replaced by the computer generated data.The Master/Chief Engineer is not authorized to make any changes tothe system. Any proposals for changes such as maintenance intervals,job descriptions, entering/deleting of components shall be sent to theresponsible superintendent in SeaTeam for his approval. This is mostimportant as the system will otherwise replicate to other ships.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 2 of 34

Engineering Operational ProceduresDocumented SystemThis is a manual system. It needs timely and accurate follow-up andrecording. The Chief Engineer shall ensure this.Superintendent InstructionThis will be used on vessels where no planned maintenance system isyet implemented on-board. Based on records, reports, planning andcommunication with the vessel and SeaTeam, the Chief Engineer willmonthly receive directives from SeaTeam for items to be overhauled /maintained/tested in the coming month.Overhaul/Repairs/TestingWhen overhauling/testing/repairing components, the guidelines andrecommendations in the planned maintenance system, manuals andcompany instructions, if any, shall be followed. • Should critical systems, alarms or equipment become defective, or require planned or unplanned maintenance, the temporary change, (such as taking critical equipment out of service), must supported by a Risk Assessment, and reported to the company together with the estimated time line indicating the duration of the planned effect o The Fleet Manager is responsible for review or Risk Assessments and approval any planned shut-downs of critical systems, alarms or equipment o For Bridge Equipment the Marine Manager must review the Risk Assessment and concur prior to any planned shut- downs of critical systems, alarms or equipmentSpecial TestingThe following shall be tested at the specified intervals' and resultsrecorded: • Boiler(s)Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 3 of 34

Engineering Operational Procedures o Boiler water to be checked daily. Supplier of the boiler water treatment chemical will do random testing onboard without prior notices.• Cooling Water o Cooling Water for main and auxiliary machinery shall be checked twice a week.• Lube Oil o For M.E., D.G., & Stern Tube systems, lube oil samples shall be landed quarterly for analysis by the supplier; other machinery lube oils to be subject to semi-annual testing. Test kits for onboard testing do not remove the requirement for this. SeaTeam is to be advised by email when samples are landed, naming recipient and to whom samples were sent.• Fuel Oil o For some vessels, SeaTeam subscribes to a fuel testing program. At every bunkering, the prescribed samples shall be collected and forwarded immediately as laid out in the program instruction. SeaTeam is to be advised, by email to whom the sample was landed.• Pressure Testing of Pipes o Any pipeline used for taking on, discharging or internally transferring any fuel for consumption on board is deemed as to be a bunker pipeline. o Vessel’s Bunker transfer system should be tested to 100% of their rated working pressure (sometimes referred to as Maximum Allowable working Pressure – MAWP) at least annually and to 1.5 times their rated working pressure at least twice within any five- year period. . It is envisioned that the 1.5 times MAWP test will be conducted during the drydock periods at the discretion of the owners or operators. o Bunker transfer system includes the discharge pump and piping between the pump and the vessel’s manifold excluding any non-metallic hoses. MAWP can be assumed to be eitherControlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 4 of 34

Engineering Operational Procedures the pressure at which the transfer piping relief valve is set or, where no relief valve(s) are fitted, the maximum discharge pressure that can be developed by the vessel’s pump. o Pressure testing should be a hydrostatic test, pressure testing using compressed gas or inert gas is not acceptable. o Pipelines should be marked with date of test & test pressure. • Megger Test of Electrical Equipment o Megger testing to be carried out on a continuous basis and results forwarded to SeaTeam on SeaTeam Form No. TECH 018 every six months. • CO2 Fixed Fire Extinguishing System o Pipes to be blown through by air every twelve (12) months. o General service of the system as per statutory regulations every 2 years. • Ballast Tank Inspections o Form TECH 041 is used to record ballast tank inspections as this purpose and is required to be completed for ballast tanks every 12 monthsLong Term Maintenance\"Repair Specifications\" (SeaTeam Form No. TECH 020)The objective of this form is to eliminate the large number of repairitems that are missed out, or overlooked, during the preparation of theDocking List. Items which are found during the docking are costly toattend being charged at a very much inflated price.The form \"Repair Specifications\" shall be completed for the Deck Dept.by the Chief Mate and for the Engine Department by the ChiefEngineer.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 5 of 34

Engineering Operational ProceduresAccommodation repairs shall be covered by the Chief Mate, inconsultation with the Master.At the end of the docking period all outstanding items will beautomatically cancelled, the numbering sequence will start again and anew file shall be opened. If the item to be repaired, or overhauled,requires spare parts a \"Spare Parts & Repairs Requisition\" shall be filledout, in the normal manner, and attached to the \"Repair Specifications\"form. Chief Engineers and Chief Mate shall complete forms on aregular basis and forwarded to the superintendent soon aftercompletion.Should the opportunity be afforded for ship's staff to make a permanentrepair for any of the items, before the docking period is due, then thevessel shall advise SeaTeam, by mail, giving brief details of the type ofrepair carried out.The originals shall be sent to SeaTeam and the duplicates remain onboard to be filed as the vessel's copies. Quotations for repairs shall beobtained using the same procedure as for spare parts. All orders shallbe placed on the basis of: \"SeaTeam as Owners Agent\"Landed Goods AdviceThe \"Landed Goods Advice\" form shall always be filled out when landingitems, of any description, from the vessel for repair, service, orwhatever.A separate form shall be completed for each item, or group of items,for each different destination or repairer. • Landing of equipment for overhaul or repair. • Removal of items of ship's equipment, by outside contractors, during a dry-docking. • Removal of items of ship's equipment by the shipyard. • Landing of crew's personal effects, when not accompanied by owner.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 6 of 34

Engineering Operational Procedures • Return of items/equipment to SeaTeam on receipt of landing instructions. • Landing of fuel and lube oil samples. • Ship's Mail landed.Where the items are being handled by the Agent, the Agent's signature,for receipt only, will be sufficient. However, where outside contractorsare involved, an extra copy should be given to the Agent, for hisreference and to facilitate follow up at a later date.Distribution of copies: • Original o To be handed to Agent receiving goods for transportation. • One (1) copy o To follow goods. • One (1) copy o For SeaTeam • One (1) copy o For Vessel's file.Dockings • The basic docking specification shall be made up, by the Superintendent, from the vessel's Drydock Work File and the standard Dry-dock specification. • Six months before the scheduled docking period the vessel shall check its Repair File and submit any further items on SeaTeam Form No. TECH 020 \"Repair Specifications\" format for the Supt.’s consideration and possible inclusion within the Docking List. • A draft \"Docking Specification\" shall be prepared and a copy placed on board, to be studied by ship's staff, prior to the Superintendent's visit to the vessel.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 7 of 34

Engineering Operational Procedures • Before finalizing the specification the Superintendent shall visit the vessel to ascertain that all the major items have been included with all relevant detail.3.2 Hull and DeckHull and deck maintenance shall be carried out at schedules describedin the ShipNet computer based Planned Maintenance System andrecorded therein. SeaTeam Form No. TECH 044 should be used forvessels without a computer based PMS and the Master should submit itto SeaTeam monthly.3.3 Electronic Navigational Aids & Radio EquipmentRoutine MaintenanceInspections and maintenance of electronic navigational aids and radioequipment should only be carried out by person (s) with knowledge ofelectronic components.Maintenance directions must be followed carefully. No trimming oradjustment to be carried out other than as specified in the maintenancemanual. This is also applies in respect to alterations in wiring diagramsetc. The persons (s) performing routine maintenance and inspectionsmust never effect any repair or operation that they do not fullyunderstand.Faults in EquipmentIf a defect is discovered, care must be observed when subsequentlyoperating the system. A report to SeaTeam for forwarding to thesupplier/maker may clarify the cause, provided the message containsaccurate information and appropriate readings. For assistance to begiven details of the abnormality are essential. A request for a servicevisit only, because of malfunction, is of little value as the serviceengineer will not know what to bring with him.Repairs – ServicingWhen required approved service companies must be used. Lists of theappropriate makers' service agents are likely to be available onboard.Controlled Revision: 01 Sep 2015BOM Part C – EOP Doc No. 003MAINTENANCE Approval: WBF Page: 8 of 34